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"title": "SF Officials Say Cycling Is Up on Valencia Street, Not Down, Since Installation of Bikeway",
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"content": "\u003cp>San Francisco transportation officials say a recently released draft report showing a sharp drop in cyclists, drivers and pedestrians along Valencia Street since the installation of a controversial bike lane last summer doesn’t accurately represent the current state of traffic on the corridor.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.documentcloud.org/documents/24254002-sfmta-draft-report-mid-valencia-pilot-1-month\" target=\"_blank\" rel=\"noopener\">draft report\u003c/a> from the city’s Municipal Transportation Agency, released via a public records request on Wednesday, was the first snapshot of data showing how the Mid-Valencia Pilot has changed use of the corridor. The pilot installed a center-running bike lane and changed driving and parking restrictions on the street.\u003c/p>\n\u003cp>The data in the draft report measures vehicle, bicycle and pedestrian traffic at certain intersections on the corridor for a single month last September and compares it to conditions nearly a year earlier, in October 2022.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11962992,news_11941576,news_11755352\"]The report shows that bike traffic along Valencia Street declined by as much as 53% in September compared to the previous October. It also shows a significant drop in daily motor vehicle volume, as much as a 42% decline, especially in the northern portion of the corridor. Peak pedestrian volumes also declined as much as 42% in some locations, with an overall 18% decline.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.sfmta.com/project-updates/valencia-bikeway-improvements-january-2024-project-update\" target=\"_blank\" rel=\"noopener\">a press release\u003c/a> Thursday, SFMTA said the draft report “only accounts for a small portion of our evaluation period during which cyclists were returning to Valencia Street after the pilot construction period.”\u003c/p>\n\u003cp>The agency says it is finalizing a three-month evaluation report and added that it estimates average daily bike volume is about 3% higher than before the pilot began. The agency says the September drop in drivers, cyclists and pedestrians seen in the draft report was due to cyclists slowly returning to the street after the bike lane was completed. Construction began in mid-April, but the center-running bikeway didn’t open until Aug. 1.\u003c/p>\n\u003cp>When the draft report was first released Wednesday, opponents of the Mid-Valencia Pilot say the decline in bike traffic shows the pilot is failing to achieve its goals.\u003c/p>\n\u003cp>The data was reportedly obtained through an anonymous public records request and released by Luke Bornheimer, an independent safe streets advocate and a leading critic of the bike lane.\u003c/p>\n\u003cp>“This unprecedented decrease in people biking on Valencia Street should be a wake-up call to Mayor Breed and the SFMTA Board of Directors,” Bornheimer says in a press release.\u003c/p>\n\u003cp>Improving traffic safety was also a major priority of the pilot. Valencia Street is on the city’s high-injury network. Three pedestrians have been struck and killed on Valencia Street since 2020. One, 80-year-old Jian Huang of San Francisco, was struck and killed last September by a driver who was turning left onto Valencia.\u003c/p>\n\u003cp>Some aspects of the draft report show the pilot was achieving some of the SFMTA’s goals.\u003c/p>\n\u003cp>The report shows a steep decrease in vehicles double-parking and loading in the bike lane, one of the project’s major goals. Before the pilot, people working for ride-hailing apps and app-based delivery services would often double-park in the existing bike lane, forcing cyclists to make a dangerous merge into the vehicle lane. In instituting the pilot, SFMTA says it’s tried to walk a line between improving traffic safety and preserving business access.\u003c/p>\n\u003cp>But a growing chorus of business owners on Valencia Street have complained that the pilot has led to a steep drop in sales.\u003c/p>\n\u003cp>The live music venue Amado’s, which had been in operation for eight years at 21st and Valencia, closed in November and blamed the pilot for an 80% drop in revenue. As part of the pilot, SFMTA eliminated 71 metered parking spots and converted them into loading zones.\u003c/p>\n\u003cp>“It became completely untenable for artists, staff trying to find parking, and mainly, any kind of customer that would like to come and enjoy our venue,” says Amado’s owner, David Quinby, in an interview.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Since the start of the pilot, SFMTA says it has responded to complaints like these from businesses by converting seven loading zone spaces per block back to general parking.\u003c/p>\n\u003cp>The agency says it is exploring an alternative design to the center-running bikeway pilot that would relocate the bike lane to the side of the street, between the sidewalk and parked cars.\u003c/p>\n\u003cp>But to business owners like Quinby — the small slice of data in the draft report proves that the current street configuration is a failed experiment.\u003c/p>\n\u003cp>“The public is actively avoiding Valencia Street, which is killing our community,” Quinby says.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco transportation officials say a recently released draft report showing a sharp drop in cyclists, drivers and pedestrians along Valencia Street since the installation of a controversial bike lane last summer doesn’t accurately represent the current state of traffic on the corridor.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.documentcloud.org/documents/24254002-sfmta-draft-report-mid-valencia-pilot-1-month\" target=\"_blank\" rel=\"noopener\">draft report\u003c/a> from the city’s Municipal Transportation Agency, released via a public records request on Wednesday, was the first snapshot of data showing how the Mid-Valencia Pilot has changed use of the corridor. The pilot installed a center-running bike lane and changed driving and parking restrictions on the street.\u003c/p>\n\u003cp>The data in the draft report measures vehicle, bicycle and pedestrian traffic at certain intersections on the corridor for a single month last September and compares it to conditions nearly a year earlier, in October 2022.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The report shows that bike traffic along Valencia Street declined by as much as 53% in September compared to the previous October. It also shows a significant drop in daily motor vehicle volume, as much as a 42% decline, especially in the northern portion of the corridor. Peak pedestrian volumes also declined as much as 42% in some locations, with an overall 18% decline.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.sfmta.com/project-updates/valencia-bikeway-improvements-january-2024-project-update\" target=\"_blank\" rel=\"noopener\">a press release\u003c/a> Thursday, SFMTA said the draft report “only accounts for a small portion of our evaluation period during which cyclists were returning to Valencia Street after the pilot construction period.”\u003c/p>\n\u003cp>The agency says it is finalizing a three-month evaluation report and added that it estimates average daily bike volume is about 3% higher than before the pilot began. The agency says the September drop in drivers, cyclists and pedestrians seen in the draft report was due to cyclists slowly returning to the street after the bike lane was completed. Construction began in mid-April, but the center-running bikeway didn’t open until Aug. 1.\u003c/p>\n\u003cp>When the draft report was first released Wednesday, opponents of the Mid-Valencia Pilot say the decline in bike traffic shows the pilot is failing to achieve its goals.\u003c/p>\n\u003cp>The data was reportedly obtained through an anonymous public records request and released by Luke Bornheimer, an independent safe streets advocate and a leading critic of the bike lane.\u003c/p>\n\u003cp>“This unprecedented decrease in people biking on Valencia Street should be a wake-up call to Mayor Breed and the SFMTA Board of Directors,” Bornheimer says in a press release.\u003c/p>\n\u003cp>Improving traffic safety was also a major priority of the pilot. Valencia Street is on the city’s high-injury network. Three pedestrians have been struck and killed on Valencia Street since 2020. One, 80-year-old Jian Huang of San Francisco, was struck and killed last September by a driver who was turning left onto Valencia.\u003c/p>\n\u003cp>Some aspects of the draft report show the pilot was achieving some of the SFMTA’s goals.\u003c/p>\n\u003cp>The report shows a steep decrease in vehicles double-parking and loading in the bike lane, one of the project’s major goals. Before the pilot, people working for ride-hailing apps and app-based delivery services would often double-park in the existing bike lane, forcing cyclists to make a dangerous merge into the vehicle lane. In instituting the pilot, SFMTA says it’s tried to walk a line between improving traffic safety and preserving business access.\u003c/p>\n\u003cp>But a growing chorus of business owners on Valencia Street have complained that the pilot has led to a steep drop in sales.\u003c/p>\n\u003cp>The live music venue Amado’s, which had been in operation for eight years at 21st and Valencia, closed in November and blamed the pilot for an 80% drop in revenue. As part of the pilot, SFMTA eliminated 71 metered parking spots and converted them into loading zones.\u003c/p>\n\u003cp>“It became completely untenable for artists, staff trying to find parking, and mainly, any kind of customer that would like to come and enjoy our venue,” says Amado’s owner, David Quinby, in an interview.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Since the start of the pilot, SFMTA says it has responded to complaints like these from businesses by converting seven loading zone spaces per block back to general parking.\u003c/p>\n\u003cp>The agency says it is exploring an alternative design to the center-running bikeway pilot that would relocate the bike lane to the side of the street, between the sidewalk and parked cars.\u003c/p>\n\u003cp>But to business owners like Quinby — the small slice of data in the draft report proves that the current street configuration is a failed experiment.\u003c/p>\n\u003cp>“The public is actively avoiding Valencia Street, which is killing our community,” Quinby says.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Records are likely to fall this week as \u003ca href=\"https://www.npr.org/2023/11/13/1199885876/holiday-travel-best-flights\">millions of Americans take to the skies for Thanksgiving.\u003c/a>\u003c/p>\n\u003cp>The annual rush of holiday travelers will test a U.S. aviation system that is straining to keep up with demand. But federal regulators said the system is resilient and ready. [pullquote size=\"medium\" align=\"right\" citation=\"Holly Canevari, TSA deputy administrator\"]‘We’re ready to go. I think the Sunday after Thanksgiving will be our record-breaker.’[/pullquote]“This year, we are seeing more people flying than ever with fewer cancellations than we have seen in years,” Transportation Secretary Pete Buttigieg said at \u003ca href=\"https://www.transportation.gov/briefing-room/fact-sheet-usdot-faa-work-improve-holiday-air-travel-and-strengthen-passenger-rights\">a press conference on Monday\u003c/a>.\u003c/p>\n\u003cp>The Transportation Security Administration is predicting it will screen \u003ca href=\"https://www.tsa.gov/news/press/releases/2023/11/13/tsa-prepared-more-travelers-airport-security-checkpoints-expects\">more than 30 million people\u003c/a> during a 12-day window that started last Friday.\u003c/p>\n\u003cp>“We’re ready to go,” TSA deputy administrator Holly Canevari said last week at a travel industry conference in Washington, D.C. “I think the Sunday after Thanksgiving will be our record-breaker for a single day. ”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Federal Aviation Administration is expecting nearly 50,000 flights on Wednesday alone.\u003c/p>\n\u003cp>“While we don’t control the weather, we’re doing everything in our power to keep flights safe and keep cancellations and delays low this Thanksgiving,” said Mike Whitaker, the newly-appointed administrator of the FAA, who was \u003ca href=\"https://www.npr.org/2023/10/18/1206607841/senate-committee-michael-whitaker-faa-administrator\">unanimously confirmed by the Senate last month\u003c/a>.\u003c/p>\n\u003ch2>The FAA responds to a troubling safety warning\u003c/h2>\n\u003cp>Whitaker is confronting deep concerns about safety in his first weeks on the job. An independent safety review board appointed by the FAA is calling for “urgent action” to prevent plane crashes after a series of close calls on runways across the country this year.\u003c/p>\n\u003cp>The panel’s \u003ca href=\"https://www.faa.gov/NAS_safety_review_team_report.pdf\">52-page report\u003c/a>, released last week, raises extensive concerns about the shortage of air traffic controllers and outdated equipment, which are “rendering the current level of safety unsustainable.”\u003c/p>\n\u003cp>Whitaker said the FAA welcomes the report and has already announced several new initiatives to speed up the \u003ca href=\"https://www.npr.org/2023/11/09/1211838624/air-traffic-controllers-shortage-close-calls-senate-safety-near-miss-senate\">hiring of more air traffic controllers\u003c/a>. Those include hiring qualified students directly from aeronautical colleges and universities and deploying dozens of high-resolution tower simulators nationwide to take some pressure off the agency’s training academy in Oklahoma. [pullquote size=\"medium\" align=\"right\" citation=\"Geoff Freeman, CEO, U.S. Travel Association\"]‘We have not put the resources we need into funding the air traffic control system — not just this year or last year, but for decades.’[/pullquote]The FAA is also looking at how to lower the attrition rate for aspiring air traffic controllers.\u003c/p>\n\u003cp>“There’s a fairly high failure rate” at the training academy, Whitaker told reporters on Monday. “My initial focus has been on how to make these numbers go up quickly without lowering standards.”\u003c/p>\n\u003cp>While troubling, some of the challenges outlined in the independent safety review are not new.\u003c/p>\n\u003cp>“We have not put the resources we need into funding the air traffic control system — not just this year or last year, but for decades,” said Geoff Freeman, the CEO of the U.S. Travel Association. “We have not prioritized it. We’ve kicked the can down the road on modernization efforts, and we’re paying the price for that today.”\u003c/p>\n\u003ch2>Flight attendants brace for the holiday rush\u003c/h2>\n\u003cp>Full planes and crowded overhead bins could also make for a challenging holiday in the flight cabin.\u003c/p>\n\u003cp>“The holidays have always been a time period that flight attendants sort of dread going to work,” said Sara Nelson, the president of the Association of Flight Attendants union. [aside postID=news_11911992 hero='https://ww2.kqed.org/app/uploads/sites/10/2022/04/GettyImages-1237045095-1020x646.jpg']“The flying is much harder. You have inexperienced people, you’re answering more questions. There’s fewer of us,” she said. “Which then often means that passengers are trying to work things out between each other, and you don’t have a referee there right at the start.”\u003c/p>\n\u003cp>Nelson said it used to be widespread across the industry for flight attendants to earn more on holiday shifts, but those incentives have been gradually eroding. She urges travelers to keep all of that in mind when flying.\u003c/p>\n\u003cp>Thankfully, she said, most do.\u003c/p>\n\u003cp>“The vast majority of people come to the door of our airplane with kindness in their heart and a desire for a safe, uneventful flight.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Records are likely to fall this week as \u003ca href=\"https://www.npr.org/2023/11/13/1199885876/holiday-travel-best-flights\">millions of Americans take to the skies for Thanksgiving.\u003c/a>\u003c/p>\n\u003cp>The annual rush of holiday travelers will test a U.S. aviation system that is straining to keep up with demand. But federal regulators said the system is resilient and ready. \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“This year, we are seeing more people flying than ever with fewer cancellations than we have seen in years,” Transportation Secretary Pete Buttigieg said at \u003ca href=\"https://www.transportation.gov/briefing-room/fact-sheet-usdot-faa-work-improve-holiday-air-travel-and-strengthen-passenger-rights\">a press conference on Monday\u003c/a>.\u003c/p>\n\u003cp>The Transportation Security Administration is predicting it will screen \u003ca href=\"https://www.tsa.gov/news/press/releases/2023/11/13/tsa-prepared-more-travelers-airport-security-checkpoints-expects\">more than 30 million people\u003c/a> during a 12-day window that started last Friday.\u003c/p>\n\u003cp>“We’re ready to go,” TSA deputy administrator Holly Canevari said last week at a travel industry conference in Washington, D.C. “I think the Sunday after Thanksgiving will be our record-breaker for a single day. ”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Federal Aviation Administration is expecting nearly 50,000 flights on Wednesday alone.\u003c/p>\n\u003cp>“While we don’t control the weather, we’re doing everything in our power to keep flights safe and keep cancellations and delays low this Thanksgiving,” said Mike Whitaker, the newly-appointed administrator of the FAA, who was \u003ca href=\"https://www.npr.org/2023/10/18/1206607841/senate-committee-michael-whitaker-faa-administrator\">unanimously confirmed by the Senate last month\u003c/a>.\u003c/p>\n\u003ch2>The FAA responds to a troubling safety warning\u003c/h2>\n\u003cp>Whitaker is confronting deep concerns about safety in his first weeks on the job. An independent safety review board appointed by the FAA is calling for “urgent action” to prevent plane crashes after a series of close calls on runways across the country this year.\u003c/p>\n\u003cp>The panel’s \u003ca href=\"https://www.faa.gov/NAS_safety_review_team_report.pdf\">52-page report\u003c/a>, released last week, raises extensive concerns about the shortage of air traffic controllers and outdated equipment, which are “rendering the current level of safety unsustainable.”\u003c/p>\n\u003cp>Whitaker said the FAA welcomes the report and has already announced several new initiatives to speed up the \u003ca href=\"https://www.npr.org/2023/11/09/1211838624/air-traffic-controllers-shortage-close-calls-senate-safety-near-miss-senate\">hiring of more air traffic controllers\u003c/a>. Those include hiring qualified students directly from aeronautical colleges and universities and deploying dozens of high-resolution tower simulators nationwide to take some pressure off the agency’s training academy in Oklahoma. \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The FAA is also looking at how to lower the attrition rate for aspiring air traffic controllers.\u003c/p>\n\u003cp>“There’s a fairly high failure rate” at the training academy, Whitaker told reporters on Monday. “My initial focus has been on how to make these numbers go up quickly without lowering standards.”\u003c/p>\n\u003cp>While troubling, some of the challenges outlined in the independent safety review are not new.\u003c/p>\n\u003cp>“We have not put the resources we need into funding the air traffic control system — not just this year or last year, but for decades,” said Geoff Freeman, the CEO of the U.S. Travel Association. “We have not prioritized it. We’ve kicked the can down the road on modernization efforts, and we’re paying the price for that today.”\u003c/p>\n\u003ch2>Flight attendants brace for the holiday rush\u003c/h2>\n\u003cp>Full planes and crowded overhead bins could also make for a challenging holiday in the flight cabin.\u003c/p>\n\u003cp>“The holidays have always been a time period that flight attendants sort of dread going to work,” said Sara Nelson, the president of the Association of Flight Attendants union. \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“The flying is much harder. You have inexperienced people, you’re answering more questions. There’s fewer of us,” she said. “Which then often means that passengers are trying to work things out between each other, and you don’t have a referee there right at the start.”\u003c/p>\n\u003cp>Nelson said it used to be widespread across the industry for flight attendants to earn more on holiday shifts, but those incentives have been gradually eroding. She urges travelers to keep all of that in mind when flying.\u003c/p>\n\u003cp>Thankfully, she said, most do.\u003c/p>\n\u003cp>“The vast majority of people come to the door of our airplane with kindness in their heart and a desire for a safe, uneventful flight.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Bay Bridge Reopens After Protesters Calling for Gaza Cease-Fire Shut Down Westbound Lanes",
"headTitle": "Bay Bridge Reopens After Protesters Calling for Gaza Cease-Fire Shut Down Westbound Lanes | KQED",
