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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After months of pleas from transit agencies and public transportation advocates, California lawmakers have released an emergency funding plan to help commuter rail and bus operators deal with their deepening financial crisis.\u003c/p>\n\u003cp>The proposal released late Sunday would allocate $1.1 billion from the state’s cap-and-trade funds over the next three years to help agencies facing major deficits because of the continuing effects of post-pandemic ridership and revenue losses.\u003c/p>\n\u003cp>That amount represents just a fraction of the more than \u003ca href=\"https://calmatters.org/newsletters/whatmatters/2023/04/california-public-transit-budget/\">$5 billion that local transit agencies have been seeking\u003c/a> over the next five years to avoid what’s come to be known as their fiscal cliff. That would be enough funding over a long enough period of time to allow operators to develop new sources of revenue to finance their day-to-day operations, agencies say.\u003c/p>\n\u003cp>It’s also unclear exactly how the new funding will be shared among operators, whose deficit projections vary dramatically. The Los Angeles County Metropolitan Transportation Authority, the state’s biggest transit district, for instance, is facing \u003ca href=\"https://calmatters.org/newsletters/whatmatters/2023/02/california-budget-public-transit/\">even bigger deficits\u003c/a> than its Bay Area peers in coming years.\u003c/p>\n\u003cp>Even so, Democratic state Sen. Scott Wiener of San Francisco, who has led the campaign to find new state support to help pay for day-to-day transit operations, called the plan a big win.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“This is a very, very positive step,” Wiener told KQED Monday morning. “We anticipate that this will address about half the Bay Area’s fiscal cliff over the next three years. So, of course, it would have been great to solve the entire problem in one fell swoop, but solving probably half of it is still extremely positive.”\u003c/p>\n\u003cp>Wiener added that he will keep pushing the state to increase support for public transportation during ongoing budget negotiations with the governor’s office. The state Constitution requires the Legislature to pass a balanced budget by midnight June 15. But lawmakers and the governor will negotiate final details — including the possibility of finding more transit funding — for the state’s 2023–24 budget, which takes effect July 1.\u003c/p>\n\u003cp>One potential source for more transit dollars is an approximately $1 billion surplus in federal highway funding.\u003c/p>\n\u003cp>Both Muni and BART, the Bay Area’s biggest transit operators, face deficits ranging into the hundreds of millions of dollars over the next several years. Like other agencies statewide, both have relied on federal COVID relief funding to restore service close to 2019 levels. Also similar to other operators, they will exhaust those federal funds sometime in 2025.\u003c/p>\n\u003cp>In a tweet, Muni chief Jeffrey Tumlin said the plan will buy time for transit operators to work on “other solutions.” Those other solutions could well involve tax measures — either region-wide or floated by BART and/or San Francisco alone.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>BART Board President Janice Li told KQED the proposal “is the first good news we’ve had around the transit fiscal cliff in months. It gives me a lot more hope.”\u003c/p>\n\u003cp>But with uncertainty about how funds will be allocated, she said, “We’re still all really untangling what this means and what the continued need is.”\u003c/p>\n\u003cp>The Legislature’s proposal also restores $2 billion in capital funding — money used for long-term needs like buying new vehicles or improving and maintaining infrastructure — that was cut in Gov. Gavin Newsom’s budget blueprint.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The plan would allow flexibility for transit agencies to use that capital funding for immediate operating needs — an idea adopted by budget committees in both the state Assembly and Senate. But Wiener and others have warned that flexibility would carry a heavy price.\u003c/p>\n\u003cp>“It’s really bad policy to cannibalize transit capital funds for operations for two reasons,” Wiener said. “First, obviously, it prevents us from making all the capital improvements we need to have better and better transit. But even more important, if we use these capital funds for operations, we will forfeit billions of dollars of federal matching funds. And so it’s really important to keep the infrastructure funds for infrastructure.