"content": "\u003cp>\u003cstrong>Update, 11:50 a.m. Thursday: \u003c/strong>\u003cbr>\nAll westbound lanes of the Bay Bridge are now open, \u003ca href=\"https://x.com/CHPSanFrancisco/status/1725241638354661858?s=20\">according to the California Highway Patrol\u003c/a>, while the westbound approaches and toll plaza remain temporarily closed while the backup clears.\u003c/p>\n\u003cp>\u003cstrong>Original story:\u003c/strong>\u003cbr>\nDemonstrators calling for a cease-fire in the war between Israel and Hamas in Gaza blocked all westbound lanes of the Bay Bridge early Thursday, instantly causing a major commute tie-up.\u003c/p>\n\u003cp>The protesters blocked all traffic on the upper deck of the eastern span of the bridge shortly before 8 a.m., unfurling banners demanding an immediate cease-fire in the conflict that has cost the lives of \u003ca href=\"https://apnews.com/article/israel-hamas-war-live-updates-11-14-2023-6c346be5bc9246902792a228ccf4ecff\">more than 11,000 Palestinians and about 1,200 Israelis\u003c/a>, according to Gazan and Israeli health officials.\u003c/p>\n\u003cp>https://twitter.com/_chrisalam/status/1725183671706194244?s=20\u003c/p>\n\u003cp>The action marks an escalation of the ongoing Bay Area protests against Israel’s bombardment and invasion of Gaza, which followed the Hamas attack in southern Israel early last month.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In a press release, protest organizers said more than 200 people participated in Thursday’s action, which included a “die-in,” with demonstrators lying on the bridge deck and covering themselves with white sheets and placards reading “11,000 dead” and “stop the genocide.”\u003c/p>\n\u003cfigure id=\"attachment_11967614\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11967614\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-011-BL.jpg\" alt=\"A person lays on a paved road with a sheet over them.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-011-BL.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-011-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-011-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-011-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-011-BL-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Protesters taking part in Thursday’s Bay Bridge shutdown staged a ‘die-in’ on the deck of the bridge. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The demonstration was largely directed toward President Joe Biden, who is in San Francisco today for the ongoing Asia-Pacific Economic Cooperation (APEC) conference, already the target of \u003ca href=\"https://www.kqed.org/news/11967349/thousands-call-for-gaza-ceasefire-as-global-leaders-arrive-for-apec-in-san-francisco\">numerous other protest actions\u003c/a>.\u003c/p>\n\u003cp>“What would you do if this was your people, your family, your cousins? Every Palestinian I know from Gaza has lost so much family,” Oakland resident Sabrin Amtair, with the Arab Resource and Organizing Center and Palestinian Youth Movement, which helped organize the protest, told KQED while on the bridge.\u003c/p>\n\u003cp>“We can’t continue and act like this is not happening when Joe Biden is in town.”\u003c/p>\n\u003cfigure id=\"attachment_11967622\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11967622\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-015-BL.jpg\" alt=\"A person in a wheelchair holds a protest sign with a line of police on the left and behind them.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-015-BL.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-015-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-015-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-015-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-015-BL-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A demonstrator holds a sign reading ‘ceasefire now!’ while facing a line of CHP officers during a protest that shut down all westbound lanes of the Bay Bridge Thursday morning. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Just before 9 a.m., California Highway Patrol officers in riot gear arrived at the scene and issued a call for the demonstrators to disperse.\u003c/p>\n\u003cp>Officers then formed a line facing the demonstrators, many of whom had their hands raised as they chanted, “Peaceful protest.”\u003c/p>\n\u003cfigure id=\"attachment_11967616\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11967616\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-019-BL.jpg\" alt=\"A person raises their arms wearing a reflective vest with a line of police in front of them.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-019-BL.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-019-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-019-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-019-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-019-BL-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A protester raises his hands in front of a line of CHP officers during a demonstration demanding a cease-fire in the Israel-Hamas war in Gaza which blocked all westbound lanes of the Bay Bridge Thursday morning. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Law enforcement officers from both the CHP and the San Francisco Sheriff’s Department, with buses staged on the other side of the demonstration, then began arresting demonstrators and towing their vehicles.\u003c/p>\n\u003cfigure id=\"attachment_11967563\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11967563\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/DSC_5559-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1707\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/DSC_5559-scaled.jpg 2560w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/DSC_5559-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/DSC_5559-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/DSC_5559-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/DSC_5559-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/DSC_5559-2048x1365.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/DSC_5559-1920x1280.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Law enforcement officers with California Highway Patrol and the San Francisco Sheriff’s Dept. escort arrested protesters to buses on the upper deck of the Bay Bridge’s eastern span Thursday morning. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At around 10 a.m., Ezery Beauchamp, CHP’s Golden Gate Division chief, said approximately 50 people had been arrested so far and that more arrests were expected. He also indicated it would take some time to remove demonstrators’ vehicles from the bridge because keys to those vehicles had been tossed into the bay.\u003c/p>\n\u003cp>“We could still have 5, 10, 15 more cars to tow each time we work our way through the next set of vehicles,” Beauchamp told reporters on the bridge. “We’re finding abandoned cars and more protesters. We estimate another 25 to 50 arrests could be made today.”\u003c/p>\n\u003cfigure id=\"attachment_11967611\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11967611\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-006-BL.jpg\" alt=\"A woman speaks into a megaphone with a group of protesters surrounding her.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-006-BL.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-006-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-006-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-006-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-006-BL-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Protesters demanding a cease-fire in the Israel-Hamas war in Gaza speak into a megaphone after blocking all westbound lanes of the Bay Bridge Thursday. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Beauchamp \u003ca href=\"https://x.com/CaltransD4/status/1725188131669028912?s=20\">advised commuters to seek alternate routes\u003c/a>, as the demonstration continued, and did not give an estimated reopening time.\u003c/p>\n\u003cp>On the other side of Treasure Island, the upper deck of the bridge’s west span was eerily empty during the normally crammed peak commute hour.\u003c/p>\n\u003cfigure id=\"attachment_11967547\" class=\"wp-caption aligncenter\" style=\"max-width: 1512px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11967547\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/WestBound.jpg\" alt=\"\" width=\"1512\" height=\"1402\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/WestBound.jpg 1512w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/WestBound-800x742.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/WestBound-1020x946.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/WestBound-160x148.jpg 160w\" sizes=\"(max-width: 1512px) 100vw, 1512px\">\u003cfigcaption class=\"wp-caption-text\">All lanes of the upper deck of the Bay Bridge’s western span were empty Thursday morning just after 8 a.m. as demonstrators shut down all traffic east of Treasure Island. \u003ccite>(KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cem>This story has been udpated.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED’s Christopher Alam, Beth LaBerge, Dan Brekke and David Marks contributed to this story.\u003c/em>\u003c/p>\n\n",
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"excerpt": "Demonstrators calling for a cease-fire in the war between Israel and Hamas in Gaza blocked all westbound lanes of the Bay Bridge early Thursday, instantly causing a major commute tie-up.",
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"description": "Demonstrators calling for a cease-fire in the war between Israel and Hamas in Gaza blocked all westbound lanes of the Bay Bridge early Thursday, instantly causing a major commute tie-up.",
"title": "Bay Bridge Reopens After Protesters Calling for Gaza Cease-Fire Shut Down Westbound Lanes | KQED",
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"headline": "Bay Bridge Reopens After Protesters Calling for Gaza Cease-Fire Shut Down Westbound Lanes",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 11:50 a.m. Thursday: \u003c/strong>\u003cbr>\nAll westbound lanes of the Bay Bridge are now open, \u003ca href=\"https://x.com/CHPSanFrancisco/status/1725241638354661858?s=20\">according to the California Highway Patrol\u003c/a>, while the westbound approaches and toll plaza remain temporarily closed while the backup clears.\u003c/p>\n\u003cp>\u003cstrong>Original story:\u003c/strong>\u003cbr>\nDemonstrators calling for a cease-fire in the war between Israel and Hamas in Gaza blocked all westbound lanes of the Bay Bridge early Thursday, instantly causing a major commute tie-up.\u003c/p>\n\u003cp>The protesters blocked all traffic on the upper deck of the eastern span of the bridge shortly before 8 a.m., unfurling banners demanding an immediate cease-fire in the conflict that has cost the lives of \u003ca href=\"https://apnews.com/article/israel-hamas-war-live-updates-11-14-2023-6c346be5bc9246902792a228ccf4ecff\">more than 11,000 Palestinians and about 1,200 Israelis\u003c/a>, according to Gazan and Israeli health officials.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The action marks an escalation of the ongoing Bay Area protests against Israel’s bombardment and invasion of Gaza, which followed the Hamas attack in southern Israel early last month.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In a press release, protest organizers said more than 200 people participated in Thursday’s action, which included a “die-in,” with demonstrators lying on the bridge deck and covering themselves with white sheets and placards reading “11,000 dead” and “stop the genocide.”\u003c/p>\n\u003cfigure id=\"attachment_11967614\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11967614\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-011-BL.jpg\" alt=\"A person lays on a paved road with a sheet over them.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-011-BL.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-011-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-011-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-011-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-011-BL-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Protesters taking part in Thursday’s Bay Bridge shutdown staged a ‘die-in’ on the deck of the bridge. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The demonstration was largely directed toward President Joe Biden, who is in San Francisco today for the ongoing Asia-Pacific Economic Cooperation (APEC) conference, already the target of \u003ca href=\"https://www.kqed.org/news/11967349/thousands-call-for-gaza-ceasefire-as-global-leaders-arrive-for-apec-in-san-francisco\">numerous other protest actions\u003c/a>.\u003c/p>\n\u003cp>“What would you do if this was your people, your family, your cousins? Every Palestinian I know from Gaza has lost so much family,” Oakland resident Sabrin Amtair, with the Arab Resource and Organizing Center and Palestinian Youth Movement, which helped organize the protest, told KQED while on the bridge.\u003c/p>\n\u003cp>“We can’t continue and act like this is not happening when Joe Biden is in town.”\u003c/p>\n\u003cfigure id=\"attachment_11967622\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11967622\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-015-BL.jpg\" alt=\"A person in a wheelchair holds a protest sign with a line of police on the left and behind them.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-015-BL.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-015-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-015-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-015-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-015-BL-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A demonstrator holds a sign reading ‘ceasefire now!’ while facing a line of CHP officers during a protest that shut down all westbound lanes of the Bay Bridge Thursday morning. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Just before 9 a.m., California Highway Patrol officers in riot gear arrived at the scene and issued a call for the demonstrators to disperse.\u003c/p>\n\u003cp>Officers then formed a line facing the demonstrators, many of whom had their hands raised as they chanted, “Peaceful protest.”\u003c/p>\n\u003cfigure id=\"attachment_11967616\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11967616\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-019-BL.jpg\" alt=\"A person raises their arms wearing a reflective vest with a line of police in front of them.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-019-BL.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-019-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-019-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-019-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-019-BL-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A protester raises his hands in front of a line of CHP officers during a demonstration demanding a cease-fire in the Israel-Hamas war in Gaza which blocked all westbound lanes of the Bay Bridge Thursday morning. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Law enforcement officers from both the CHP and the San Francisco Sheriff’s Department, with buses staged on the other side of the demonstration, then began arresting demonstrators and towing their vehicles.\u003c/p>\n\u003cfigure id=\"attachment_11967563\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11967563\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/DSC_5559-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1707\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/DSC_5559-scaled.jpg 2560w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/DSC_5559-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/DSC_5559-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/DSC_5559-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/DSC_5559-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/DSC_5559-2048x1365.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/DSC_5559-1920x1280.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Law enforcement officers with California Highway Patrol and the San Francisco Sheriff’s Dept. escort arrested protesters to buses on the upper deck of the Bay Bridge’s eastern span Thursday morning. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At around 10 a.m., Ezery Beauchamp, CHP’s Golden Gate Division chief, said approximately 50 people had been arrested so far and that more arrests were expected. He also indicated it would take some time to remove demonstrators’ vehicles from the bridge because keys to those vehicles had been tossed into the bay.\u003c/p>\n\u003cp>“We could still have 5, 10, 15 more cars to tow each time we work our way through the next set of vehicles,” Beauchamp told reporters on the bridge. “We’re finding abandoned cars and more protesters. We estimate another 25 to 50 arrests could be made today.”\u003c/p>\n\u003cfigure id=\"attachment_11967611\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11967611\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-006-BL.jpg\" alt=\"A woman speaks into a megaphone with a group of protesters surrounding her.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-006-BL.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-006-BL-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-006-BL-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-006-BL-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/231116-BayBridgeShutdown-006-BL-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Protesters demanding a cease-fire in the Israel-Hamas war in Gaza speak into a megaphone after blocking all westbound lanes of the Bay Bridge Thursday. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Beauchamp \u003ca href=\"https://x.com/CaltransD4/status/1725188131669028912?s=20\">advised commuters to seek alternate routes\u003c/a>, as the demonstration continued, and did not give an estimated reopening time.\u003c/p>\n\u003cp>On the other side of Treasure Island, the upper deck of the bridge’s west span was eerily empty during the normally crammed peak commute hour.\u003c/p>\n\u003cfigure id=\"attachment_11967547\" class=\"wp-caption aligncenter\" style=\"max-width: 1512px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11967547\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/WestBound.jpg\" alt=\"\" width=\"1512\" height=\"1402\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/WestBound.jpg 1512w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/WestBound-800x742.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/WestBound-1020x946.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/11/WestBound-160x148.jpg 160w\" sizes=\"(max-width: 1512px) 100vw, 1512px\">\u003cfigcaption class=\"wp-caption-text\">All lanes of the upper deck of the Bay Bridge’s western span were empty Thursday morning just after 8 a.m. as demonstrators shut down all traffic east of Treasure Island. \u003ccite>(KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cem>This story has been udpated.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED’s Christopher Alam, Beth LaBerge, Dan Brekke and David Marks contributed to this story.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Getting a federal tax credit for buying an electric vehicle is about to get a lot easier — or at least, a lot faster.\u003c/p>\n\u003cp>Starting in January, EV car shoppers won’t have to wait until tax season to pocket the incentive, worth up to $7,500. Instead, the credit will be available as cash in hand on the day of purchase — and it’ll be available regardless of the size of a customer’s tax bill.\u003c/p>\n\u003cp>That’s how Congress wanted these incentives to work when they passed them as part of the Inflation Reduction Act. But when it was rolled out last year, it still required EV buyers to claim their credit when they filed their taxes, a more burdensome route. That’s because the IRS needed time to come up with a new system to make the credits work as point-of-sale rebates instead.\u003c/p>\n\u003cp>That new system to claim the credit was \u003ca href=\"https://home.treasury.gov/news/press-releases/jy1783\">announced Friday\u003c/a>. Here’s what to know.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2 class=\"edTag\">It’s all meant to happen at the dealership\u003c/h2>\n\u003cp>All the requirements for qualifying for the tax credit still apply — for both EV buyers and automakers.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11960500,news_11944855,news_11956089\"]That means there’s still an income cap for buyers and there are limits to how much cars can cost to qualify for the credit. And not all models from automakers will qualify because of complex rules about how the cars are produced, including where the battery components come from.\u003c/p>\n\u003cp>But for buyers who qualify, actually accessing the credit will be a matter of extra paperwork at the dealership, instead of a monthslong wait for savings delivered through the tax filing process.\u003c/p>\n\u003cp>Dealers will register with the IRS and confirm that a vehicle qualifies for the tax credit, using the vehicle identification number.\u003c/p>\n\u003cp>That addresses one major customer concern. As of now, buyers have to do a lot of homework to figure out whether an EV they want to buy would qualify for a tax credit — navigating through a myriad of \u003ca href=\"https://www.npr.org/2023/04/15/1169763545/electric-cars-vehicles-tax-credit-climate-bill\">complicated and shifting rules\u003c/a>.\u003c/p>\n\u003ch2 class=\"edTag\">Delivering money faster — and to more people\u003c/h2>\n\u003cp>Buyers will also now have the option to get the credit instantly instead of waiting for the next year’s tax season.\u003c/p>\n\u003cp>Those purchasing an EV would need to attest that they meet the \u003ca href=\"https://www.irs.gov/credits-deductions/credits-for-new-clean-vehicles-purchased-in-2023-or-after\">individual requirements\u003c/a> — like that they’re purchasing the vehicle for personal use, they’re not a dependent on anyone’s taxes, and they’re under the income limit.\u003c/p>\n\u003cp>Then they’d transfer the tax credit to the dealership, and in exchange, the dealer will either give them that much in cash or as a down payment toward the vehicle. The dealer will submit documentation to the IRS, and the IRS says dealers will be reimbursed “promptly” — within 72 hours or so.\u003c/p>\n\u003cp>Significantly, a buyer taking the credit at the dealership can get it regardless of what their tax bill is that year. Previously, a buyer would need to owe $7,500 in taxes in a given year to get the full benefit of the credit.\u003c/p>\n\u003cp>That functioned like an income \u003cem>minimum\u003c/em>, since many low- and middle-income families owe less than that in taxes. It was also just another headache for people trying to figure out how much the credit was actually worth to them.\u003c/p>\n\u003cp>Now, even families with no tax liability at all can get the tax credit.\u003c/p>\n\u003cp>Meanwhile, tax credits for \u003cem>used\u003c/em> electric vehicles (worth 30% of the price of the vehicle, up to $4,000) will also be available at the point of sale, through the same system of transferring the credit to the dealership. There is a \u003ca href=\"https://www.irs.gov/credits-deductions/used-clean-vehicle-credit\">lower income cap\u003c/a> for that program, and some additional criteria for the vehicles.\u003c/p>\n\u003cfigure id=\"attachment_11963696\" class=\"wp-caption alignnone\" style=\"max-width: 1600px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11963696\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/10/gettyimages-1242546341_wide-eb9350bfe7e2461949ec77b0b0e3272c5419f8e0-s1600-c85-copy.jpg\" alt=\"Politicians, male and female, applaud as they stand around an older white man in a blue suit putting on a mask as he looks down at a document on a desk with the presidential emblem on the front and American flags behind.\" width=\"1600\" height=\"899\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/10/gettyimages-1242546341_wide-eb9350bfe7e2461949ec77b0b0e3272c5419f8e0-s1600-c85-copy.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/10/gettyimages-1242546341_wide-eb9350bfe7e2461949ec77b0b0e3272c5419f8e0-s1600-c85-copy-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/10/gettyimages-1242546341_wide-eb9350bfe7e2461949ec77b0b0e3272c5419f8e0-s1600-c85-copy-1020x573.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/10/gettyimages-1242546341_wide-eb9350bfe7e2461949ec77b0b0e3272c5419f8e0-s1600-c85-copy-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/10/gettyimages-1242546341_wide-eb9350bfe7e2461949ec77b0b0e3272c5419f8e0-s1600-c85-copy-1536x863.jpg 1536w\" sizes=\"(max-width: 1600px) 100vw, 1600px\">\u003cfigcaption class=\"wp-caption-text\">President Biden puts on his mask after signing the Inflation Reduction Act of 2022, in the State Dining Room of the White House in Washington, DC, on Aug. 16, 2022. The massive law included a complicated tax credit for electric vehicles. \u003ccite>(Mandel Ngan/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2 class=\"edTag\">There are caveats, though\u003c/h2>\n\u003cp>Things can still go wrong. The IRS says there are provisions in place to prevent fraud and deception on the part of dealerships, and dealers can only participate in this program if they’re current on their own taxes.\u003c/p>\n\u003cp>And there’s one concrete situation where taxpayers may need to give back the credit.\u003c/p>\n\u003cp>Buyers can qualify under the income cap using either the current year’s income or the previous year’s, whichever is lower. If it turns out their income was over the cap in \u003cem>both \u003c/em>years, and they already received the tax credit through a dealership, they would need to repay the tax credit to the IRS.\u003c/p>\n\u003cp>The income limits for a new vehicle are $150,000 adjusted gross income for an individual, $225,000 for a head of household and $300,000 for a married couples filing jointly or surviving spouses.\u003c/p>\n\u003cp>For a used vehicle, the income caps are $75,000 for an individual, $112,500 for heads of households, and $150,000 for married couples filing jointly or surviving spouses.\u003c/p>\n\u003ch2 class=\"edTag\">The new system could make a big difference\u003c/h2>\n\u003cp>Though this will simplify things for EV shoppers, the tax credits still remain complicated as the government juggles both encouraging people to buy EVs while also pushing car companies to move more of their supply chains to the U.S.\u003c/p>\n\u003cp>But a point-of-sale rebate should at least make the credits less of a guessing and waiting game.\u003c/p>\n\u003cp>The changes “will make a tremendous difference,” says Elizabeth Krear, the vice president of the electric vehicle practice at auto data giant JD Power. “That’s $7,500 right there at the time of the transaction — versus having to finance at a higher price, which increases the monthly payments, and then waiting for that tax rebate down the line sometime in April.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Starting January, electric car shoppers will receive up to $7,500 cash-in-hand on the day they purchase an EV, no longer having to wait for a tax rebate. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Getting a federal tax credit for buying an electric vehicle is about to get a lot easier — or at least, a lot faster.\u003c/p>\n\u003cp>Starting in January, EV car shoppers won’t have to wait until tax season to pocket the incentive, worth up to $7,500. Instead, the credit will be available as cash in hand on the day of purchase — and it’ll be available regardless of the size of a customer’s tax bill.\u003c/p>\n\u003cp>That’s how Congress wanted these incentives to work when they passed them as part of the Inflation Reduction Act. But when it was rolled out last year, it still required EV buyers to claim their credit when they filed their taxes, a more burdensome route. That’s because the IRS needed time to come up with a new system to make the credits work as point-of-sale rebates instead.\u003c/p>\n\u003cp>That new system to claim the credit was \u003ca href=\"https://home.treasury.gov/news/press-releases/jy1783\">announced Friday\u003c/a>. Here’s what to know.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2 class=\"edTag\">It’s all meant to happen at the dealership\u003c/h2>\n\u003cp>All the requirements for qualifying for the tax credit still apply — for both EV buyers and automakers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>That means there’s still an income cap for buyers and there are limits to how much cars can cost to qualify for the credit. And not all models from automakers will qualify because of complex rules about how the cars are produced, including where the battery components come from.\u003c/p>\n\u003cp>But for buyers who qualify, actually accessing the credit will be a matter of extra paperwork at the dealership, instead of a monthslong wait for savings delivered through the tax filing process.\u003c/p>\n\u003cp>Dealers will register with the IRS and confirm that a vehicle qualifies for the tax credit, using the vehicle identification number.\u003c/p>\n\u003cp>That addresses one major customer concern. As of now, buyers have to do a lot of homework to figure out whether an EV they want to buy would qualify for a tax credit — navigating through a myriad of \u003ca href=\"https://www.npr.org/2023/04/15/1169763545/electric-cars-vehicles-tax-credit-climate-bill\">complicated and shifting rules\u003c/a>.\u003c/p>\n\u003ch2 class=\"edTag\">Delivering money faster — and to more people\u003c/h2>\n\u003cp>Buyers will also now have the option to get the credit instantly instead of waiting for the next year’s tax season.\u003c/p>\n\u003cp>Those purchasing an EV would need to attest that they meet the \u003ca href=\"https://www.irs.gov/credits-deductions/credits-for-new-clean-vehicles-purchased-in-2023-or-after\">individual requirements\u003c/a> — like that they’re purchasing the vehicle for personal use, they’re not a dependent on anyone’s taxes, and they’re under the income limit.\u003c/p>\n\u003cp>Then they’d transfer the tax credit to the dealership, and in exchange, the dealer will either give them that much in cash or as a down payment toward the vehicle. The dealer will submit documentation to the IRS, and the IRS says dealers will be reimbursed “promptly” — within 72 hours or so.\u003c/p>\n\u003cp>Significantly, a buyer taking the credit at the dealership can get it regardless of what their tax bill is that year. Previously, a buyer would need to owe $7,500 in taxes in a given year to get the full benefit of the credit.\u003c/p>\n\u003cp>That functioned like an income \u003cem>minimum\u003c/em>, since many low- and middle-income families owe less than that in taxes. It was also just another headache for people trying to figure out how much the credit was actually worth to them.\u003c/p>\n\u003cp>Now, even families with no tax liability at all can get the tax credit.\u003c/p>\n\u003cp>Meanwhile, tax credits for \u003cem>used\u003c/em> electric vehicles (worth 30% of the price of the vehicle, up to $4,000) will also be available at the point of sale, through the same system of transferring the credit to the dealership. There is a \u003ca href=\"https://www.irs.gov/credits-deductions/used-clean-vehicle-credit\">lower income cap\u003c/a> for that program, and some additional criteria for the vehicles.\u003c/p>\n\u003cfigure id=\"attachment_11963696\" class=\"wp-caption alignnone\" style=\"max-width: 1600px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11963696\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/10/gettyimages-1242546341_wide-eb9350bfe7e2461949ec77b0b0e3272c5419f8e0-s1600-c85-copy.jpg\" alt=\"Politicians, male and female, applaud as they stand around an older white man in a blue suit putting on a mask as he looks down at a document on a desk with the presidential emblem on the front and American flags behind.\" width=\"1600\" height=\"899\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/10/gettyimages-1242546341_wide-eb9350bfe7e2461949ec77b0b0e3272c5419f8e0-s1600-c85-copy.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/10/gettyimages-1242546341_wide-eb9350bfe7e2461949ec77b0b0e3272c5419f8e0-s1600-c85-copy-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/10/gettyimages-1242546341_wide-eb9350bfe7e2461949ec77b0b0e3272c5419f8e0-s1600-c85-copy-1020x573.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/10/gettyimages-1242546341_wide-eb9350bfe7e2461949ec77b0b0e3272c5419f8e0-s1600-c85-copy-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/10/gettyimages-1242546341_wide-eb9350bfe7e2461949ec77b0b0e3272c5419f8e0-s1600-c85-copy-1536x863.jpg 1536w\" sizes=\"(max-width: 1600px) 100vw, 1600px\">\u003cfigcaption class=\"wp-caption-text\">President Biden puts on his mask after signing the Inflation Reduction Act of 2022, in the State Dining Room of the White House in Washington, DC, on Aug. 16, 2022. The massive law included a complicated tax credit for electric vehicles. \u003ccite>(Mandel Ngan/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2 class=\"edTag\">There are caveats, though\u003c/h2>\n\u003cp>Things can still go wrong. The IRS says there are provisions in place to prevent fraud and deception on the part of dealerships, and dealers can only participate in this program if they’re current on their own taxes.\u003c/p>\n\u003cp>And there’s one concrete situation where taxpayers may need to give back the credit.\u003c/p>\n\u003cp>Buyers can qualify under the income cap using either the current year’s income or the previous year’s, whichever is lower. If it turns out their income was over the cap in \u003cem>both \u003c/em>years, and they already received the tax credit through a dealership, they would need to repay the tax credit to the IRS.\u003c/p>\n\u003cp>The income limits for a new vehicle are $150,000 adjusted gross income for an individual, $225,000 for a head of household and $300,000 for a married couples filing jointly or surviving spouses.\u003c/p>\n\u003cp>For a used vehicle, the income caps are $75,000 for an individual, $112,500 for heads of households, and $150,000 for married couples filing jointly or surviving spouses.\u003c/p>\n\u003ch2 class=\"edTag\">The new system could make a big difference\u003c/h2>\n\u003cp>Though this will simplify things for EV shoppers, the tax credits still remain complicated as the government juggles both encouraging people to buy EVs while also pushing car companies to move more of their supply chains to the U.S.\u003c/p>\n\u003cp>But a point-of-sale rebate should at least make the credits less of a guessing and waiting game.\u003c/p>\n\u003cp>The changes “will make a tremendous difference,” says Elizabeth Krear, the vice president of the electric vehicle practice at auto data giant JD Power. “That’s $7,500 right there at the time of the transaction — versus having to finance at a higher price, which increases the monthly payments, and then waiting for that tax rebate down the line sometime in April.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Cyclists and Businesses Reflect on 2 Months With the Valencia Street Bikeway ",
"headTitle": "Cyclists and Businesses Reflect on 2 Months With the Valencia Street Bikeway | KQED",
"content": "\u003cp>Avid cyclists like Laurel Matthews, who ride often through the heart of Valencia Street in San Francisco’s Mission District, have gotten used to pedaling away on the usual bike lanes that run along parked cars.\u003c/p>\n\u003cp>“In the old configuration, cars would just pull in front of you,” Matthews said. “I like that cars at least do not pull into the lane yet.”\u003c/p>\n\u003cp>Since Aug. 1, a center-running bikeway has been in effect along Valencia Street from 15th to 23rd streets. Two-way bicycle traffic happens in the middle of the street. Both plastic bollards and a rubber curb, which border either side of the lane, provide some protection from cars.\u003c/p>\n\u003cp>The change is a result of the Mid-Valencia Pilot, which was approved in April by the San Francisco Municipal Transportation Agency. SFMTA authorized the construction of the new bikeway, aiming to make the street safer and easier for businesses to work with delivery and ride-hailing apps, according to Tom Maguire, director of the Streets Division for SFMTA. (The pilot is set to last one year through August 2024.)\u003c/p>\n\u003cfigure id=\"attachment_11962332\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962332\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED.jpg\" alt=\"A parking sign and a number of businesses on a city street.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A sign provides parking restrictions for Valencia Street near Nizario’s Pizza in San Francisco’s Mission District on Sept. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re trying to adapt the street to the very unique conditions that the merchants and the residents on Valencia are facing right now,” he said.\u003c/p>\n\u003cp>In addition to the new bikeway, the Mid-Valencia Pilot changed many metered parking spots to loading zones and prohibited left turns from 15th to 23rd streets.\u003c/p>\n\u003ch2>\u003cstrong>Safety first\u003c/strong>\u003c/h2>\n\u003cp>Valencia Street — both a popular bike route connecting the northern and southern parts of the city and a nightlife hub — is one of the city’s target areas for improving traffic injuries and deaths.\u003c/p>\n\u003cp>According to a May 2023 SFMTA \u003ca href=\"https://www.visionzerosf.org/wp-content/uploads/2023/05/San-Francisco-Collisions-Report-2017_2022.pdf\">report (PDF)\u003c/a>, two Valencia Street intersections had a combined 22 bicycle-involved injury collisions from 2017–2022 — among the highest reported injuries of any intersections in the city.\u003c/p>\n\u003cp>[aside postID=news_11941576 hero='https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321285046-1020x633.jpg']Pedestrian safety is also a concern. On Sept. 20, 80-year-old Jian Huang of San Francisco was hit and killed by a driver making a left turn onto Valencia at 18th Street — marking the second pedestrian death on Valencia Street this year.\u003c/p>\n\u003cp>Following this latest tragedy, transportation advocacy groups like Walk SF want to see a ban on left turns onto Valencia, building off the pilot’s prohibition on certain left turns.\u003c/p>\n\u003cp>“If we look at every single fatality that’s happened on Valencia Street since 2014, it’s all been cars turning left,” said Jodie Medeiros, executive director of Walk SF. “This is a known problem and we need to do everything to end that problem.”\u003c/p>\n\u003cp>SFMTA plans to put out a status report on the pilot this fall. Maguire said that document will give further details, such as how vehicle, bicycle and pedestrian traffic has changed, and how businesses have been affected.\u003c/p>\n\u003cp>According to Maguire, if the pilot does not meet its goals, the city would rip up the project and go back to the drawing board.\u003c/p>\n\u003ch2>\u003cstrong>Cycling up\u003c/strong>\u003c/h2>\n\u003cp>Cyclists have mixed feelings about riding on the new center bikeway.\u003c/p>\n\u003cp>“I’ve heard from a lot of people who say they’ve either stopped biking on Valencia and started using an alternative bike route, or they just stopped biking period.” said Luke Bornheimer, a sustainable transportation advocate, who has strongly opposed the bikeway since the early planning stages.\u003c/p>\n\u003cfigure id=\"attachment_11962330\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962330\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED.jpg\" alt=\"People on bikes and skateboards ride down a bike path in the middle of a city street.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bicyclists ride on the Valencia Street bike lane in San Francisco’s Mission District on Sept. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He says the speed bumps and posts, which border the bikeway, are not enough to protect cyclists from drivers who might illegally turn through the bikeway — and that the two-way design is unintuitive and could cause crashes.\u003c/p>\n\u003cp>Some cyclists like Kate Blumberg, who has commuted by bicycle for 28 years, are happy about the new lane.\u003c/p>\n\u003cp>“The Valencia bike lanes make me feel like king of the world,” she said. “It makes bikes seem like the clear priority on the street.”\u003c/p>\n\u003cp>Before the new bikeway, floods of app-based rideshare and delivery workers would double-park in the old bike lane while they grabbed a burrito or dropped off their passengers, forcing cyclists to merge into traffic.\u003c/p>\n\u003ch2>\u003cstrong>Business woes\u003c/strong>\u003c/h2>\n\u003cp>Yaser Awadalla, owner of Nizario’s Pizza on Valencia Street, says while things appear safer for cyclists, he’s noticed a downturn in sales since the new bikeway was installed (contributing to the overall slump caused by the COVID pandemic).\u003c/p>\n\u003cp>“There’s a lot less stop-and-go than before,” Awadalla said. “We used to depend on that a lot for pizza-by-the-slice. For the sake of the business, yeah, I would like it to go back to the way it was.”\u003c/p>\n\u003cfigure id=\"attachment_11962672\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962672\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED.jpg\" alt=\"A person stands in front of a storefront with their arms crossed.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Yaser Awadalla stands outside Nizario’s Pizza, a pizza shop he owns, on Valencia Street in San Francisco on Sept. 27, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Next door, at Taqueria La Cumbre, cashier Duvan Duran says sales are down, too. He blames the loss of metered spots.\u003c/p>\n\u003cp>As part of the pilot, the city took away 71 metered spots and replaced many with a new type of dual-use loading zone. From 8 a.m. to 6 p.m., those spots are for commercial loading, but from 6–10 p.m., it can be used for 5-minute loading by anyone. This zone is partly intended to accommodate app-based deliveries and ride hailing, according to SFMTA.\u003c/p>\n\u003cp>“The construction workers don’t come in their trucks to eat. The painters don’t come in a group and eat. People now have five minutes to park and eat. I don’t think that’s enough time,” Duran said.\u003c/p>\n\u003cp>He wants the city to extend the amount of time people can park and reduce the amount people need to pay.\u003c/p>\n\u003cp>“Look at today. I mean, the weather is nice. There’s a lot of restaurants over here, but there’s nobody here, because it’s hard to find parking,” said Miguel Ramirez, owner of Los Amigos restaurant, which was empty when he spoke with me on a recent sunny afternoon.\u003c/p>\n\u003cfigure id=\"attachment_11962329\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962329\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED.jpg\" alt=\"A person wearing a hat stands behind a bar.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Miguel Ramírez, an employee at Los Amigos restaurant, looks out the window of the restaurant on Valencia Street in San Francisco’s Mission District on Sept. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ramirez said he welcomes the new center bikeway — but not at the cost of dealing with the new loading zones. This fall, he and fellow restaurant owners plan to ask the city to remove the new bikeway at a future SFMTA meeting. But he doubted that the city would go through with this approach.\u003c/p>\n\u003cp>“It will be hard because they already spent the money, and they already put the lane in the middle,” Ramirez said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Since Aug. 1, a center-running bikeway has been in effect along Valencia Street from 15th to 23rd streets. But it's been an adjustment process for bicyclists and drivers, businesses and residents alike.",
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"description": "Since Aug. 1, a center-running bikeway has been in effect along Valencia Street from 15th to 23rd streets. But it's been an adjustment process for bicyclists and drivers, businesses and residents alike.",
"title": "Cyclists and Businesses Reflect on 2 Months With the Valencia Street Bikeway | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Avid cyclists like Laurel Matthews, who ride often through the heart of Valencia Street in San Francisco’s Mission District, have gotten used to pedaling away on the usual bike lanes that run along parked cars.\u003c/p>\n\u003cp>“In the old configuration, cars would just pull in front of you,” Matthews said. “I like that cars at least do not pull into the lane yet.”\u003c/p>\n\u003cp>Since Aug. 1, a center-running bikeway has been in effect along Valencia Street from 15th to 23rd streets. Two-way bicycle traffic happens in the middle of the street. Both plastic bollards and a rubber curb, which border either side of the lane, provide some protection from cars.\u003c/p>\n\u003cp>The change is a result of the Mid-Valencia Pilot, which was approved in April by the San Francisco Municipal Transportation Agency. SFMTA authorized the construction of the new bikeway, aiming to make the street safer and easier for businesses to work with delivery and ride-hailing apps, according to Tom Maguire, director of the Streets Division for SFMTA. (The pilot is set to last one year through August 2024.)\u003c/p>\n\u003cfigure id=\"attachment_11962332\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962332\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED.jpg\" alt=\"A parking sign and a number of businesses on a city street.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A sign provides parking restrictions for Valencia Street near Nizario’s Pizza in San Francisco’s Mission District on Sept. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re trying to adapt the street to the very unique conditions that the merchants and the residents on Valencia are facing right now,” he said.\u003c/p>\n\u003cp>In addition to the new bikeway, the Mid-Valencia Pilot changed many metered parking spots to loading zones and prohibited left turns from 15th to 23rd streets.\u003c/p>\n\u003ch2>\u003cstrong>Safety first\u003c/strong>\u003c/h2>\n\u003cp>Valencia Street — both a popular bike route connecting the northern and southern parts of the city and a nightlife hub — is one of the city’s target areas for improving traffic injuries and deaths.\u003c/p>\n\u003cp>According to a May 2023 SFMTA \u003ca href=\"https://www.visionzerosf.org/wp-content/uploads/2023/05/San-Francisco-Collisions-Report-2017_2022.pdf\">report (PDF)\u003c/a>, two Valencia Street intersections had a combined 22 bicycle-involved injury collisions from 2017–2022 — among the highest reported injuries of any intersections in the city.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Pedestrian safety is also a concern. On Sept. 20, 80-year-old Jian Huang of San Francisco was hit and killed by a driver making a left turn onto Valencia at 18th Street — marking the second pedestrian death on Valencia Street this year.\u003c/p>\n\u003cp>Following this latest tragedy, transportation advocacy groups like Walk SF want to see a ban on left turns onto Valencia, building off the pilot’s prohibition on certain left turns.\u003c/p>\n\u003cp>“If we look at every single fatality that’s happened on Valencia Street since 2014, it’s all been cars turning left,” said Jodie Medeiros, executive director of Walk SF. “This is a known problem and we need to do everything to end that problem.”\u003c/p>\n\u003cp>SFMTA plans to put out a status report on the pilot this fall. Maguire said that document will give further details, such as how vehicle, bicycle and pedestrian traffic has changed, and how businesses have been affected.\u003c/p>\n\u003cp>According to Maguire, if the pilot does not meet its goals, the city would rip up the project and go back to the drawing board.\u003c/p>\n\u003ch2>\u003cstrong>Cycling up\u003c/strong>\u003c/h2>\n\u003cp>Cyclists have mixed feelings about riding on the new center bikeway.\u003c/p>\n\u003cp>“I’ve heard from a lot of people who say they’ve either stopped biking on Valencia and started using an alternative bike route, or they just stopped biking period.” said Luke Bornheimer, a sustainable transportation advocate, who has strongly opposed the bikeway since the early planning stages.\u003c/p>\n\u003cfigure id=\"attachment_11962330\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962330\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED.jpg\" alt=\"People on bikes and skateboards ride down a bike path in the middle of a city street.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bicyclists ride on the Valencia Street bike lane in San Francisco’s Mission District on Sept. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He says the speed bumps and posts, which border the bikeway, are not enough to protect cyclists from drivers who might illegally turn through the bikeway — and that the two-way design is unintuitive and could cause crashes.\u003c/p>\n\u003cp>Some cyclists like Kate Blumberg, who has commuted by bicycle for 28 years, are happy about the new lane.\u003c/p>\n\u003cp>“The Valencia bike lanes make me feel like king of the world,” she said. “It makes bikes seem like the clear priority on the street.”\u003c/p>\n\u003cp>Before the new bikeway, floods of app-based rideshare and delivery workers would double-park in the old bike lane while they grabbed a burrito or dropped off their passengers, forcing cyclists to merge into traffic.\u003c/p>\n\u003ch2>\u003cstrong>Business woes\u003c/strong>\u003c/h2>\n\u003cp>Yaser Awadalla, owner of Nizario’s Pizza on Valencia Street, says while things appear safer for cyclists, he’s noticed a downturn in sales since the new bikeway was installed (contributing to the overall slump caused by the COVID pandemic).\u003c/p>\n\u003cp>“There’s a lot less stop-and-go than before,” Awadalla said. “We used to depend on that a lot for pizza-by-the-slice. For the sake of the business, yeah, I would like it to go back to the way it was.”\u003c/p>\n\u003cfigure id=\"attachment_11962672\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962672\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED.jpg\" alt=\"A person stands in front of a storefront with their arms crossed.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Yaser Awadalla stands outside Nizario’s Pizza, a pizza shop he owns, on Valencia Street in San Francisco on Sept. 27, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Next door, at Taqueria La Cumbre, cashier Duvan Duran says sales are down, too. He blames the loss of metered spots.\u003c/p>\n\u003cp>As part of the pilot, the city took away 71 metered spots and replaced many with a new type of dual-use loading zone. From 8 a.m. to 6 p.m., those spots are for commercial loading, but from 6–10 p.m., it can be used for 5-minute loading by anyone. This zone is partly intended to accommodate app-based deliveries and ride hailing, according to SFMTA.\u003c/p>\n\u003cp>“The construction workers don’t come in their trucks to eat. The painters don’t come in a group and eat. People now have five minutes to park and eat. I don’t think that’s enough time,” Duran said.\u003c/p>\n\u003cp>He wants the city to extend the amount of time people can park and reduce the amount people need to pay.\u003c/p>\n\u003cp>“Look at today. I mean, the weather is nice. There’s a lot of restaurants over here, but there’s nobody here, because it’s hard to find parking,” said Miguel Ramirez, owner of Los Amigos restaurant, which was empty when he spoke with me on a recent sunny afternoon.