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cb>CA State Superintendent Tony Thurmond\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">California’s public schools are dealing with unprecedented issues exacerbated by the pandemic: staffing shortages, low literacy, absenteeism and a mental health crisis among students. Tony Thurmond, the state superintendent of instruction, joins us to discuss the future of education in California. \u003c/span>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cb>The Future of Autonomous Vehicles\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Driverless cars are already moving along densely packed San Francisco streets. What does it mean for human drivers and street safety? We look at what’s happening. \u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Guests:\u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Ellie Casson, Waymo head of city policy and government affairs\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Prof. William Riggs, director of USF’s Autonomous Vehicles and the City Initiative\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp> \u003c/p>\n\u003cp>\u003cb>Generative AI\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Generative artificial intelligence is being called a paradigm shift for humanity — a change that will affect our work, our relationships and our knowledge. So what to make of it? Emily Chang, host and executive producer at Bloomberg Originals and author of \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400\">Brotopia\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\">, tries to help us make sense of it all. \u003c/span>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cb>Something Beautiful\u003c/b>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Since 1985, Point Isabel Dog Park has been a haven for Bay Area dog owners who want to let their dogs enjoy nature off-leash. The park, which sits on Richmond’s shoreline, encompasses roughly 50 acres and is this week’s look at Something Beautiful. \u003c/span>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cb>CA State Superintendent Tony Thurmond\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">California’s public schools are dealing with unprecedented issues exacerbated by the pandemic: staffing shortages, low literacy, absenteeism and a mental health crisis among students. Tony Thurmond, the state superintendent of instruction, joins us to discuss the future of education in California. \u003c/span>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cb>The Future of Autonomous Vehicles\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Driverless cars are already moving along densely packed San Francisco streets. What does it mean for human drivers and street safety? We look at what’s happening. \u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Guests:\u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Ellie Casson, Waymo head of city policy and government affairs\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Prof. William Riggs, director of USF’s Autonomous Vehicles and the City Initiative\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp> \u003c/p>\n\u003cp>\u003cb>Generative AI\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Generative artificial intelligence is being called a paradigm shift for humanity — a change that will affect our work, our relationships and our knowledge. So what to make of it? Emily Chang, host and executive producer at Bloomberg Originals and author of \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400\">Brotopia\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\">, tries to help us make sense of it all. \u003c/span>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cb>Something Beautiful\u003c/b>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Since 1985, Point Isabel Dog Park has been a haven for Bay Area dog owners who want to let their dogs enjoy nature off-leash. The park, which sits on Richmond’s shoreline, encompasses roughly 50 acres and is this week’s look at Something Beautiful. \u003c/span>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "some-bay-area-public-transit-lines-could-be-cut-this-summer-as-california-budget-deficit-looms",
"title": "Some Bay Area Public Transit Lines Could Be Cut This Summer as California Budget Deficit Looms",
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"content": "\u003cp>As California grapples with a $31.5 billion budget deficit, Gov. Gavin Newsom in his latest spending plan denied public transit agencies a lifeline.\u003c/p>\n\u003cp>But transit officials and their supporters in the Legislature aren’t giving up hope that the state will offer at least some aid. And Friday, the California Transit Association delivered a plan for how individual agencies should ask for money — and how they would be held accountable for how they spend it.\u003c/p>\n\u003cp>Transit agencies are \u003ca href=\"https://calmatters.org/newsletters/whatmatters/2023/04/california-public-transit-budget/\">seeking $5.15 billion in operating funds\u003c/a> over the next five years — warning that without substantial cash, they’ll \u003ca href=\"https://calmatters.org/public-transportation/2023/04/public-transit-california/\">fall deep into a financial pit\u003c/a> caused by a continued decline in ridership since the pandemic and the drying up of federal funds.