\u003c/p>\n\u003cfigure id=\"attachment_11962329\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962329\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED.jpg\" alt=\"A person wearing a hat stands behind a bar.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Miguel Ramírez, an employee at Los Amigos restaurant, looks out the window of the restaurant on Valencia Street in San Francisco’s Mission District on Sept. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ramirez said he welcomes the new center bikeway — but not at the cost of dealing with the new loading zones. This fall, he and fellow restaurant owners plan to ask the city to remove the new bikeway at a future SFMTA meeting. But he doubted that the city would go through with this approach.\u003c/p>\n\u003cp>“It will be hard because they already spent the money, and they already put the lane in the middle,” Ramirez said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Big changes have just come to BART, with the launch of \u003ca href=\"https://www.bart.gov/news/articles/2023/news20230427\">a “reimagined” service beginning Monday\u003c/a>, complete with \u003ca href=\"https://s3.documentcloud.org/documents/23924017/bart-sizing-trains-for-safety-and-efficiency-presentation.pdf\">significantly shorter trains (PDF)\u003c/a> and \u003ca href=\"https://www.bart.gov/sites/default/files/2023-08/BART%20WDAY%20Scheds%209_11_2023%20REV.pdf\">a new timetable (PDF)\u003c/a> that promises riders won’t wait more than 20 minutes for a train, no matter what time of day or what day of the week they’re traveling.\u003c/p>\n\u003cp>Trains will also run more frequently than ever — every 10 minutes — on BART’s busiest route, the Yellow Line between Pittsburg/Bay Point and San Francisco International Airport.\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#maxwait\">What are BART’s new maximum wait times?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#moreservice\">Which BART lines are getting more frequent weekday service?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#lessservice\">How is BART’s direct transbay service being reduced?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#shorttrains\">Why are some BART trains now shorter?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#timedtransfers\">How will timed transfers on BART now work?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>BART says the new schedule is designed to attract riders who have stayed away from the system because of the 30-minute wait times that have been standard during evenings and on weekends.\u003c/p>\n\u003cp>Beyond the schedule makeover, the revamped service now includes two other changes BART riders are certain to notice starting Monday.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>First, \u003ca href=\"https://www.kqed.org/news/11958899/do-you-love-barts-nixon-era-train-cars-ride-now-because-theyre-about-to-go-away\">BART will be retiring its 1970s-era legacy fleet\u003c/a> from regular service. You may see some of the older cars running occasionally, but starting Monday, the agency intends to provide all service with its new “Fleet of the Future” cars.\u003c/p>\n\u003cp>Second, BART has now begun to run significantly shorter trains on all of its lines.\u003c/p>\n\u003cp>The agency has defaulted to running long trains — typically 10 cars, the maximum length the system accommodates, with some lines seeing eight-car “consists” — since the start of pandemic stay-at-home orders took effect in March 2020.[aside postID=\"news_11958899,news_11942359,news_11791910\" label=\"Related Stories\"]The idea was that the longer trains allowed room for COVID social distancing. Now the agency says that long trains and often very sparsely populated cars have come with unintended consequences.\u003c/p>\n\u003cp>“Empty spaces encourage anti-social behavior, harassment and targeted crimes,” BART management said in a presentation this week to the agency’s board. On the other hand, the document said “active spaces” — ones with plenty of people around — discourage that negative behavior.\u003c/p>\n\u003cp>“Eliminating empty and sparse train cars will create a safer, more welcoming environment for women, girls, gender non-conforming people, senior citizens, families and all riders,” the presentation concluded.\u003c/p>\n\u003cp>BART says shorter trains will bring other benefits, too: They’ll be easier to police, simpler to clean and cheaper to run.\u003c/p>\n\u003cp>The agency acknowledges riders will see more crowded trains when the changes take effect — although conditions won’t be anything close to the “crush loads” that were the norm for rush hour commuters in the years leading up to the pandemic.\u003c/p>\n\u003cp>Speaking to the board on Aug. 24, BART Chief Communications Officer Alicia Trost acknowledged that some passengers will be concerned about crowding when they see the shorter trains.\u003c/p>\n\u003cp>“When the six-car train pulls up, they’re going to be like, ‘What is BART doing to me?’ she said. But she added that the agency plans to carefully monitor any crowding that develops and is prepared to respond.\u003c/p>\n\u003cp>“We will be watching,” Trost said. “We will be holding ourselves accountable. If the train is just completely packed, we can add more cars. It’s as simple as that.”\u003c/p>\n\u003ch2>What are the big BART service and schedule changes?\u003c/h2>\n\u003cp>Here are the main features of the service changes that went into effect Monday:\u003c/p>\n\u003cp>\u003cstrong>\u003ca id=\"maxwait\">\u003c/a>Maximum wait times of 20 minutes on all lines at all hours\u003c/strong>\u003c/p>\n\u003cp>One of passengers’ major knocks on BART’s night and weekend service is the 30-minute wait between trains. Starting Monday, the maximum scheduled wait time between trains will be 20 minutes, Monday through Sunday during all operating hours.\u003c/p>\n\u003cp>\u003cstrong>\u003ca id=\"moreservice\">\u003c/a>More frequent weekday service on BART’s most heavily traveled line\u003c/strong>\u003c/p>\n\u003cp>BART is reducing headways — the time between trains — on its Antioch-SFO route, also known as its Yellow Line. BART will run six trains an hour on that line between just before 5 a.m. until 9:30 p.m. every weeknight.\u003c/p>\n\u003cp>Under the previous schedule, which predates the pandemic but has been adjusted at various points over the last three-and-a-half years, Yellow Line trains have run every 15 minutes from early morning through early evening.\u003c/p>\n\u003cp>\u003cstrong>\u003ca id=\"lessservice\">\u003c/a>Less frequent direct transbay service on BART’s less heavily traveled lines\u003c/strong>\u003c/p>\n\u003cp>To make it possible to run trains every 20 minutes during weekend and evening hours, the weekday frequency of direct trains on some lines is being reduced from every 15 minutes to every 20 minutes. This is true on the eBART (Pittsburg/Bay Point-Antioch), Red (Richmond-SFO/Millbrae), Orange (Richmond-Berryessa/North San José), Green (Berryessa/North San José-Daly City) and Blue (Dublin/Pleasanton-Daly City) lines.\u003c/p>\n\u003cp>BART advises that service from all East Bay stations to San Francisco will be available every 10 minutes until 9 p.m. each evening — with a timed transfer along the way.\u003c/p>\n\u003cp>\u003cstrong>\u003ca id=\"shorttrains\">\u003c/a>Shorter BART trains are here\u003c/strong>\u003c/p>\n\u003cp>For many years, BART has run 10-car trains during commute hours and shorter “consists” at off-peak times. Faced with concerns about social distancing at the beginning of the pandemic, BART began running as many 10-car trains as it could. That has now changed, and starting Monday the system has gone to eight-car trains on the Antioch-SFO (Yellow) line and 6-car trains on all other lines. BART says it anticipates “manageable” crowding at peak hours, but adds the benefits will more than make up for the discomfort some people might experience riding in significantly fuller cars.\u003c/p>\n\u003cp>\u003ca href=\"https://s3.documentcloud.org/documents/23924017/bart-sizing-trains-for-safety-and-efficiency-presentation.pdf\">The agency says in an Aug. 24 presentation (PDF)\u003c/a> prepared for the board that running shorter trains will make the system safer by making it easier for police and non-uniformed personnel to patrol trains. Having denser passenger loads could also discourage “anti-social behavior,” BART says, and make it easier to keep trains clean. Finally, running shorter trains will save money — an estimated $12 million a year — thus answering calls from critics who have called on BART to operate more efficiently.\u003c/p>\n\u003cp>\u003cstrong>\u003ca id=\"timedtransfers\">\u003c/a>How BART’s timed transfers are supposed to work\u003c/strong>\u003c/p>\n\u003cp>BART has used timed transfers for years during evening and weekend service to try to provide a delay-free ride for those traveling from San Francisco and the Peninsula to East Bay locations and vice versa. For instance, if you’re on an Antioch (Yellow Line) train and want to get to El Cerrito Plaza on the Richmond (Red) line, BART’s timed transfer stop is at Oakland’s 19th Street station. If the timing is working according to plan, a Richmond train should be arriving just as you get off the Antioch train.\u003c/p>\n\u003cp>That’s how the system is supposed to work. In practice, unexpected delays for either train involved in the timed transfer mean passengers will miss their connection and wind up waiting longer than anticipated to get home, or to the show or the airport.\u003c/p>\n\u003cfigure id=\"attachment_11958814\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/BART-Timed-Train-Meets.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11958814\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/BART-Timed-Train-Meets-800x424.jpg\" alt='A graphic showing to separate graphs and with a title that reads \"Punctuality – Timed Train Meets.\"' width=\"800\" height=\"424\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/BART-Timed-Train-Meets-800x424.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/BART-Timed-Train-Meets-1020x541.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/BART-Timed-Train-Meets-160x85.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/BART-Timed-Train-Meets-1536x814.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/BART-Timed-Train-Meets-2048x1086.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/BART-Timed-Train-Meets-1920x1018.jpg 1920w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART graphic showing performance of timed train meets at Oakland’s MacArthur and 19th Street stations. \u003ccite>(BART Quarterly Performance Report for Q4 FY 2023.)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>How often do the timed train meets get fouled up?\u003c/p>\n\u003cp>\u003ca href=\"https://s3.documentcloud.org/documents/23923918/bart-quarterly-service-performance-review-fourth-quarter-fiscal-year-2023.pdf\">BART’s latest quarterly performance report (PDF)\u003c/a>, covering the period from April through June, shows that trains met as scheduled between 75% and 80% of the time on weekdays and between 85% and 90% on weekends. Trains running from San Francisco and the Peninsula to the East Bay were slightly more likely to experience delays getting to the transfer stations.\u003c/p>\n\u003cp>\u003cstrong>\u003ca id=\"moreinfo\">\u003c/a>More information:\u003c/strong> \u003ca href=\"https://www.bart.gov/sites/default/files/2023-08/BART%20WDAY%20Scheds%209_11_2023%20REV.pdf\">See BART’s new timetable which has gone into effect\u003c/a> as of Monday.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>An earlier version of this story was published on Aug. 24.\u003c/em>\u003c/p>\n\n",
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"excerpt": "As of Monday, BART has a new schedule. Read more about the changes to BART, which lines are most affected, and changes to BART wait times.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Big changes have just come to BART, with the launch of \u003ca href=\"https://www.bart.gov/news/articles/2023/news20230427\">a “reimagined” service beginning Monday\u003c/a>, complete with \u003ca href=\"https://s3.documentcloud.org/documents/23924017/bart-sizing-trains-for-safety-and-efficiency-presentation.pdf\">significantly shorter trains (PDF)\u003c/a> and \u003ca href=\"https://www.bart.gov/sites/default/files/2023-08/BART%20WDAY%20Scheds%209_11_2023%20REV.pdf\">a new timetable (PDF)\u003c/a> that promises riders won’t wait more than 20 minutes for a train, no matter what time of day or what day of the week they’re traveling.\u003c/p>\n\u003cp>Trains will also run more frequently than ever — every 10 minutes — on BART’s busiest route, the Yellow Line between Pittsburg/Bay Point and San Francisco International Airport.\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#maxwait\">What are BART’s new maximum wait times?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#moreservice\">Which BART lines are getting more frequent weekday service?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#lessservice\">How is BART’s direct transbay service being reduced?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#shorttrains\">Why are some BART trains now shorter?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#timedtransfers\">How will timed transfers on BART now work?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>BART says the new schedule is designed to attract riders who have stayed away from the system because of the 30-minute wait times that have been standard during evenings and on weekends.\u003c/p>\n\u003cp>Beyond the schedule makeover, the revamped service now includes two other changes BART riders are certain to notice starting Monday.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>First, \u003ca href=\"https://www.kqed.org/news/11958899/do-you-love-barts-nixon-era-train-cars-ride-now-because-theyre-about-to-go-away\">BART will be retiring its 1970s-era legacy fleet\u003c/a> from regular service. You may see some of the older cars running occasionally, but starting Monday, the agency intends to provide all service with its new “Fleet of the Future” cars.\u003c/p>\n\u003cp>Second, BART has now begun to run significantly shorter trains on all of its lines.\u003c/p>\n\u003cp>The agency has defaulted to running long trains — typically 10 cars, the maximum length the system accommodates, with some lines seeing eight-car “consists” — since the start of pandemic stay-at-home orders took effect in March 2020.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The idea was that the longer trains allowed room for COVID social distancing. Now the agency says that long trains and often very sparsely populated cars have come with unintended consequences.\u003c/p>\n\u003cp>“Empty spaces encourage anti-social behavior, harassment and targeted crimes,” BART management said in a presentation this week to the agency’s board. On the other hand, the document said “active spaces” — ones with plenty of people around — discourage that negative behavior.\u003c/p>\n\u003cp>“Eliminating empty and sparse train cars will create a safer, more welcoming environment for women, girls, gender non-conforming people, senior citizens, families and all riders,” the presentation concluded.\u003c/p>\n\u003cp>BART says shorter trains will bring other benefits, too: They’ll be easier to police, simpler to clean and cheaper to run.\u003c/p>\n\u003cp>The agency acknowledges riders will see more crowded trains when the changes take effect — although conditions won’t be anything close to the “crush loads” that were the norm for rush hour commuters in the years leading up to the pandemic.\u003c/p>\n\u003cp>Speaking to the board on Aug. 24, BART Chief Communications Officer Alicia Trost acknowledged that some passengers will be concerned about crowding when they see the shorter trains.\u003c/p>\n\u003cp>“When the six-car train pulls up, they’re going to be like, ‘What is BART doing to me?’ she said. But she added that the agency plans to carefully monitor any crowding that develops and is prepared to respond.\u003c/p>\n\u003cp>“We will be watching,” Trost said. “We will be holding ourselves accountable. If the train is just completely packed, we can add more cars. It’s as simple as that.”\u003c/p>\n\u003ch2>What are the big BART service and schedule changes?\u003c/h2>\n\u003cp>Here are the main features of the service changes that went into effect Monday:\u003c/p>\n\u003cp>\u003cstrong>\u003ca id=\"maxwait\">\u003c/a>Maximum wait times of 20 minutes on all lines at all hours\u003c/strong>\u003c/p>\n\u003cp>One of passengers’ major knocks on BART’s night and weekend service is the 30-minute wait between trains. Starting Monday, the maximum scheduled wait time between trains will be 20 minutes, Monday through Sunday during all operating hours.\u003c/p>\n\u003cp>\u003cstrong>\u003ca id=\"moreservice\">\u003c/a>More frequent weekday service on BART’s most heavily traveled line\u003c/strong>\u003c/p>\n\u003cp>BART is reducing headways — the time between trains — on its Antioch-SFO route, also known as its Yellow Line. BART will run six trains an hour on that line between just before 5 a.m. until 9:30 p.m. every weeknight.\u003c/p>\n\u003cp>Under the previous schedule, which predates the pandemic but has been adjusted at various points over the last three-and-a-half years, Yellow Line trains have run every 15 minutes from early morning through early evening.\u003c/p>\n\u003cp>\u003cstrong>\u003ca id=\"lessservice\">\u003c/a>Less frequent direct transbay service on BART’s less heavily traveled lines\u003c/strong>\u003c/p>\n\u003cp>To make it possible to run trains every 20 minutes during weekend and evening hours, the weekday frequency of direct trains on some lines is being reduced from every 15 minutes to every 20 minutes. This is true on the eBART (Pittsburg/Bay Point-Antioch), Red (Richmond-SFO/Millbrae), Orange (Richmond-Berryessa/North San José), Green (Berryessa/North San José-Daly City) and Blue (Dublin/Pleasanton-Daly City) lines.\u003c/p>\n\u003cp>BART advises that service from all East Bay stations to San Francisco will be available every 10 minutes until 9 p.m. each evening — with a timed transfer along the way.\u003c/p>\n\u003cp>\u003cstrong>\u003ca id=\"shorttrains\">\u003c/a>Shorter BART trains are here\u003c/strong>\u003c/p>\n\u003cp>For many years, BART has run 10-car trains during commute hours and shorter “consists” at off-peak times. Faced with concerns about social distancing at the beginning of the pandemic, BART began running as many 10-car trains as it could. That has now changed, and starting Monday the system has gone to eight-car trains on the Antioch-SFO (Yellow) line and 6-car trains on all other lines. BART says it anticipates “manageable” crowding at peak hours, but adds the benefits will more than make up for the discomfort some people might experience riding in significantly fuller cars.\u003c/p>\n\u003cp>\u003ca href=\"https://s3.documentcloud.org/documents/23924017/bart-sizing-trains-for-safety-and-efficiency-presentation.pdf\">The agency says in an Aug. 24 presentation (PDF)\u003c/a> prepared for the board that running shorter trains will make the system safer by making it easier for police and non-uniformed personnel to patrol trains. Having denser passenger loads could also discourage “anti-social behavior,” BART says, and make it easier to keep trains clean. Finally, running shorter trains will save money — an estimated $12 million a year — thus answering calls from critics who have called on BART to operate more efficiently.\u003c/p>\n\u003cp>\u003cstrong>\u003ca id=\"timedtransfers\">\u003c/a>How BART’s timed transfers are supposed to work\u003c/strong>\u003c/p>\n\u003cp>BART has used timed transfers for years during evening and weekend service to try to provide a delay-free ride for those traveling from San Francisco and the Peninsula to East Bay locations and vice versa. For instance, if you’re on an Antioch (Yellow Line) train and want to get to El Cerrito Plaza on the Richmond (Red) line, BART’s timed transfer stop is at Oakland’s 19th Street station. If the timing is working according to plan, a Richmond train should be arriving just as you get off the Antioch train.\u003c/p>\n\u003cp>That’s how the system is supposed to work. In practice, unexpected delays for either train involved in the timed transfer mean passengers will miss their connection and wind up waiting longer than anticipated to get home, or to the show or the airport.\u003c/p>\n\u003cfigure id=\"attachment_11958814\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/BART-Timed-Train-Meets.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11958814\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/BART-Timed-Train-Meets-800x424.jpg\" alt='A graphic showing to separate graphs and with a title that reads \"Punctuality – Timed Train Meets.\"' width=\"800\" height=\"424\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/BART-Timed-Train-Meets-800x424.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/BART-Timed-Train-Meets-1020x541.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/BART-Timed-Train-Meets-160x85.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/BART-Timed-Train-Meets-1536x814.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/BART-Timed-Train-Meets-2048x1086.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/BART-Timed-Train-Meets-1920x1018.jpg 1920w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART graphic showing performance of timed train meets at Oakland’s MacArthur and 19th Street stations. \u003ccite>(BART Quarterly Performance Report for Q4 FY 2023.)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>How often do the timed train meets get fouled up?\u003c/p>\n\u003cp>\u003ca href=\"https://s3.documentcloud.org/documents/23923918/bart-quarterly-service-performance-review-fourth-quarter-fiscal-year-2023.pdf\">BART’s latest quarterly performance report (PDF)\u003c/a>, covering the period from April through June, shows that trains met as scheduled between 75% and 80% of the time on weekdays and between 85% and 90% on weekends. Trains running from San Francisco and the Peninsula to the East Bay were slightly more likely to experience delays getting to the transfer stations.\u003c/p>\n\u003cp>\u003cstrong>\u003ca id=\"moreinfo\">\u003c/a>More information:\u003c/strong> \u003ca href=\"https://www.bart.gov/sites/default/files/2023-08/BART%20WDAY%20Scheds%209_11_2023%20REV.pdf\">See BART’s new timetable which has gone into effect\u003c/a> as of Monday.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cem>An earlier version of this story was published on Aug. 24.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>California is eliminating its popular electric car rebate program — which often runs out of money and has long waiting lists — to focus on providing subsidies only to lower-income car buyers.\u003c/p>\n\u003cp>The \u003ca href=\"https://cleanvehiclerebate.org/en\">Clean Vehicle Rebate Project\u003c/a>, in existence since 2010, will end when it runs out of money this year. In its place, \u003ca href=\"https://ww2.arb.ca.gov/news/californias-clean-vehicle-rebate-program-will-transition-helping-low-income-residents\">the state will expand a program\u003c/a> next year that provides subsidies only to residents with low-to-middle income — those who have more trouble affording electric cars.\u003c/p>\n\u003cp>The income limits will be much more restrictive. Californians who earn more than 300% of the \u003ca href=\"https://aspe.hhs.gov/topics/poverty-economic-mobility/poverty-guidelines\">federal poverty level\u003c/a> will no longer qualify for a state subsidy when they purchase an electric car, according to the California Air Resources Board. Currently, that level is $43,740 for an individual and $90,000 for a family of four, with sliding scales for household size.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In comparison, under the existing program that is being eliminated, individuals earning up to $135,000 and joint filers earning up to $200,000 qualified. The rebates for battery-powered cars varied from $7,500 for households with lower-income to $2,000 for those with higher income.\u003c/p>\n\u003cp>Experts say the old program has been a key driver for helping Californians transition to electric cars. But now that the vehicles have become mainstream, the state will shift the emphasis to helping people who can’t afford their high price tags.\u003c/p>\n\u003cp>“The goal here is not to eliminate options for one group of motorists at the expense of another, but to assist those who’ve been unable to purchase a cleaner vehicle and to broaden and deepen the state’s ZEV (zero-emission vehicle) fleet. We need everyone possible to afford a ZEV, and this has been part of the plan to do that for a number of years,” said air board spokesman David Clegern.[pullquote align=\"right\" size=\"medium\" citation=\"David Clegern, California Air Resources Board\"]‘The goal here is not to eliminate options for one group of motorists at the expense of another, but to assist those who’ve been unable to purchase a cleaner vehicle.’[/pullquote]The program called \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/clean-cars-4-all\">Clean Cars 4 All \u003c/a>will be expanded statewide next year; it currently is available only in the five largest air districts. The revamped program will give people statewide who meet the income requirements up to $12,000 to scrap and replace their older gas-powered cars with cleaner alternatives. Those not getting rid of an older car can qualify for up to $7,500 in purchase grants.\u003c/p>\n\u003cp>Car buyers also may qualify for a federal \u003ca href=\"https://www.irs.gov/credits-deductions/credits-for-new-clean-vehicles-purchased-in-2023-or-after\">tax credit \u003c/a>of up to $7,500 for some vehicles, with income restrictions of $150,000 for individuals and $300,000 for married couples filing jointly.\u003c/p>\n\u003cp>Bill Magavern, policy director of the Coalition for Clean Air, a Los Angeles-based advocacy group, said the state will “democratize clean transportation” with its more targeted subsidies.\u003c/p>\n\u003cp>“It is time for (the state rebate) to go away,” Magavern said. “When EVs were considered to be exotic and strange and out of reach for most people, it was important to have this broad-based rebate. But now EVs have gone mainstream.”\u003c/p>\n\u003cp>But some car dealers worry that ending the rebate for middle-to–higher income Californians might discourage people from buying the cars.\u003c/p>\n\u003cp>Jessie Dosanjh, president of the California Automotive Retailing Group, a network of dealerships in the San Francisco Bay Area where about 20% of sales are electric vehicles, said the cars are still relatively expensive compared to other options.\u003c/p>\n\u003cp>Still, he said he understands why the state is shifting its focus to consumers with low-to-middle-income.\u003c/p>\n\u003cp>“As we’re moving into more mass adoption, I think it’s critical to have that income-based structure, because it opens up the market to some people who might be on the fringe, and not be able to afford it due to income limitations,” Dosanjh said.[aside label=\"Related Stories\" postID=\"news_11956089,news_11944855,news_11932078\"]The average price of an electric car was \u003ca href=\"https://www.coxautoinc.com/market-insights/kbb-atp-july-2023/#:~:text=According%20to%20Kelley%20Blue%20Book,%24199%20from%20one%20year%20ago.\">$53,469 in July\u003c/a>, about 18% lower than a year earlier. The industry average for all 2023 cars in July was about $48,300.\u003c/p>\n\u003cp>The Clean Vehicle Rebate Project has issued half a million rebates worth $1.2 billion. And the program remains wildly popular, hitting a record 14,000 applications in July, the air board said.\u003c/p>\n\u003cp>Now its website announces: “Funds for CVRP are nearly exhausted. Applications received on or after September 6, 2023, will be placed on a standby list and are not guaranteed a rebate.”\u003c/p>\n\u003cp>“While it is disappointing to see the most successful incentive program in history end, the march toward eliminating traditional (rebates) and directing the very limited funding to equity programs has been clear for several years now,” said Steve Douglas, a vice president at the Alliance for Automotive Innovation, an auto industry group.\u003c/p>\n\u003ch2>The goal: Making electric cars affordable for everyone\u003c/h2>\n\u003cp>\u003ca href=\"https://calmatters.org/series/california-electric-vehicles/\">California is trying to electrify its 25 million cars, clean up its severe air pollution and reduce the state’s reliance on fossil fuels\u003c/a>. To do so, the state is mandating that 35% of new 2026 car models sold in California must be zero-emissions, climbing to 68% in 2030 and 100% in 2035.\u003c/p>\n\u003cp>For the mandate to succeed, the government has to ensure that people throughout the state, in all income levels, can afford electric cars.[pullquote align=\"right\" size=\"medium\" citation=\"Bill Magavern, policy director, Coalition for Clean Air\"]‘It is time for (the state rebate) to go away. When EVs were considered to be exotic and strange and out of reach for most people, it was important to have this broad-based rebate. But now EVs have gone mainstream.’[/pullquote]But a \u003ca href=\"https://calmatters.org/environment/2023/03/california-electric-cars-demographics/\">CalMatters’ statewide analysis of ZIP codes earlier this year \u003c/a>showed extreme disparities in electric car ownership. Communities with mostly white and Asian high-income residents have the state’s highest concentrations of zero-emission cars. In stark contrast, California ZIP codes with the largest percentages of Latino and Black residents have extremely low proportions of electric cars — many with no electric cars at all.\u003c/p>\n\u003cp>Income seems to be the main driver of the disparities, according to CalMatters’ analysis. Most median household incomes in the top 10 ZIP codes for electric cars exceeded $200,000, much higher than the statewide $84,097.\u003c/p>\n\u003cp>Dosanjh, from the Bay Area car dealership group, said early adopters were often higher-earning people who worked in the technology industry, or at least technology enthusiasts. But these days he said he sees more people buying electric cars to replace their gas-powered vehicles, rather than having them as novelty and luxury items.\u003c/p>\n\u003cp>More than \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics/new-zev-sales\">1.6 million zero-emission vehicles\u003c/a> have been sold in California; one out of four cars sold during the second quarter of this year were zero emissions.\u003c/p>\n\u003cp>Erich Muehlegger, a professor of economics at UC Davis, said the Clean Vehicle Rebate Project has been “the main workhorse to encourage people to buy zero-emissions vehicles.”\u003c/p>\n\u003cp>But the rebate program has been subject to \u003ca href=\"https://calmatters.org/environment/2022/08/california-electric-cars-rebates/\">inconsistent and inadequate funding\u003c/a>, according to CalMatters reporting. Last year the program was flooded with requests for the money, resulting in long waits.\u003c/p>\n\u003cp>In addition, the various state programs were confusing to Californians. Now they can apply in one place.\u003c/p>\n\u003cp>“Closing out the (rebate) program has been the plan for some time, and in 2015 the decision was made that when ZEVs reached 16% of new vehicle sales, [that] would be the point where that would happen. We let it run longer (25%) just to ensure we had a healthy market,” Clegern said.\u003c/p>\n\u003cp>“The state concluded that shifting financing to Californians who may have been left out of the ZEV market because of their income is the right thing to do and also deepens the market,” he said.\u003c/p>\n\u003cp>The program that will be expanded, Clean Cars 4 All, has assisted households with low-to-middle-income as well as families who live in areas designated as “disadvantaged communities,” with low socioeconomic status as well as environmental risks.\u003c/p>\n\u003cp>The new program will be rolled out with a revamped financing assistance program for buyers.\u003c/p>\n\u003cp>The money comes from the state’s greenhouse gas reduction fund, which raises money by selling carbon allowances to pollution-emitting businesses, as well as money from the state’s budget.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California is eliminating its popular electric car rebate program — which often runs out of money and has long waiting lists — to focus on providing subsidies only to lower-income car buyers.\u003c/p>\n\u003cp>The \u003ca href=\"https://cleanvehiclerebate.org/en\">Clean Vehicle Rebate Project\u003c/a>, in existence since 2010, will end when it runs out of money this year. In its place, \u003ca href=\"https://ww2.arb.ca.gov/news/californias-clean-vehicle-rebate-program-will-transition-helping-low-income-residents\">the state will expand a program\u003c/a> next year that provides subsidies only to residents with low-to-middle income — those who have more trouble affording electric cars.\u003c/p>\n\u003cp>The income limits will be much more restrictive. Californians who earn more than 300% of the \u003ca href=\"https://aspe.hhs.gov/topics/poverty-economic-mobility/poverty-guidelines\">federal poverty level\u003c/a> will no longer qualify for a state subsidy when they purchase an electric car, according to the California Air Resources Board. Currently, that level is $43,740 for an individual and $90,000 for a family of four, with sliding scales for household size.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In comparison, under the existing program that is being eliminated, individuals earning up to $135,000 and joint filers earning up to $200,000 qualified. The rebates for battery-powered cars varied from $7,500 for households with lower-income to $2,000 for those with higher income.\u003c/p>\n\u003cp>Experts say the old program has been a key driver for helping Californians transition to electric cars. But now that the vehicles have become mainstream, the state will shift the emphasis to helping people who can’t afford their high price tags.\u003c/p>\n\u003cp>“The goal here is not to eliminate options for one group of motorists at the expense of another, but to assist those who’ve been unable to purchase a cleaner vehicle and to broaden and deepen the state’s ZEV (zero-emission vehicle) fleet. We need everyone possible to afford a ZEV, and this has been part of the plan to do that for a number of years,” said air board spokesman David Clegern.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The program called \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/clean-cars-4-all\">Clean Cars 4 All \u003c/a>will be expanded statewide next year; it currently is available only in the five largest air districts. The revamped program will give people statewide who meet the income requirements up to $12,000 to scrap and replace their older gas-powered cars with cleaner alternatives. Those not getting rid of an older car can qualify for up to $7,500 in purchase grants.\u003c/p>\n\u003cp>Car buyers also may qualify for a federal \u003ca href=\"https://www.irs.gov/credits-deductions/credits-for-new-clean-vehicles-purchased-in-2023-or-after\">tax credit \u003c/a>of up to $7,500 for some vehicles, with income restrictions of $150,000 for individuals and $300,000 for married couples filing jointly.\u003c/p>\n\u003cp>Bill Magavern, policy director of the Coalition for Clean Air, a Los Angeles-based advocacy group, said the state will “democratize clean transportation” with its more targeted subsidies.\u003c/p>\n\u003cp>“It is time for (the state rebate) to go away,” Magavern said. “When EVs were considered to be exotic and strange and out of reach for most people, it was important to have this broad-based rebate. But now EVs have gone mainstream.”\u003c/p>\n\u003cp>But some car dealers worry that ending the rebate for middle-to–higher income Californians might discourage people from buying the cars.\u003c/p>\n\u003cp>Jessie Dosanjh, president of the California Automotive Retailing Group, a network of dealerships in the San Francisco Bay Area where about 20% of sales are electric vehicles, said the cars are still relatively expensive compared to other options.\u003c/p>\n\u003cp>Still, he said he understands why the state is shifting its focus to consumers with low-to-middle-income.\u003c/p>\n\u003cp>“As we’re moving into more mass adoption, I think it’s critical to have that income-based structure, because it opens up the market to some people who might be on the fringe, and not be able to afford it due to income limitations,” Dosanjh said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The average price of an electric car was \u003ca href=\"https://www.coxautoinc.com/market-insights/kbb-atp-july-2023/#:~:text=According%20to%20Kelley%20Blue%20Book,%24199%20from%20one%20year%20ago.\">$53,469 in July\u003c/a>, about 18% lower than a year earlier. The industry average for all 2023 cars in July was about $48,300.\u003c/p>\n\u003cp>The Clean Vehicle Rebate Project has issued half a million rebates worth $1.2 billion. And the program remains wildly popular, hitting a record 14,000 applications in July, the air board said.\u003c/p>\n\u003cp>Now its website announces: “Funds for CVRP are nearly exhausted. Applications received on or after September 6, 2023, will be placed on a standby list and are not guaranteed a rebate.”\u003c/p>\n\u003cp>“While it is disappointing to see the most successful incentive program in history end, the march toward eliminating traditional (rebates) and directing the very limited funding to equity programs has been clear for several years now,” said Steve Douglas, a vice president at the Alliance for Automotive Innovation, an auto industry group.\u003c/p>\n\u003ch2>The goal: Making electric cars affordable for everyone\u003c/h2>\n\u003cp>\u003ca href=\"https://calmatters.org/series/california-electric-vehicles/\">California is trying to electrify its 25 million cars, clean up its severe air pollution and reduce the state’s reliance on fossil fuels\u003c/a>. To do so, the state is mandating that 35% of new 2026 car models sold in California must be zero-emissions, climbing to 68% in 2030 and 100% in 2035.\u003c/p>\n\u003cp>For the mandate to succeed, the government has to ensure that people throughout the state, in all income levels, can afford electric cars.\u003c/p>\u003c/div>",
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"content": "‘It is time for (the state rebate) to go away. When EVs were considered to be exotic and strange and out of reach for most people, it was important to have this broad-based rebate. But now EVs have gone mainstream.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But a \u003ca href=\"https://calmatters.org/environment/2023/03/california-electric-cars-demographics/\">CalMatters’ statewide analysis of ZIP codes earlier this year \u003c/a>showed extreme disparities in electric car ownership. Communities with mostly white and Asian high-income residents have the state’s highest concentrations of zero-emission cars. In stark contrast, California ZIP codes with the largest percentages of Latino and Black residents have extremely low proportions of electric cars — many with no electric cars at all.\u003c/p>\n\u003cp>Income seems to be the main driver of the disparities, according to CalMatters’ analysis. Most median household incomes in the top 10 ZIP codes for electric cars exceeded $200,000, much higher than the statewide $84,097.\u003c/p>\n\u003cp>Dosanjh, from the Bay Area car dealership group, said early adopters were often higher-earning people who worked in the technology industry, or at least technology enthusiasts. But these days he said he sees more people buying electric cars to replace their gas-powered vehicles, rather than having them as novelty and luxury items.\u003c/p>\n\u003cp>More than \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics/new-zev-sales\">1.6 million zero-emission vehicles\u003c/a> have been sold in California; one out of four cars sold during the second quarter of this year were zero emissions.\u003c/p>\n\u003cp>Erich Muehlegger, a professor of economics at UC Davis, said the Clean Vehicle Rebate Project has been “the main workhorse to encourage people to buy zero-emissions vehicles.”\u003c/p>\n\u003cp>But the rebate program has been subject to \u003ca href=\"https://calmatters.org/environment/2022/08/california-electric-cars-rebates/\">inconsistent and inadequate funding\u003c/a>, according to CalMatters reporting. Last year the program was flooded with requests for the money, resulting in long waits.\u003c/p>\n\u003cp>In addition, the various state programs were confusing to Californians. Now they can apply in one place.\u003c/p>\n\u003cp>“Closing out the (rebate) program has been the plan for some time, and in 2015 the decision was made that when ZEVs reached 16% of new vehicle sales, [that] would be the point where that would happen. We let it run longer (25%) just to ensure we had a healthy market,” Clegern said.\u003c/p>\n\u003cp>“The state concluded that shifting financing to Californians who may have been left out of the ZEV market because of their income is the right thing to do and also deepens the market,” he said.\u003c/p>\n\u003cp>The program that will be expanded, Clean Cars 4 All, has assisted households with low-to-middle-income as well as families who live in areas designated as “disadvantaged communities,” with low socioeconomic status as well as environmental risks.\u003c/p>\n\u003cp>The new program will be rolled out with a revamped financing assistance program for buyers.\u003c/p>\n\u003cp>The money comes from the state’s greenhouse gas reduction fund, which raises money by selling carbon allowances to pollution-emitting businesses, as well as money from the state’s budget.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>BART’s classic old train cars — maybe “classic” should be in quotes — have a storied history.\u003c/p>\n\u003cp>When they began service in the previous century, \u003ca href=\"https://www.nixonfoundation.org/2016/09/nixon-rides-bart/\" target=\"_blank\" rel=\"noopener\">a soon-to-be-disgraced president of the United States\u003c/a> was one of the first to ride them. After his ride in September 1972, Richard Nixon was impressed and said BART made a good case for shifting federal transportation money from highways to mass transit.\u003c/p>\n\u003cfigure id=\"attachment_11958860\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/GettyImages-1298895281.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11958860\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/GettyImages-1298895281-800x536.jpg\" alt=\"President Richard Nixon and First Lady Pat Nixon riding on BART in September 1972.\" width=\"800\" height=\"536\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/GettyImages-1298895281-800x536.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/GettyImages-1298895281-1020x684.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/GettyImages-1298895281-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/GettyImages-1298895281-1536x1029.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/GettyImages-1298895281.jpg 1546w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">President Richard Nixon and first lady Pat Nixon during their Sept. 27, 1972, BART ride from San Leandro to Lake Merritt station. They were accompanied by BART General Manager B.R. Stokes, facing away from camera. \u003ccite>(Larry Tiscornia/San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Later, the cars did heroic duty as BART ran 24 hours a day for a month after the Bay Bridge was knocked out of service by the 1989 Loma Prieta earthquake.\u003c/p>\n\u003cp>Still later, when BART was no longer a novelty and crowded trains had become the norm, enterprising journalists swabbed the cars’ wool-upholstered seats and determined \u003ca href=\"https://www.nytimes.com/2011/03/06/us/06bcseats.html\" target=\"_blank\" rel=\"noopener\">they were crawling with germs\u003c/a>.[aside label=\"Related Stories\" postID=\"news_11642626,news_11791910,news_10969699\"]OK, so maybe that’s not such a glorious past. And maybe that’s not giving the cars their full due for the part they played in BART’s creation story. The vehicles were designed with the idea that if trains were \u003ca href=\"https://www.bart.gov/news/articles/2022/news20220610-0\" target=\"_blank\" rel=\"noopener\">fast enough, sleek enough and plush enough\u003c/a>, they’d help attract riders who wanted an alternative to driving.\u003c/p>\n\u003cp>If you have been, or once were, \u003ca href=\"https://infospigot.com/2022/06/26/a-bart-memory/\" target=\"_blank\" rel=\"noopener\">a regular BART rider\u003c/a>, and especially if you were a patron before the pandemic, you probably got used to spending an hour or two a day in those cars: sitting, standing, sleeping, wondering why the air conditioning didn’t work better (or at all), trying to catch what the train operator was saying over the public address system.\u003c/p>\n\u003cp>But now those old vehicles seem to have grown extra dingy. That’s especially apparent when you look at them side-by-side with BART’s still fresh-looking new cars, which began service in January 2018.\u003c/p>\n\u003cfigure id=\"attachment_11845752\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/11/bartcars_danbrekke.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11845752\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/11/bartcars_danbrekke-800x533.jpg\" alt='\"\"' width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A car from BART’s ‘Fleet of the Future’ (right) alongside one of the transit agency’s old cars at Pleasant Hill Station in October 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>After a slow start to the ambitious car replacement program, including \u003ca href=\"https://www.kqed.org/news/11853438/computer-glitches-and-flattened-wheels-prompt-bart-to-pause-new-fleet-delivery\" target=\"_blank\" rel=\"noopener\">a long pause\u003c/a> caused by problems with some of the new fleet’s software and hardware, the agency is now running more than 560 of the new cars. With BART about to start running shorter trains on all of its routes, the supply of new cars will be more than enough to operate the agency’s daily service without using the tired-looking legacy fleet. (The reason for shorter trains: \u003ca href=\"https://s3.documentcloud.org/documents/23924017/bart-sizing-trains-for-safety-and-efficiency-presentation.pdf\" target=\"_blank\" rel=\"noopener\">BART says (PDF)\u003c/a> that will make trains easier to police, simpler to keep clean and cheaper to run.)\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>So next month, on Sept. 11, exactly 51 years after they carried their first paying passengers, the old cars will be retired from regular service. If for some reason you want one last reminder of the sights, the sounds, the smells of the legacy fleet, this is your chance.\u003c/p>\n\u003cp>One might think a ceremony is in order, and BART General Manager Robert Powers told KQED during a media ride-along Tuesday that the agency will sponsor a farewell ride for the old train cars. No date for that event has been set.\u003c/p>\n\u003cp>Powers did not sound overly nostalgic about the end of the legacy fleet era. From a durability and reliability standpoint, he said, the old cars “have really performed. But change is inevitable, and change is good, and these new cars are just so superior.”\u003c/p>\n\u003cp>And if you really, really miss the old cars, don’t lose heart. The Western Railway Museum, in Solano County near Rio Vista, has purchased one of the legacy vehicles — in fact, \u003ca href=\"https://www.sfchronicle.com/oursf/article/Richard-Nixon-resigned-but-the-1972-BART-car-he-15674008.php\" target=\"_blank\" rel=\"noopener\">the one that Nixon rode on in 1972\u003c/a> — for a future exhibit.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART’s classic old train cars — maybe “classic” should be in quotes — have a storied history.\u003c/p>\n\u003cp>When they began service in the previous century, \u003ca href=\"https://www.nixonfoundation.org/2016/09/nixon-rides-bart/\" target=\"_blank\" rel=\"noopener\">a soon-to-be-disgraced president of the United States\u003c/a> was one of the first to ride them. After his ride in September 1972, Richard Nixon was impressed and said BART made a good case for shifting federal transportation money from highways to mass transit.\u003c/p>\n\u003cfigure id=\"attachment_11958860\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/GettyImages-1298895281.