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">[ad fullwidth]\u003c/span>\u003c/p>\n\u003cp>Without some kind of financial infusion, Muni — San Francisco’s bus system — \u003ca href=\"https://www.sfchronicle.com/bayarea/article/bart-muni-transit-fiscal-cliff-18101045.php\">may have to start cutting bus lines this summer\u003c/a>. Other transit systems are issuing similarly dire forecasts.\u003c/p>\n\u003cp>If services are cut, commuters will be affected, including working people who can’t afford cars — and certainly not electric vehicles. Increased use of public transit \u003ca href=\"https://calmatters.org/public-transportation/2023/04/public-transit-california/\">is key to reducing carbon emissions and reaching the state’s climate goals\u003c/a> championed by Newsom and Democratic leaders.\u003c/p>\n\u003cfigure id=\"attachment_11950410\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11950410\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut.jpg\" alt=\"Muni buses parked in San Francisco. They are gray with a red stripe down the side of the bus. The road is wet from rain.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A bus yard in San Francisco on April 6, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But in his \u003ca href=\"https://calmatters.org/politics/2023/05/california-budget-deficit-newsom/\">updated budget plan unveiled this month\u003c/a>, the governor committed only to working with the Legislature to find a solution.\u003c/p>\n\u003cp>“You can’t do everything,” he said at his May 12 budget briefing. “It’s about balancing other priorities.”\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Zack Deutsch-Gross, policy director, TransForm\"]‘The $2.5 billion needed to save Bay Area transit is less costly, in terms of dollars, people and the planet than the $5 billion in additional transportation costs that will be paid by the people who can least afford it.’[/pullquote]\u003c/p>\n\u003cp>The state Senate wants to make public transit a priority. In its spending proposal, it included the $5.15 billion as “bridge funding.” Supporters say the money can come from a mix of sources that already support transit and would reduce general fund revenue by only $213 million.\u003c/p>\n\u003cp>TransForm, an advocacy group focused on transit and housing inequities, said it was \u003ca href=\"https://www.transformca.org/post/press-release-governor-newsom-s-may-revise-fails-to-include-transit-operations?eId=b3522a35-c234-4f3b-978a-1250c46c8709&eType=EmailBlastContent\">disappointed in Newsom’s decision\u003c/a>.\u003c/p>\n\u003cp>“The $2.5 billion needed to save Bay Area transit is less costly, in terms of dollars, people and the planet than the $5 billion in additional transportation costs that will be paid by the people who can least afford it,” said Zack Deutsch-Gross, TransForm policy director.\u003c/p>\n\u003cp>The budget negotiations are well underway, with a June 15 deadline for the Legislature to pass a budget to keep collecting pay.\u003c/p>\n\u003ch2>\u003cstrong>Call for help too late?\u003c/strong>\u003c/h2>\n\u003cp>At a \u003ca href=\"https://youtu.be/V4p2vZSN_rs?t=1634\">town hall\u003c/a> on May 12, Assemblymember \u003ca href=\"https://calmatters.org/legislator-tracker/philip-ting-1969/\">Phil Ting\u003c/a>, a Democrat from San Francisco and chair of the Assembly Budget Committee, said transit agencies should have been better prepared and should have “sounded the alarm earlier.”\u003c/p>\n\u003cp>“Having said that, we are where we are. We can’t change the past,” Ting said.\u003c/p>\n\u003cfigure id=\"attachment_11950408\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11950408 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/05/RS6153_006.jpg\" alt=\"An Asian man with black hair combed back in a blue business suit is speaking with his hands.\" width=\"1980\" height=\"1319\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-1536x1023.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-1920x1279.jpg 1920w\" sizes=\"(max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Assemblymember Phil Ting at a community meeting on language access and the Affordable Care Act on Aug. 13, 2014. \u003ccite>(Deborah Svoboda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He said that legislators in the Bay Area Caucus he leads are focused on the issue and committed to making sure agencies don’t go over the “fiscal cliff.”\u003c/p>\n\u003cp>“We know that once these agencies have to stop service, it’s very difficult to turn it back on,” he said.\u003c/p>\n\u003cp>Ting said that, given the budget shortfall, the goal is to help get agencies to solid enough ground to pursue a local ballot measure for long-term financial sustainability.\u003c/p>\n\u003cp>But he also said that for the state to help, transit representatives need to present a spending plan and demonstrate accountability.\u003c/p>\n\u003cfigure id=\"attachment_11950411\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11950411\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut.jpg\" alt=\"A shot of a BART train inside the Civic Center stop.