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11958860\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/GettyImages-1298895281-800x536.jpg\" alt=\"President Richard Nixon and First Lady Pat Nixon riding on BART in September 1972.\" width=\"800\" height=\"536\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/GettyImages-1298895281-800x536.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/GettyImages-1298895281-1020x684.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/GettyImages-1298895281-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/GettyImages-1298895281-1536x1029.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/GettyImages-1298895281.jpg 1546w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">President Richard Nixon and first lady Pat Nixon during their Sept. 27, 1972, BART ride from San Leandro to Lake Merritt station. They were accompanied by BART General Manager B.R. Stokes, facing away from camera. \u003ccite>(Larry Tiscornia/San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Later, the cars did heroic duty as BART ran 24 hours a day for a month after the Bay Bridge was knocked out of service by the 1989 Loma Prieta earthquake.\u003c/p>\n\u003cp>Still later, when BART was no longer a novelty and crowded trains had become the norm, enterprising journalists swabbed the cars’ wool-upholstered seats and determined \u003ca href=\"https://www.nytimes.com/2011/03/06/us/06bcseats.html\" target=\"_blank\" rel=\"noopener\">they were crawling with germs\u003c/a>.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>OK, so maybe that’s not such a glorious past. And maybe that’s not giving the cars their full due for the part they played in BART’s creation story. The vehicles were designed with the idea that if trains were \u003ca href=\"https://www.bart.gov/news/articles/2022/news20220610-0\" target=\"_blank\" rel=\"noopener\">fast enough, sleek enough and plush enough\u003c/a>, they’d help attract riders who wanted an alternative to driving.\u003c/p>\n\u003cp>If you have been, or once were, \u003ca href=\"https://infospigot.com/2022/06/26/a-bart-memory/\" target=\"_blank\" rel=\"noopener\">a regular BART rider\u003c/a>, and especially if you were a patron before the pandemic, you probably got used to spending an hour or two a day in those cars: sitting, standing, sleeping, wondering why the air conditioning didn’t work better (or at all), trying to catch what the train operator was saying over the public address system.\u003c/p>\n\u003cp>But now those old vehicles seem to have grown extra dingy. That’s especially apparent when you look at them side-by-side with BART’s still fresh-looking new cars, which began service in January 2018.\u003c/p>\n\u003cfigure id=\"attachment_11845752\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/11/bartcars_danbrekke.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11845752\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/11/bartcars_danbrekke-800x533.jpg\" alt='\"\"' width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A car from BART’s ‘Fleet of the Future’ (right) alongside one of the transit agency’s old cars at Pleasant Hill Station in October 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>After a slow start to the ambitious car replacement program, including \u003ca href=\"https://www.kqed.org/news/11853438/computer-glitches-and-flattened-wheels-prompt-bart-to-pause-new-fleet-delivery\" target=\"_blank\" rel=\"noopener\">a long pause\u003c/a> caused by problems with some of the new fleet’s software and hardware, the agency is now running more than 560 of the new cars. With BART about to start running shorter trains on all of its routes, the supply of new cars will be more than enough to operate the agency’s daily service without using the tired-looking legacy fleet. (The reason for shorter trains: \u003ca href=\"https://s3.documentcloud.org/documents/23924017/bart-sizing-trains-for-safety-and-efficiency-presentation.pdf\" target=\"_blank\" rel=\"noopener\">BART says (PDF)\u003c/a> that will make trains easier to police, simpler to keep clean and cheaper to run.)\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>So next month, on Sept. 11, exactly 51 years after they carried their first paying passengers, the old cars will be retired from regular service. If for some reason you want one last reminder of the sights, the sounds, the smells of the legacy fleet, this is your chance.\u003c/p>\n\u003cp>One might think a ceremony is in order, and BART General Manager Robert Powers told KQED during a media ride-along Tuesday that the agency will sponsor a farewell ride for the old train cars. No date for that event has been set.\u003c/p>\n\u003cp>Powers did not sound overly nostalgic about the end of the legacy fleet era. From a durability and reliability standpoint, he said, the old cars “have really performed. But change is inevitable, and change is good, and these new cars are just so superior.”\u003c/p>\n\u003cp>And if you really, really miss the old cars, don’t lose heart. The Western Railway Museum, in Solano County near Rio Vista, has purchased one of the legacy vehicles — in fact, \u003ca href=\"https://www.sfchronicle.com/oursf/article/Richard-Nixon-resigned-but-the-1972-BART-car-he-15674008.php\" target=\"_blank\" rel=\"noopener\">the one that Nixon rode on in 1972\u003c/a> — for a future exhibit.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Update, Monday, Aug. 21: \u003c/strong>State Sen. Scott Wiener (D-San Francisco) announced early Monday he’s “pausing” \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB532\">SB 532\u003c/a>, a proposal to impose a $1.50 bridge toll increase to support Bay Area transit agencies facing a fiscal crisis because of pandemic-related ridership losses.\u003c/p>\n\u003cp>The bill, which would have required a two-thirds majority to pass both houses of the state Legislature, caused a split in the Bay Area’s Assembly and Senate delegations. Seven members joined Wiener as co-authors while half a dozen lawmakers from the region said they opposed the toll increase.\u003c/p>\n\u003cp>“We’ve been trying to build more consensus within our Bay Area legislative delegation, and it became apparent last week that we did not have enough time to do the consensus building that we needed to do for this bill to be able to pass before the end of session,” Wiener told KQED in an interview Monday.\u003c/p>\n\u003cp>Wiener said he’ll work with Assemblymember Lori Wilson (D-Suisun City), one of the bill’s opponents, to consider new transit-funding proposals to help Bay Area transit agencies avoid service cuts.\u003c/p>\n\u003cp>“Assemblymember Wilson and I have committed to each other that we will co-facilitate a process over the fall recess to try to come up with a solution,” Wiener said. “And the fact that I’m the author of this bill and she was a skeptic of the bill, that’s a powerful combination and she’s a very constructive partner. And I’m optimistic we’ll be able to get something done.”\u003c/p>\n\u003cp>Wilson said in a Monday interview that she recognizes the magnitude of the fiscal crisis facing transit agencies. But she said she opposed the toll increase because of its impact on drivers in her district — which includes Solano County and far eastern Contra Costa County — and because it would deliver little direct benefit to transit agencies there.\u003c/p>\n\u003cp>Typically, she said, a portion of tolls collected from drivers in a given county is reinvested in that county to support its public transit and other transportation needs. But that wouldn’t have been the case with SB 532.\u003c/p>\n\u003cp>“With this particular toll, it is need-based, and so it is going to those [transit agencies] that have the highest need currently,” Wilson said. “That’s BART, Muni and AC Transit.”\u003c/p>\n\u003cp>She said that would mean that residents who currently drive because there are few robust public transit options in their communities would be put in the position of subsidizing agencies to which they have little access.\u003c/p>\n\u003cp>“So I struggled with that quite a deal,” Wilson said, especially when tolls are already scheduled to increase from $7 to $8 per crossing in January 2025. The toll to help transit would have raised the fee to $9.50 through the end of 2028.\u003c/p>\n\u003cp>In a statement, Muni spokesperson Erica Kato said the withdrawal of SB 532 was “very disappointing, and it’s a blow to our efforts to maintain Muni service after federal pandemic relief funds run out next year. But we’re going to keep fighting for the hundreds of thousands of people who rely on Muni every single day.”\u003c/p>\n\u003cp>BART, whose elected board voted to support SB 532 in June, said it anticipates being involved in further discussions with Sen. Wiener and other legislators on funding ideas. Many who opposed the proposed toll increase were critical of the measure because it did not come along with formal guarantees that BART would improve its performance on public safety, cleanliness and fiscal accountability.\u003c/p>\n\u003cp>“BART will continue to work with legislators on accountability measures in the future,” a BART spokesperson said in an email. “BART staff will continue to offer our assistance to the Senator and other lawmakers as they work to find a consensus solution to this regional issue.”\u003c/p>\n\u003cp>BART board member Debora Allen, who represents central Contra Costa County, had voted against supporting SB 532. She said the agency and the Legislature need to focus on long-term measures that address not only revenue needs but also deficits that will exceed $300 million a year after 2025.\u003c/p>\n\u003cp>“I think SB 532 was the wrong approach for funding BART, and I am glad to see it being placed on hold because I think the Legislature and BART need to come together with a comprehensive plan for both funding and reducing spending,” she said.\u003c/p>\n\u003cp>The Bay Area Council, which has called on BART to make urgent improvements to passenger safety and overall customer experience, also applauded Wiener’s suspension of SB 532.\u003c/p>\n\u003cp>“We need our transit operators to make the necessary structural changes to bring their operations and budgets in line with both today’s fiscal realities and the tectonic changes that decimated ridership and have kept riders away from our transit systems, including addressing crime, safety and cleanliness,” Jim Wunderman, the council’s president and CEO, said in a statement. “We can’t continue to fund unsustainable transit operations that aren’t meeting the needs of riders for a safe, convenient and seamless commute.”\u003c/p>\n\u003cp>\u003cstrong>Original story, Saturday, Aug. 19: \u003c/strong>\u003cstrong>Bridge Toll Increase Would Help Transit. How Much Would It Hurt Drivers?\u003c/strong>\u003c/p>\n\u003cp>A bill that would impose a $1.50 toll increase on Bay Area bridges to provide emergency funding for BART, Muni and other transit operators has sparked a debate over whether the added charge will fall disproportionately on lower-income commuters already struggling with the region’s high cost of living.\u003c/p>\n\u003cp>That issue was at the top of a list of concerns raised in \u003ca href=\"https://s3.documentcloud.org/documents/23919424/congressional-letter-on-sb-532-bridge-toll-increase.pdf\">a letter last month from seven Bay Area members of Congress (PDF)\u003c/a>, led by Rep. Mark De Saulnier (D-Walnut Creek), that urged Gov. Gavin Newsom and state legislative leaders to oppose the bill. The Bay Area Council, a group counting 300 businesses and institutions as members, has also \u003ca href=\"https://www.bayareacouncil.org/transportation/seven-bay-area-congressional-representatives-decry-bridge-toll-increase-as-not-in-best-interests-of-residents/\">expressed similar displeasure \u003c/a>with the toll increase bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240SB532\">SB 532\u003c/a>, by state Sen. Scott Wiener (D-San Francisco).\u003c/p>\n\u003cp>“Many employees now have the advantage to do their work from home,” the letter concluded. “There are others, the working people of the Bay Area, that don’t share this advantage, and the proposed toll hike comes straight out of their wallets.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But \u003ca href=\"https://www.spur.org/news/2023-08-16/who-will-be-helped-and-harmed-proposed-toll-increase-bay-area-bridges\">a new analysis from SPUR\u003c/a>, a regional planning and public policy think tank, challenges some of the assumptions behind that argument.\u003c/p>\n\u003cp>In \u003ca href=\"https://s3.documentcloud.org/documents/23919428/spur-analysis-who-will-be-helped-and-harmed-by-a-proposed-toll-increase-for-bay-area-bridges.pdf\">a report (PDF)\u003c/a> released this week, SPUR said a study of traffic patterns on the region’s seven state-owned bridges shows that two-thirds of drivers make just one toll crossing a week. That finding would mean those drivers’ weekly exposure to higher tolls would be limited to a single $1.50 charge.\u003c/p>\n\u003cp>The analysis also found just a small fraction of bridge users — 8% — cross more than one bridge per trip.\u003c/p>\n\u003cp>And finally, SPUR said a side-by-side comparison of bridge users and BART passengers shows that, in general, those driving over the bridges have significantly higher incomes than people taking the train. At the same time, BART customers are more likely to be traveling to work than those crossing the toll bridges.\u003c/p>\n\u003cp>Taken as a whole, SPUR says the analysis shows that those who drive across the bridges are more likely to be able to absorb the cost of the higher bridge tolls while lower-income transit users, like those who use BART, would lose out if a lack of funding forces agencies to slash service.\u003c/p>\n\u003cp>The analysis is based on modeling by Replica, a big-data firm with offices in Oakland that used census, toll payment, cell phone, credit card and other public and private information to create a “synthetic representation” of travel patterns.[pullquote align=\"right\" size=\"medium\" citation=\"Sebastian Petty, transportation policy manager, SPUR\"]‘When you’re looking at the bridge and the people driving across it, a lot of those folks are not engaged in their day-to-day commute … It’s people making regional trips, people making occasional work trips, people going to the airport, people visiting, shopping.’[/pullquote]Sebastian Petty, transportation policy manager at SPUR, said in an interview he was surprised at the high number of drivers who make a toll crossing just once a week.\u003c/p>\n\u003cp>“When you’re looking at the bridge and the people driving across it, a lot of those folks are not engaged in their day-to-day commute,” he said. “Certainly many of them are, but it’s not as though, you know, 80 out of 100 cars are doing their day-to-day commute trip. It’s people making regional trips, people making occasional work trips, people going to the airport, people visiting, shopping.”\u003c/p>\n\u003cp>Petty said the data in the report suggest a number of ways SB 532 could be amended to reduce the impact on lower-income drivers who make more frequent trips across the toll bridges. One way to do that, he said, was to cap the number of weekly toll crossings for which individual drivers would be charged the extra $1.50.\u003c/p>\n\u003cp>“If you wanted to make sure that you weren’t over cost-burdening lower-income folks who are working an in-person job and need to show up five days a week, you could still capture a significant majority of the bridge traffic if you were to cap the toll at something like a maximum of three crossings per week,” Petty said.\u003c/p>\n\u003cp>Similarly, drivers who must use two or more bridges could be given a “long-distance discount” and only charged for one toll crossing per trip.\u003c/p>\n\u003cp>SB 532 would hike tolls by $1.50 for five years starting next Jan. 1. Sen. Wiener says the increase would raise as much as $900 million for Bay Area transit operators who face major deficits beginning in 2025.\u003c/p>\n\u003cp>Supporters include BART, AC Transit, public transportation advocacy groups, environmental activists, nine YIMBY chapters and the cities of San Francisco, Oakland and Berkeley. Seven state lawmakers from the region have signed on to the bill as co-authors.\u003c/p>\n\u003cp>Wiener has acknowledged the equity issue posed by the proposed toll increases and has amended his bill to direct the Metropolitan Transportation Commission to devise a program over the next two years to reduce the hike’s impact on lower-income drivers.\u003c/p>\n\u003cp>But that amendment has done little to soften the opposition from some elected officials. In addition to the seven House members who raised objections to the bill, several state lawmakers, mostly from outlying parts of the Bay Area, have also said \u003ca href=\"https://www.sfchronicle.com/bayarea/article/bay-area-lawmakers-oppose-raising-bridge-tolls-18176112.php\">they’re against the toll increase\u003c/a>.\u003c/p>\n\u003cp>One of the chief concerns is that the $1.50 toll increase will come on top of a series of other increases \u003ca href=\"https://www.kqed.org/news/11672904/bay-area-bridge-toll-increase-appears-headed-for-passage\">approved by Bay Area voters in 2018\u003c/a>. Regional Measure 3 has raised tolls on the Antioch, Benicia, Carquinez, Richmond-San Rafael, Bay, San Mateo and Dumbarton bridges to $7 over the last several years. If SB 532 passes, the rate will go up to $8.50 in January. And the next toll increase under RM3 will add a dollar to that on New Year’s Day 2025.[aside label=\"Related Stories\" postID=\"news_11952821,news_11942359,news_11954314\"]With the bill needing a two-thirds majority in both the state Assembly and Senate to pass, the split in the regional delegation raises questions about prospects for the bill’s success.\u003c/p>\n\u003cp>The Bay Area Council has been the leading voice in opposing the measure. Besides expressing concerns about the higher tolls’ impact on lower-income drivers, the group has insisted that public transit agencies must improve performance on a range of issues — including public safety, cleanliness, reliability and offering more “seamless” service for passengers — before new public funding is approved.\u003c/p>\n\u003cp>Much of the council’s attention has been focused on BART, with the group issuing several calls in recent months for the agency to toughen enforcement of passenger conduct rules and to speed up installation of a new generation of fare gates to deter those who enter the system without paying.\u003c/p>\n\u003cp>BART has responded by approving a 22% pay increase for its police force, a step meant to retain officers and help fill nearly 30 vacant positions in its Police Department.\u003c/p>\n\u003cp>And ahead of a crucial Assembly Appropriations Committee vote on SB 532 this week, BART General Manager Robert Powers will host a ride-along with Sen. Wiener to show off the agency’s recent “safety, cleanliness and reliability improvements.”\u003c/p>\n\u003cp>The ride-along will begin at 4:30 p.m. Tuesday, Aug. 22, at Civic Center station and visit West Oakland station and the BART police “integrated security response center,” a facility that handles police dispatch calls and includes monitors for the system’s 4,000 surveillance cameras.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"title": "Bill to Raise Bay Area Bridge Tolls to Help Transit Put on Hold Amid Local Opposition | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, Monday, Aug. 21: \u003c/strong>State Sen. Scott Wiener (D-San Francisco) announced early Monday he’s “pausing” \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB532\">SB 532\u003c/a>, a proposal to impose a $1.50 bridge toll increase to support Bay Area transit agencies facing a fiscal crisis because of pandemic-related ridership losses.\u003c/p>\n\u003cp>The bill, which would have required a two-thirds majority to pass both houses of the state Legislature, caused a split in the Bay Area’s Assembly and Senate delegations. Seven members joined Wiener as co-authors while half a dozen lawmakers from the region said they opposed the toll increase.\u003c/p>\n\u003cp>“We’ve been trying to build more consensus within our Bay Area legislative delegation, and it became apparent last week that we did not have enough time to do the consensus building that we needed to do for this bill to be able to pass before the end of session,” Wiener told KQED in an interview Monday.\u003c/p>\n\u003cp>Wiener said he’ll work with Assemblymember Lori Wilson (D-Suisun City), one of the bill’s opponents, to consider new transit-funding proposals to help Bay Area transit agencies avoid service cuts.\u003c/p>\n\u003cp>“Assemblymember Wilson and I have committed to each other that we will co-facilitate a process over the fall recess to try to come up with a solution,” Wiener said. “And the fact that I’m the author of this bill and she was a skeptic of the bill, that’s a powerful combination and she’s a very constructive partner. And I’m optimistic we’ll be able to get something done.”\u003c/p>\n\u003cp>Wilson said in a Monday interview that she recognizes the magnitude of the fiscal crisis facing transit agencies. But she said she opposed the toll increase because of its impact on drivers in her district — which includes Solano County and far eastern Contra Costa County — and because it would deliver little direct benefit to transit agencies there.\u003c/p>\n\u003cp>Typically, she said, a portion of tolls collected from drivers in a given county is reinvested in that county to support its public transit and other transportation needs. But that wouldn’t have been the case with SB 532.\u003c/p>\n\u003cp>“With this particular toll, it is need-based, and so it is going to those [transit agencies] that have the highest need currently,” Wilson said. “That’s BART, Muni and AC Transit.”\u003c/p>\n\u003cp>She said that would mean that residents who currently drive because there are few robust public transit options in their communities would be put in the position of subsidizing agencies to which they have little access.\u003c/p>\n\u003cp>“So I struggled with that quite a deal,” Wilson said, especially when tolls are already scheduled to increase from $7 to $8 per crossing in January 2025. The toll to help transit would have raised the fee to $9.50 through the end of 2028.\u003c/p>\n\u003cp>In a statement, Muni spokesperson Erica Kato said the withdrawal of SB 532 was “very disappointing, and it’s a blow to our efforts to maintain Muni service after federal pandemic relief funds run out next year. But we’re going to keep fighting for the hundreds of thousands of people who rely on Muni every single day.”\u003c/p>\n\u003cp>BART, whose elected board voted to support SB 532 in June, said it anticipates being involved in further discussions with Sen. Wiener and other legislators on funding ideas. Many who opposed the proposed toll increase were critical of the measure because it did not come along with formal guarantees that BART would improve its performance on public safety, cleanliness and fiscal accountability.\u003c/p>\n\u003cp>“BART will continue to work with legislators on accountability measures in the future,” a BART spokesperson said in an email. “BART staff will continue to offer our assistance to the Senator and other lawmakers as they work to find a consensus solution to this regional issue.”\u003c/p>\n\u003cp>BART board member Debora Allen, who represents central Contra Costa County, had voted against supporting SB 532. She said the agency and the Legislature need to focus on long-term measures that address not only revenue needs but also deficits that will exceed $300 million a year after 2025.\u003c/p>\n\u003cp>“I think SB 532 was the wrong approach for funding BART, and I am glad to see it being placed on hold because I think the Legislature and BART need to come together with a comprehensive plan for both funding and reducing spending,” she said.\u003c/p>\n\u003cp>The Bay Area Council, which has called on BART to make urgent improvements to passenger safety and overall customer experience, also applauded Wiener’s suspension of SB 532.\u003c/p>\n\u003cp>“We need our transit operators to make the necessary structural changes to bring their operations and budgets in line with both today’s fiscal realities and the tectonic changes that decimated ridership and have kept riders away from our transit systems, including addressing crime, safety and cleanliness,” Jim Wunderman, the council’s president and CEO, said in a statement. “We can’t continue to fund unsustainable transit operations that aren’t meeting the needs of riders for a safe, convenient and seamless commute.”\u003c/p>\n\u003cp>\u003cstrong>Original story, Saturday, Aug. 19: \u003c/strong>\u003cstrong>Bridge Toll Increase Would Help Transit. How Much Would It Hurt Drivers?\u003c/strong>\u003c/p>\n\u003cp>A bill that would impose a $1.50 toll increase on Bay Area bridges to provide emergency funding for BART, Muni and other transit operators has sparked a debate over whether the added charge will fall disproportionately on lower-income commuters already struggling with the region’s high cost of living.\u003c/p>\n\u003cp>That issue was at the top of a list of concerns raised in \u003ca href=\"https://s3.documentcloud.org/documents/23919424/congressional-letter-on-sb-532-bridge-toll-increase.pdf\">a letter last month from seven Bay Area members of Congress (PDF)\u003c/a>, led by Rep. Mark De Saulnier (D-Walnut Creek), that urged Gov. Gavin Newsom and state legislative leaders to oppose the bill. The Bay Area Council, a group counting 300 businesses and institutions as members, has also \u003ca href=\"https://www.bayareacouncil.org/transportation/seven-bay-area-congressional-representatives-decry-bridge-toll-increase-as-not-in-best-interests-of-residents/\">expressed similar displeasure \u003c/a>with the toll increase bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240SB532\">SB 532\u003c/a>, by state Sen. Scott Wiener (D-San Francisco).\u003c/p>\n\u003cp>“Many employees now have the advantage to do their work from home,” the letter concluded. “There are others, the working people of the Bay Area, that don’t share this advantage, and the proposed toll hike comes straight out of their wallets.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But \u003ca href=\"https://www.spur.org/news/2023-08-16/who-will-be-helped-and-harmed-proposed-toll-increase-bay-area-bridges\">a new analysis from SPUR\u003c/a>, a regional planning and public policy think tank, challenges some of the assumptions behind that argument.\u003c/p>\n\u003cp>In \u003ca href=\"https://s3.documentcloud.org/documents/23919428/spur-analysis-who-will-be-helped-and-harmed-by-a-proposed-toll-increase-for-bay-area-bridges.pdf\">a report (PDF)\u003c/a> released this week, SPUR said a study of traffic patterns on the region’s seven state-owned bridges shows that two-thirds of drivers make just one toll crossing a week. That finding would mean those drivers’ weekly exposure to higher tolls would be limited to a single $1.50 charge.\u003c/p>\n\u003cp>The analysis also found just a small fraction of bridge users — 8% — cross more than one bridge per trip.\u003c/p>\n\u003cp>And finally, SPUR said a side-by-side comparison of bridge users and BART passengers shows that, in general, those driving over the bridges have significantly higher incomes than people taking the train. At the same time, BART customers are more likely to be traveling to work than those crossing the toll bridges.\u003c/p>\n\u003cp>Taken as a whole, SPUR says the analysis shows that those who drive across the bridges are more likely to be able to absorb the cost of the higher bridge tolls while lower-income transit users, like those who use BART, would lose out if a lack of funding forces agencies to slash service.\u003c/p>\n\u003cp>The analysis is based on modeling by Replica, a big-data firm with offices in Oakland that used census, toll payment, cell phone, credit card and other public and private information to create a “synthetic representation” of travel patterns.\u003c/p>\u003c/div>",
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"content": "‘When you’re looking at the bridge and the people driving across it, a lot of those folks are not engaged in their day-to-day commute … It’s people making regional trips, people making occasional work trips, people going to the airport, people visiting, shopping.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Sebastian Petty, transportation policy manager at SPUR, said in an interview he was surprised at the high number of drivers who make a toll crossing just once a week.\u003c/p>\n\u003cp>“When you’re looking at the bridge and the people driving across it, a lot of those folks are not engaged in their day-to-day commute,” he said. “Certainly many of them are, but it’s not as though, you know, 80 out of 100 cars are doing their day-to-day commute trip. It’s people making regional trips, people making occasional work trips, people going to the airport, people visiting, shopping.”\u003c/p>\n\u003cp>Petty said the data in the report suggest a number of ways SB 532 could be amended to reduce the impact on lower-income drivers who make more frequent trips across the toll bridges. One way to do that, he said, was to cap the number of weekly toll crossings for which individual drivers would be charged the extra $1.50.\u003c/p>\n\u003cp>“If you wanted to make sure that you weren’t over cost-burdening lower-income folks who are working an in-person job and need to show up five days a week, you could still capture a significant majority of the bridge traffic if you were to cap the toll at something like a maximum of three crossings per week,” Petty said.\u003c/p>\n\u003cp>Similarly, drivers who must use two or more bridges could be given a “long-distance discount” and only charged for one toll crossing per trip.\u003c/p>\n\u003cp>SB 532 would hike tolls by $1.50 for five years starting next Jan. 1. Sen. Wiener says the increase would raise as much as $900 million for Bay Area transit operators who face major deficits beginning in 2025.\u003c/p>\n\u003cp>Supporters include BART, AC Transit, public transportation advocacy groups, environmental activists, nine YIMBY chapters and the cities of San Francisco, Oakland and Berkeley. Seven state lawmakers from the region have signed on to the bill as co-authors.\u003c/p>\n\u003cp>Wiener has acknowledged the equity issue posed by the proposed toll increases and has amended his bill to direct the Metropolitan Transportation Commission to devise a program over the next two years to reduce the hike’s impact on lower-income drivers.\u003c/p>\n\u003cp>But that amendment has done little to soften the opposition from some elected officials. In addition to the seven House members who raised objections to the bill, several state lawmakers, mostly from outlying parts of the Bay Area, have also said \u003ca href=\"https://www.sfchronicle.com/bayarea/article/bay-area-lawmakers-oppose-raising-bridge-tolls-18176112.php\">they’re against the toll increase\u003c/a>.\u003c/p>\n\u003cp>One of the chief concerns is that the $1.50 toll increase will come on top of a series of other increases \u003ca href=\"https://www.kqed.org/news/11672904/bay-area-bridge-toll-increase-appears-headed-for-passage\">approved by Bay Area voters in 2018\u003c/a>. Regional Measure 3 has raised tolls on the Antioch, Benicia, Carquinez, Richmond-San Rafael, Bay, San Mateo and Dumbarton bridges to $7 over the last several years. If SB 532 passes, the rate will go up to $8.50 in January. And the next toll increase under RM3 will add a dollar to that on New Year’s Day 2025.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>With the bill needing a two-thirds majority in both the state Assembly and Senate to pass, the split in the regional delegation raises questions about prospects for the bill’s success.\u003c/p>\n\u003cp>The Bay Area Council has been the leading voice in opposing the measure. Besides expressing concerns about the higher tolls’ impact on lower-income drivers, the group has insisted that public transit agencies must improve performance on a range of issues — including public safety, cleanliness, reliability and offering more “seamless” service for passengers — before new public funding is approved.\u003c/p>\n\u003cp>Much of the council’s attention has been focused on BART, with the group issuing several calls in recent months for the agency to toughen enforcement of passenger conduct rules and to speed up installation of a new generation of fare gates to deter those who enter the system without paying.\u003c/p>\n\u003cp>BART has responded by approving a 22% pay increase for its police force, a step meant to retain officers and help fill nearly 30 vacant positions in its Police Department.\u003c/p>\n\u003cp>And ahead of a crucial Assembly Appropriations Committee vote on SB 532 this week, BART General Manager Robert Powers will host a ride-along with Sen. Wiener to show off the agency’s recent “safety, cleanliness and reliability improvements.”\u003c/p>\n\u003cp>The ride-along will begin at 4:30 p.m. Tuesday, Aug. 22, at Civic Center station and visit West Oakland station and the BART police “integrated security response center,” a facility that handles police dispatch calls and includes monitors for the system’s 4,000 surveillance cameras.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>General Motors’ Cruise autonomous vehicle unit has agreed to cut its \u003ca href=\"https://apnews.com/article/driverless-cars-robotaxis-waymo-cruise-tesla-684556379bb57425c8fdf35268e8046d\">fleet of San Francisco robotaxis\u003c/a> in half as authorities investigate two recent crashes in the city.\u003c/p>\n\u003cp>The state Department of Motor Vehicles asked for the reduction after a Cruise vehicle without a human driver collided with an unspecified emergency vehicle on Thursday.\u003c/p>\n\u003cp>“The DMV is investigating recent concerning incidents involving Cruise vehicles in San Francisco,” the DMV said Saturday in a statement to The Associated Press. “Cruise has agreed to a 50% reduction and will have no more than 50 driverless vehicles in operation during the day and 150 driverless vehicles in operation at night.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The development comes just over a week after \u003ca href=\"https://www.kqed.org/news/11957833/are-you-ready-for-more-driverless-taxis-cpuc-votes-on-whether-to-let-cruise-waymo-expand-in-sf\">California regulators allowed Cruise and Google spinoff Waymo to operate autonomous robotaxis throughout San Francisco\u003c/a> at all hours, despite safety worries spurred by recurring problems with unexpected stops and other erratic behavior.\u003c/p>\n\u003cp>The \u003ca href=\"https://apnews.com/article/robotaxis-cruise-waymo-san-francisco-artificial-intelligence-98f0dab03984bd71685b92c2ac7aad0c\">decision Aug. 10 by the Public Utilities Commission\u003c/a> made San Francisco the first major U.S. city with two fleets of driverless vehicles competing for passengers.\u003c/p>\n\u003cp>On Thursday around 10 p.m., the Cruise vehicle had a green light, entered an intersection, and was hit by the emergency vehicle responding to a call, \u003ca href=\"https://www.sfchronicle.com/sf/article/cruise-driverless-san-francisco-crash-18302845.php\">the \u003cem>San Francisco Chronicle\u003c/em> reported,\u003c/a> based on tweets from Cruise.[pullquote align=\"right\" size=\"medium\" citation=\"California Department of Motor Vehicles\"]‘Cruise has agreed to a 50% reduction and will have no more than 50 driverless vehicles in operation during the day and 150 driverless vehicles in operation at night.’[/pullquote]The robotaxi was carrying a passenger, who was taken by ambulance to a hospital with injuries that were not severe, Cruise told the newspaper.\u003c/p>\n\u003cp>Also Thursday night, a Cruise car without a passenger collided with another vehicle in San Francisco, the newspaper reported.\u003c/p>\n\u003cp>The San Francisco Fire Department did not immediately respond to a request for comment from the newspaper.\u003c/p>\n\u003cp>The robotaxi almost immediately identified the emergency response vehicle as it came into view, Greg Dieterich, Cruise’s general manager in San Francisco, said in a statement \u003ca href=\"https://getcruise.com/news/blog/2023/further-update-on-emergency-vehicle-collision/\">on the company website\u003c/a>.\u003c/p>\n\u003cp>At the intersection, visibility is occluded by buildings, and it’s not possible to see objects around a corner until they are very close to the intersection, Dieterich’s statement said. The Cruise autonomous vehicle detected the siren as soon it was distinguishable from background noise, he wrote.\u003c/p>\n\u003cp>“The AV’s ability to successfully chart the emergency vehicle’s path was complicated by the fact that the emergency vehicle was in the oncoming lane of traffic, which it had moved into to bypass the red light,” Dieterich wrote.[aside label=\"Related Stories\" postID=\"news_11957833,forum_2010101893895\"]The Cruise vehicle identified the risk of a crash and braked, reducing its speed, but couldn’t avoid the collision, he wrote.\u003c/p>\n\u003cp>Cruise vehicles have driven more than 3 million autonomous miles in the city and have interacted with emergency vehicles more than 168,000 times in the first seven months of this year alone, the statement said. “We realize that we’ll always encounter challenging situations, which is why continuous improvement is central to our work.”\u003c/p>\n\u003cp>The company will work with regulators and city departments to reduce the likelihood of a crash happening again, Dieterich wrote.\u003c/p>\n\u003cp>The DMV said the fleet reduction will remain until its investigation ends and Cruise takes corrective action to improve safety. “The DMV reserves the right, following investigation of the facts, to suspend or revoke testing and/or deployment permits if there is determined to be an unreasonable risk to public safety.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>General Motors’ Cruise autonomous vehicle unit has agreed to cut its \u003ca href=\"https://apnews.com/article/driverless-cars-robotaxis-waymo-cruise-tesla-684556379bb57425c8fdf35268e8046d\">fleet of San Francisco robotaxis\u003c/a> in half as authorities investigate two recent crashes in the city.\u003c/p>\n\u003cp>The state Department of Motor Vehicles asked for the reduction after a Cruise vehicle without a human driver collided with an unspecified emergency vehicle on Thursday.\u003c/p>\n\u003cp>“The DMV is investigating recent concerning incidents involving Cruise vehicles in San Francisco,” the DMV said Saturday in a statement to The Associated Press. “Cruise has agreed to a 50% reduction and will have no more than 50 driverless vehicles in operation during the day and 150 driverless vehicles in operation at night.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The development comes just over a week after \u003ca href=\"https://www.kqed.org/news/11957833/are-you-ready-for-more-driverless-taxis-cpuc-votes-on-whether-to-let-cruise-waymo-expand-in-sf\">California regulators allowed Cruise and Google spinoff Waymo to operate autonomous robotaxis throughout San Francisco\u003c/a> at all hours, despite safety worries spurred by recurring problems with unexpected stops and other erratic behavior.\u003c/p>\n\u003cp>The \u003ca href=\"https://apnews.com/article/robotaxis-cruise-waymo-san-francisco-artificial-intelligence-98f0dab03984bd71685b92c2ac7aad0c\">decision Aug. 10 by the Public Utilities Commission\u003c/a> made San Francisco the first major U.S. city with two fleets of driverless vehicles competing for passengers.\u003c/p>\n\u003cp>On Thursday around 10 p.m., the Cruise vehicle had a green light, entered an intersection, and was hit by the emergency vehicle responding to a call, \u003ca href=\"https://www.sfchronicle.com/sf/article/cruise-driverless-san-francisco-crash-18302845.php\">the \u003cem>San Francisco Chronicle\u003c/em> reported,\u003c/a> based on tweets from Cruise.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The robotaxi was carrying a passenger, who was taken by ambulance to a hospital with injuries that were not severe, Cruise told the newspaper.\u003c/p>\n\u003cp>Also Thursday night, a Cruise car without a passenger collided with another vehicle in San Francisco, the newspaper reported.\u003c/p>\n\u003cp>The San Francisco Fire Department did not immediately respond to a request for comment from the newspaper.\u003c/p>\n\u003cp>The robotaxi almost immediately identified the emergency response vehicle as it came into view, Greg Dieterich, Cruise’s general manager in San Francisco, said in a statement \u003ca href=\"https://getcruise.com/news/blog/2023/further-update-on-emergency-vehicle-collision/\">on the company website\u003c/a>.\u003c/p>\n\u003cp>At the intersection, visibility is occluded by buildings, and it’s not possible to see objects around a corner until they are very close to the intersection, Dieterich’s statement said. The Cruise autonomous vehicle detected the siren as soon it was distinguishable from background noise, he wrote.\u003c/p>\n\u003cp>“The AV’s ability to successfully chart the emergency vehicle’s path was complicated by the fact that the emergency vehicle was in the oncoming lane of traffic, which it had moved into to bypass the red light,” Dieterich wrote.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The Cruise vehicle identified the risk of a crash and braked, reducing its speed, but couldn’t avoid the collision, he wrote.\u003c/p>\n\u003cp>Cruise vehicles have driven more than 3 million autonomous miles in the city and have interacted with emergency vehicles more than 168,000 times in the first seven months of this year alone, the statement said. “We realize that we’ll always encounter challenging situations, which is why continuous improvement is central to our work.”\u003c/p>\n\u003cp>The company will work with regulators and city departments to reduce the likelihood of a crash happening again, Dieterich wrote.\u003c/p>\n\u003cp>The DMV said the fleet reduction will remain until its investigation ends and Cruise takes corrective action to improve safety. “The DMV reserves the right, following investigation of the facts, to suspend or revoke testing and/or deployment permits if there is determined to be an unreasonable risk to public safety.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Update, 1:30 p.m. Friday: \u003c/strong>A San Francisco supervisor says city officials are considering ways to appeal Thursday night’s CPUC vote that gave the green light for unlimited commercial expansion of Cruise and Waymo’s autonomous vehicles.\u003c/p>\n\u003cp>The decision by state regulators followed months of protest by San Francisco officials, unions and civic groups. Supervisor Aaron Peskin says options include filing for a re-hearing, and engaging further with the DMV, state lawmakers and federal regulators.\u003c/p>\n\u003cp>“This is the beginning. This is not the end,” Peskin said. “San Francisco is not going to shirk our responsibilities around fundamental life safety, public safety issues.”\u003c/p>\n\u003cp>Mayor London Breed’s office wrote KQED: “There remain challenges we need to work to resolve, especially when [autonomous vehicles] interfere with our first responders. We are … exploring our options for next steps.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Update, 7:45 p.m. Thursday:\u003c/strong> The California Public Utilities Commission voted 3–1 Thursday evening to allow Cruise and Waymo robotaxis to charge fares in San Francisco where the DMV has already determined the vehicles are deployment ready.\u003c/p>\n\u003cp>The mood was polite but charged over six-and-a-half hours of public testimony preceding the votes, as scores of people argued for and against.\u003c/p>\n\u003cp>“These are private companies testing their private R&D on public roads,” said Lauren Renaud, a data analyst in San Francisco. “You are a regulatory agency. Please do your job and create regulation. I did not consent to be a beta tester.”\u003c/p>\n\u003cp>“I think we should be championing this technology to help improve San Francisco’s infrastructure and not impede it,” said Nzechi Nwaokoro, a software engineer who said he grew up in the city.\u003c/p>\n\u003cp>Following the vote, Waymo’s co-CEO wrote that the CPUC’s approval “marks the true beginning of our commercial operations in San Francisco.”\u003c/p>\n\u003cp>Cruise’s vice president of government affairs wrote that the company is now in a position to compete with traditional ride-hail companies, namely, Uber and Lyft.\u003c/p>\n\u003cp>“It’s unfortunate the commissioners looked at this issue very narrowly and departed from their own stated mission and values of ensuring public safety,” said Justin Kloczko, a tech and privacy advocate for Consumer Watchdog. “They are failing to regulate a dangerous, nascent industry. Los Angeles is next.”\u003c/p>\n\u003cp>Waymo has been operating fully autonomous test vehicles in Los Angeles \u003ca href=\"https://twitter.com/dmitri_dolgov/status/1630231987146608640?s=20\">since February\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Original story:\u003c/strong>\u003cbr>\nState regulators are \u003ca href=\"https://www.cpuc.ca.gov/events-and-meetings/cpuc-voting-meeting-2023-08-10\">expected to vote\u003c/a> today on whether to give the green light to \u003ca href=\"https://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M516/K812/516812218.PDF\">Cruise (PDF)\u003c/a> and \u003ca href=\"https://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M516/K812/516812344.PDF\">Waymo (PDF)\u003c/a> to run an unlimited fleet of driverless robotaxis in San Francisco. If approved, the two companies would be able to charge for rides, at any hour of the day or night, throughout the city, and would be able to expand their fleets without limit.\u003c/p>\n\u003cp>The California Department of Motor Vehicles gave its \u003ca href=\"https://www.dmv.ca.gov/portal/news-and-media/117199-2/\">approval\u003c/a> for commercial robotaxis back in September of 2021. And both GM-owned Cruise and Alphabet-owned Waymo already have autonomous vehicles, or AVs, roaming certain parts of the city for limited hours. But these driverless cars have also given rise to frustration and sometimes fear, documented in profusion on social media. Like this tweet, posted last Sunday:\u003c/p>\n\u003cp>https://twitter.com/shaan_ca/status/1688226890170150912?s=20\u003c/p>\n\u003cp>Or this one, posted last Monday:\u003c/p>\n\u003cp>https://twitter.com/alfsan/status/1688614136366714880?ref_src=twsrc%5Etfw\u003c/p>\n\u003cp>However, in the most recent earnings conference call for shareholders, Cruise CEO and CTO Kyle Vogt described a rosy scenario approaching, when their multibillion dollar investments might finally break out onto the open road of profitability and any current issues would be resolved. In fact, he argues driverless robotaxis will ultimately be safer and more convenient than regular cars.\u003c/p>\n\u003cp>“Safety continues to improve despite increasing complexity,” said Vogt two weeks ago. “Our analysis of the first 1 million miles shows AVs experienced 54% fewer collisions than human drivers in similar environments, and 92% fewer where the AV was the primary contributor. In other words, the vast majority of collisions are caused by inattentive human drivers, not the AV.” Vogt envisioned a day when people will find it more affordable to take robotaxis instead of owning cars.\u003c/p>\n\u003cp>The two companies must now clear a final regulatory hurdle from the California Public Utilities Commission before taking on human-driven Uber and Lyft unobstructed in San Francisco. But the votes have been delayed twice, following concerns voiced by local first responders and law enforcement.\u003c/p>\n\u003cp>There are multiple documented cases of AVs rolling into emergency scenes, oblivious to human commands to stop. The vehicles also have a tendency to “brick,” or come to a complete stop when confused, regardless of location. (See tweets above.)\u003c/p>\n\u003cfigure id=\"attachment_11957839\" class=\"wp-caption aligncenter\" style=\"max-width: 1000px\">\u003ca href=\"https://ww2.kqed.org/news/2023/08/10/are-you-ready-for-more-driverless-taxis-cpuc-votes-on-whether-to-let-cruise-waymo-expand-in-sf/city-of-san-francisco/\" rel=\"attachment wp-att-11957839\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11957839\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/city-of-san-francisco.jpg\" alt=\"a slide from a presentation shows a bar graph going up on the left and a map on the right\" width=\"1000\" height=\"565\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/city-of-san-francisco.jpg 1000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/city-of-san-francisco-800x452.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/city-of-san-francisco-160x90.jpg 160w\" sizes=\"(max-width: 1000px) 100vw, 1000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Screenshot from a CPUC meeting. \u003ccite>(SFFD, SFPD, SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Local regulators have largely had to watch from the sidewalks, and they’ve been \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2023/08/2023.08.07_cpuc_status_conference_8.7.2023_final.pdf\">loud about their frustration (PDF)\u003c/a>. Jeffrey Tumlin, director of the San Francisco Municipal Transportation Agency, says he’s bullish about the technology, but not the way company performance data is largely a black box to local officials.\u003c/p>\n\u003cp>“The companies have mostly denied all of our data requests around performance,” he said. “So to the extent that we have data, it is largely from reporting that industry must do — at the federal level to NHTSA (National Highway Traffic Safety Administration), and at the state level to the California Public Utilities Commission and the DMV.” Tumlin claims the bulk of safety performance data San Francisco transit officials get is coming from calls to 911.\u003c/p>\n\u003cp>But Dan Chatman, chair of UC Berkeley’s Department of City and Regional Planning, says the rollout of robotaxis is inevitable — and not just for San Francisco, or California. Three years ago, there were only test vehicles in a handful of places. Now, they prowl the streets of several large cities, including \u003ca href=\"https://techcrunch.com/2023/02/27/waymo-to-test-driverless-rides-with-employees-in-los-angeles/\">Los Angeles\u003c/a>, Phoenix, Austin and Miami. Cruise began offering the public a \u003ca href=\"https://getcruise.com/\">waitlist\u003c/a> for autonomous ride hailing in San Francisco in February of 2022. Waymo began \u003ca href=\"https://waymo.com/waymo-one-san-francisco/\">offering rides\u003c/a> the following November.\u003c/p>\n\u003cp>“It isn’t completely transparent to me that, just because there are some well publicized issues with the vehicles, therefore, they should be shut down,” Chatman said. “The CPUC is in a position where it has to weigh the potential benefits and the costs, and I don’t envy them their task.”\u003c/p>\n\u003cp>“Cruise is no longer a science project,” CEO Vogt said in that earnings call earlier this month. “There was once significant risk and reasons to doubt, but it’s now a rapidly growing business and transformational product.”\u003c/p>\n\u003cp>\u003cem>KQED’s Alexander Gonzalez contributed to this story.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 1:30 p.m. Friday: \u003c/strong>A San Francisco supervisor says city officials are considering ways to appeal Thursday night’s CPUC vote that gave the green light for unlimited commercial expansion of Cruise and Waymo’s autonomous vehicles.\u003c/p>\n\u003cp>The decision by state regulators followed months of protest by San Francisco officials, unions and civic groups. Supervisor Aaron Peskin says options include filing for a re-hearing, and engaging further with the DMV, state lawmakers and federal regulators.\u003c/p>\n\u003cp>“This is the beginning. This is not the end,” Peskin said. “San Francisco is not going to shirk our responsibilities around fundamental life safety, public safety issues.”\u003c/p>\n\u003cp>Mayor London Breed’s office wrote KQED: “There remain challenges we need to work to resolve, especially when [autonomous vehicles] interfere with our first responders. We are … exploring our options for next steps.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Update, 7:45 p.m. Thursday:\u003c/strong> The California Public Utilities Commission voted 3–1 Thursday evening to allow Cruise and Waymo robotaxis to charge fares in San Francisco where the DMV has already determined the vehicles are deployment ready.\u003c/p>\n\u003cp>The mood was polite but charged over six-and-a-half hours of public testimony preceding the votes, as scores of people argued for and against.\u003c/p>\n\u003cp>“These are private companies testing their private R&D on public roads,” said Lauren Renaud, a data analyst in San Francisco. “You are a regulatory agency. Please do your job and create regulation. I did not consent to be a beta tester.”\u003c/p>\n\u003cp>“I think we should be championing this technology to help improve San Francisco’s infrastructure and not impede it,” said Nzechi Nwaokoro, a software engineer who said he grew up in the city.\u003c/p>\n\u003cp>Following the vote, Waymo’s co-CEO wrote that the CPUC’s approval “marks the true beginning of our commercial operations in San Francisco.”\u003c/p>\n\u003cp>Cruise’s vice president of government affairs wrote that the company is now in a position to compete with traditional ride-hail companies, namely, Uber and Lyft.\u003c/p>\n\u003cp>“It’s unfortunate the commissioners looked at this issue very narrowly and departed from their own stated mission and values of ensuring public safety,” said Justin Kloczko, a tech and privacy advocate for Consumer Watchdog. “They are failing to regulate a dangerous, nascent industry. Los Angeles is next.”\u003c/p>\n\u003cp>Waymo has been operating fully autonomous test vehicles in Los Angeles \u003ca href=\"https://twitter.com/dmitri_dolgov/status/1630231987146608640?s=20\">since February\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Original story:\u003c/strong>\u003cbr>\nState regulators are \u003ca href=\"https://www.cpuc.ca.gov/events-and-meetings/cpuc-voting-meeting-2023-08-10\">expected to vote\u003c/a> today on whether to give the green light to \u003ca href=\"https://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M516/K812/516812218.PDF\">Cruise (PDF)\u003c/a> and \u003ca href=\"https://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M516/K812/516812344.PDF\">Waymo (PDF)\u003c/a> to run an unlimited fleet of driverless robotaxis in San Francisco. If approved, the two companies would be able to charge for rides, at any hour of the day or night, throughout the city, and would be able to expand their fleets without limit.\u003c/p>\n\u003cp>The California Department of Motor Vehicles gave its \u003ca href=\"https://www.dmv.ca.gov/portal/news-and-media/117199-2/\">approval\u003c/a> for commercial robotaxis back in September of 2021. And both GM-owned Cruise and Alphabet-owned Waymo already have autonomous vehicles, or AVs, roaming certain parts of the city for limited hours. But these driverless cars have also given rise to frustration and sometimes fear, documented in profusion on social media. Like this tweet, posted last Sunday:\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Or this one, posted last Monday:\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>However, in the most recent earnings conference call for shareholders, Cruise CEO and CTO Kyle Vogt described a rosy scenario approaching, when their multibillion dollar investments might finally break out onto the open road of profitability and any current issues would be resolved. In fact, he argues driverless robotaxis will ultimately be safer and more convenient than regular cars.\u003c/p>\n\u003cp>“Safety continues to improve despite increasing complexity,” said Vogt two weeks ago. “Our analysis of the first 1 million miles shows AVs experienced 54% fewer collisions than human drivers in similar environments, and 92% fewer where the AV was the primary contributor. In other words, the vast majority of collisions are caused by inattentive human drivers, not the AV.” Vogt envisioned a day when people will find it more affordable to take robotaxis instead of owning cars.\u003c/p>\n\u003cp>The two companies must now clear a final regulatory hurdle from the California Public Utilities Commission before taking on human-driven Uber and Lyft unobstructed in San Francisco. But the votes have been delayed twice, following concerns voiced by local first responders and law enforcement.\u003c/p>\n\u003cp>There are multiple documented cases of AVs rolling into emergency scenes, oblivious to human commands to stop. The vehicles also have a tendency to “brick,” or come to a complete stop when confused, regardless of location. (See tweets above.)\u003c/p>\n\u003cfigure id=\"attachment_11957839\" class=\"wp-caption aligncenter\" style=\"max-width: 1000px\">\u003ca href=\"https://ww2.kqed.org/news/2023/08/10/are-you-ready-for-more-driverless-taxis-cpuc-votes-on-whether-to-let-cruise-waymo-expand-in-sf/city-of-san-francisco/\" rel=\"attachment wp-att-11957839\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11957839\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/city-of-san-francisco.jpg\" alt=\"a slide from a presentation shows a bar graph going up on the left and a map on the right\" width=\"1000\" height=\"565\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/city-of-san-francisco.jpg 1000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/city-of-san-francisco-800x452.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/city-of-san-francisco-160x90.jpg 160w\" sizes=\"(max-width: 1000px) 100vw, 1000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Screenshot from a CPUC meeting. \u003ccite>(SFFD, SFPD, SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Local regulators have largely had to watch from the sidewalks, and they’ve been \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2023/08/2023.08.07_cpuc_status_conference_8.7.2023_final.pdf\">loud about their frustration (PDF)\u003c/a>. Jeffrey Tumlin, director of the San Francisco Municipal Transportation Agency, says he’s bullish about the technology, but not the way company performance data is largely a black box to local officials.\u003c/p>\n\u003cp>“The companies have mostly denied all of our data requests around performance,” he said. “So to the extent that we have data, it is largely from reporting that industry must do — at the federal level to NHTSA (National Highway Traffic Safety Administration), and at the state level to the California Public Utilities Commission and the DMV.” Tumlin claims the bulk of safety performance data San Francisco transit officials get is coming from calls to 911.\u003c/p>\n\u003cp>But Dan Chatman, chair of UC Berkeley’s Department of City and Regional Planning, says the rollout of robotaxis is inevitable — and not just for San Francisco, or California. Three years ago, there were only test vehicles in a handful of places. Now, they prowl the streets of several large cities, including \u003ca href=\"https://techcrunch.com/2023/02/27/waymo-to-test-driverless-rides-with-employees-in-los-angeles/\">Los Angeles\u003c/a>, Phoenix, Austin and Miami. Cruise began offering the public a \u003ca href=\"https://getcruise.com/\">waitlist\u003c/a> for autonomous ride hailing in San Francisco in February of 2022. Waymo began \u003ca href=\"https://waymo.com/waymo-one-san-francisco/\">offering rides\u003c/a> the following November.\u003c/p>\n\u003cp>“It isn’t completely transparent to me that, just because there are some well publicized issues with the vehicles, therefore, they should be shut down,” Chatman said. “The CPUC is in a position where it has to weigh the potential benefits and the costs, and I don’t envy them their task.”\u003c/p>\n\u003cp>“Cruise is no longer a science project,” CEO Vogt said in that earnings call earlier this month. “There was once significant risk and reasons to doubt, but it’s now a rapidly growing business and transformational product.”\u003c/p>\n\u003cp>\u003cem>KQED’s Alexander Gonzalez contributed to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Controversial Speeding Ticket Cameras Could Come to 3 Bay Area Cities Under Proposed California Bill",
"headTitle": "Controversial Speeding Ticket Cameras Could Come to 3 Bay Area Cities Under Proposed California Bill | KQED",
"content": "\u003cp>Three Bay Area cities are poised to install cameras that automatically cite tickets for driving over the speed limit, according to a state bill that is swiftly working its way through the California Legislature.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB645\">AB 645\u003c/a>, comes as cities are increasingly looking at solutions to traffic accidents and ways to make streets safer for drivers and pedestrians. It would allow San Francisco, Oakland and San José to pilot a speed camera system, along with Los Angeles, Glendale and Long Beach.\u003c/p>\n\u003cp>But some privacy advocates worry the surveillance approach, which has been used in places like Chicago, will do little to change speeding issues while penalizing drivers in areas with less traffic infrastructure.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The problem with automated traffic enforcement is that it forces people to pay for the traffic-calming measures that cities should be paying for proactively,” said Tracy Rosenberg, advocacy director of \u003ca href=\"https://oaklandprivacy.org/\">Oakland Privacy\u003c/a>, a citizens’ coalition that advocates for the regulation of surveillance technology.\u003c/p>\n\u003cp>“When you look at cities, you find a real uneven allocation in terms of where traffic management infrastructure has been put into place,” she said. “Often in affluent neighborhoods, there is quite a bit of it, and you get into lower-income neighborhoods and there’s nothing. It’s all a speed trap. So that’s where all the tickets are going to be issued.”\u003c/p>\n\u003cp>Supporters of the bill, like the pedestrian advocacy group \u003ca href=\"https://walksf.org/2023/07/11/speed-camera-bill-clears-its-latest-hurdle-and-now-we-wait/\">Walk San Francisco\u003c/a>, say the speed safety cameras could help prevent more traffic deaths and dangerous road activity.\u003c/p>\n\u003cp>\u003ca href=\"https://www.oaklandca.gov/projects/assembly-bill-645-friedman-speed-safety-systems-pilot-program\">The city of Oakland\u003c/a> on its website said that the bill could also help with “removing interactions between police and the community at traffic stops that have the potential to escalate.”[pullquote align=\"right\" size=\"medium\" citation=\"Tracy Rosenberg, advocacy director, Oakland Privacy\"]‘We think that it’s kind of backwards, that cities should invest in traffic-calming infrastructure before they start punishing people essentially for the infrastructure not being in place.’[/pullquote]An average of 30 people a year have died in traffic deaths since 2006 in San Francisco, according to data from \u003ca href=\"https://www.visionzerosf.org/about/how-are-we-doing/\">Vision Zero SF\u003c/a>, which advocates for and measures traffic safety in the city. In 2022, 39 people died while traveling on the streets of San Francisco. Mayor London Breed co-sponsored the legislation, which was authored by Assemblymember Laura Friedman (D-Glendale).\u003c/p>\n\u003cp>Across the Bay Area’s nine counties, more than 400 fatalities and 1,500 serious injuries occur on average each year, according to data from the \u003ca href=\"https://mtc.ca.gov/about-mtc/committees/interagency-committees/bay-area-vision-zero-working-group\">Bay Area Vision Zero Working Group\u003c/a>, a part of the region’s Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Under AB 645, fines start at $50 for drivers speeding at least 11 miles per hour over the speed limit on specified city roads, and the fines can increase to up to $500 for traveling 100 miles per hour or more. Fines can be reduced if someone is unable to pay, and cities can offer community service alternatives.\u003c/p>\n\u003cp>The pilot program would run until Jan. 1, 2032, and data and outcomes would be used to determine whether it should move forward. Highways would not be included in the pilot programs.\u003c/p>\n\u003cp>For the first 30 days of the program’s rollout, cities would be required to issue warnings rather than fines. Cities would also be required to track outcomes and install additional so-called traffic-calming measures if speeding does not decrease by at least 20% in the first 18 months of the pilot.\u003c/p>\n\u003cp>Those additional changes could include adding bike lanes, media islands, roundabouts or curb extensions, and funding from the citations must be used for those types of developments.\u003c/p>\n\u003cp>Rosenberg said it should be the other way around.[aside label=\"Related Stories\" postID=\"news_11927758,news_11929172\"]“We think that it’s kind of backwards, that cities should invest in traffic-calming infrastructure before they start punishing people essentially for the infrastructure not being in place,” she said.\u003c/p>\n\u003cp>There is mixed research on how effective speed cameras are at reducing casualties. In Chicago, crash data shows that the number of injuries and deaths decreased in areas where the cameras were installed. \u003ca href=\"https://chi.streetsblog.org/2022/01/11/uic-study-speed-cams-save-lives-but-drivers-in-poc-communities-get-more-tickets\">One study from the University of Illinois at Chicago\u003c/a> found that automated speed enforcement reduced fatal crashes by 15% from 2015 to 2017.\u003c/p>\n\u003cp>But citations were not spread evenly. The UIC report also found that camera tickets were more likely to be issued in majority Black and Latino communities and lower-income neighborhoods.\u003c/p>\n\u003cp>The pilot programs would include a camera to take photos of license plates, as well as other technology including radar or laser systems to detect speeding. That also has Rosenberg concerned.\u003c/p>\n\u003cp>“There’s a lot of location data out there in the hands of the government about where we are, how we travel and how our cars move through space. And I read every week about a government system getting hacked nowadays,” she said, nodding to \u003ca href=\"https://www.oaklandca.gov/news/2023/city-of-oakland-targeted-by-ransomware-attack-core-services-not-affected\">a recent data breach at the city of Oakland\u003c/a>. “We have concerns about the privacy and security of this data.”\u003c/p>\n\u003cp>\u003cem>KQED’s Billy Cruz contributed reporting to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Three Bay Area cities are poised to install cameras that automatically cite tickets for driving over the speed limit, according to a state bill that is swiftly working its way through the California Legislature.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB645\">AB 645\u003c/a>, comes as cities are increasingly looking at solutions to traffic accidents and ways to make streets safer for drivers and pedestrians. It would allow San Francisco, Oakland and San José to pilot a speed camera system, along with Los Angeles, Glendale and Long Beach.\u003c/p>\n\u003cp>But some privacy advocates worry the surveillance approach, which has been used in places like Chicago, will do little to change speeding issues while penalizing drivers in areas with less traffic infrastructure.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The problem with automated traffic enforcement is that it forces people to pay for the traffic-calming measures that cities should be paying for proactively,” said Tracy Rosenberg, advocacy director of \u003ca href=\"https://oaklandprivacy.org/\">Oakland Privacy\u003c/a>, a citizens’ coalition that advocates for the regulation of surveillance technology.\u003c/p>\n\u003cp>“When you look at cities, you find a real uneven allocation in terms of where traffic management infrastructure has been put into place,” she said. “Often in affluent neighborhoods, there is quite a bit of it, and you get into lower-income neighborhoods and there’s nothing. It’s all a speed trap. So that’s where all the tickets are going to be issued.”\u003c/p>\n\u003cp>Supporters of the bill, like the pedestrian advocacy group \u003ca href=\"https://walksf.org/2023/07/11/speed-camera-bill-clears-its-latest-hurdle-and-now-we-wait/\">Walk San Francisco\u003c/a>, say the speed safety cameras could help prevent more traffic deaths and dangerous road activity.\u003c/p>\n\u003cp>\u003ca href=\"https://www.oaklandca.gov/projects/assembly-bill-645-friedman-speed-safety-systems-pilot-program\">The city of Oakland\u003c/a> on its website said that the bill could also help with “removing interactions between police and the community at traffic stops that have the potential to escalate.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>An average of 30 people a year have died in traffic deaths since 2006 in San Francisco, according to data from \u003ca href=\"https://www.visionzerosf.org/about/how-are-we-doing/\">Vision Zero SF\u003c/a>, which advocates for and measures traffic safety in the city. In 2022, 39 people died while traveling on the streets of San Francisco. Mayor London Breed co-sponsored the legislation, which was authored by Assemblymember Laura Friedman (D-Glendale).\u003c/p>\n\u003cp>Across the Bay Area’s nine counties, more than 400 fatalities and 1,500 serious injuries occur on average each year, according to data from the \u003ca href=\"https://mtc.ca.gov/about-mtc/committees/interagency-committees/bay-area-vision-zero-working-group\">Bay Area Vision Zero Working Group\u003c/a>, a part of the region’s Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Under AB 645, fines start at $50 for drivers speeding at least 11 miles per hour over the speed limit on specified city roads, and the fines can increase to up to $500 for traveling 100 miles per hour or more. Fines can be reduced if someone is unable to pay, and cities can offer community service alternatives.\u003c/p>\n\u003cp>The pilot program would run until Jan. 1, 2032, and data and outcomes would be used to determine whether it should move forward. Highways would not be included in the pilot programs.\u003c/p>\n\u003cp>For the first 30 days of the program’s rollout, cities would be required to issue warnings rather than fines. Cities would also be required to track outcomes and install additional so-called traffic-calming measures if speeding does not decrease by at least 20% in the first 18 months of the pilot.\u003c/p>\n\u003cp>Those additional changes could include adding bike lanes, media islands, roundabouts or curb extensions, and funding from the citations must be used for those types of developments.\u003c/p>\n\u003cp>Rosenberg said it should be the other way around.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We think that it’s kind of backwards, that cities should invest in traffic-calming infrastructure before they start punishing people essentially for the infrastructure not being in place,” she said.\u003c/p>\n\u003cp>There is mixed research on how effective speed cameras are at reducing casualties. In Chicago, crash data shows that the number of injuries and deaths decreased in areas where the cameras were installed. \u003ca href=\"https://chi.streetsblog.org/2022/01/11/uic-study-speed-cams-save-lives-but-drivers-in-poc-communities-get-more-tickets\">One study from the University of Illinois at Chicago\u003c/a> found that automated speed enforcement reduced fatal crashes by 15% from 2015 to 2017.\u003c/p>\n\u003cp>But citations were not spread evenly. The UIC report also found that camera tickets were more likely to be issued in majority Black and Latino communities and lower-income neighborhoods.\u003c/p>\n\u003cp>The pilot programs would include a camera to take photos of license plates, as well as other technology including radar or laser systems to detect speeding. That also has Rosenberg concerned.\u003c/p>\n\u003cp>“There’s a lot of location data out there in the hands of the government about where we are, how we travel and how our cars move through space. And I read every week about a government system getting hacked nowadays,” she said, nodding to \u003ca href=\"https://www.oaklandca.gov/news/2023/city-of-oakland-targeted-by-ransomware-attack-core-services-not-affected\">a recent data breach at the city of Oakland\u003c/a>. “We have concerns about the privacy and security of this data.”\u003c/p>\n\u003cp>\u003cem>KQED’s Billy Cruz contributed reporting to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"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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"tagline": "Art is where you find it",
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"soldout": {
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