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Civic Center Station in San Francisco during the afternoon on Tuesday, March 10, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>On Friday, the California Transit Association, which represents agencies throughout the state, \u003ca href=\"https://calmatters.org/wp-content/uploads/2022/06/California-Transit-Association-Accountability-and-Reform-Framework-FINAL.pdf\">responded with its proposal\u003c/a>, which includes an 18-month deadline to report how funds are spent. Sent to Newsom and legislative leaders, the blueprint is based on recovery plans previously created by the Bay Area’s regional transportation commission and the Los Angeles Metropolitan Transportation Authority, as well as a bill this session from Burbank-area Democratic Assemblymember \u003ca href=\"https://calmatters.org/legislator-tracker/laura-friedman-1966/\">Laura Friedman\u003c/a> on transit oversight.\u003cspan style=\"font-weight: 400\">[aside label='More Stories on Transportation' tag='transportation']\u003c/span>The association also noted that its proposal won’t solve all the underlying issues.\u003c/p>\n\u003cp>“As we advance this accountability and reform framework, we continue to elevate that significant external challenges will continue to impact agencies’ budgets, operating environments, and ridership levels, including, the hollowing out of downtown cores, the housing crisis, and rise in violent crime,” it said in a statement.\u003c/p>\n\u003cp>The proposal, however, doesn’t satisfy concerns from some lawmakers, including state Sen. \u003ca href=\"https://calmatters.org/legislator-tracker/steven-glazer-1957/\">Steve Glazer\u003c/a>, who has been vocal in his criticism of BART oversight. BART officials previously responded to some of those concerns, saying the “fiscal cliff” has more to do with the agency’s financial model rather than specific expenses and missteps.\u003c/p>\n\u003cfigure id=\"attachment_11950409\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11950409\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut.jpg\" alt=\"A passenger on BART looks out the window from his seat.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A BART train heading from Oakland to San Francisco in the afternoon on Tuesday, March 10, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I thought it was an April Fool’s joke delivered in May,” Glazer told CalMatters of the association’s proposal. “Self-policing is not accountability.”\u003c/p>\n\u003cp>Meanwhile, agencies have already begun to make some changes to boost ridership, including BART ramping up service on its most popular line between Antioch and San Francisco, and LA Metro ramping up both homelessness services and microtransit.\u003c/p>\n\u003cp>But those changes aren’t cheap.\u003c/p>\n\u003cp>Bevan Dufty, a member of the BART board of directors, \u003ca href=\"https://www.youtube.com/watch?v=lLHzI1pK9ro\">said in April\u003c/a>: “We really can’t cut our way out of this.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "California’s public transit agencies are seeking $5 billion over five years to keep buses and trains running, but time is running out in the budget process at the state Capitol.",
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"title": "Some Bay Area Public Transit Lines Could Be Cut This Summer as California Budget Deficit Looms | KQED",
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"headline": "Some Bay Area Public Transit Lines Could Be Cut This Summer as California Budget Deficit Looms",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As California grapples with a $31.5 billion budget deficit, Gov. Gavin Newsom in his latest spending plan denied public transit agencies a lifeline.\u003c/p>\n\u003cp>But transit officials and their supporters in the Legislature aren’t giving up hope that the state will offer at least some aid. And Friday, the California Transit Association delivered a plan for how individual agencies should ask for money — and how they would be held accountable for how they spend it.\u003c/p>\n\u003cp>Transit agencies are \u003ca href=\"https://calmatters.org/newsletters/whatmatters/2023/04/california-public-transit-budget/\">seeking $5.15 billion in operating funds\u003c/a> over the next five years — warning that without substantial cash, they’ll \u003ca href=\"https://calmatters.org/public-transportation/2023/04/public-transit-california/\">fall deep into a financial pit\u003c/a> caused by a continued decline in ridership since the pandemic and the drying up of federal funds.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/span>\u003c/p>\n\u003cp>Without some kind of financial infusion, Muni — San Francisco’s bus system — \u003ca href=\"https://www.sfchronicle.com/bayarea/article/bart-muni-transit-fiscal-cliff-18101045.php\">may have to start cutting bus lines this summer\u003c/a>. Other transit systems are issuing similarly dire forecasts.\u003c/p>\n\u003cp>If services are cut, commuters will be affected, including working people who can’t afford cars — and certainly not electric vehicles. Increased use of public transit \u003ca href=\"https://calmatters.org/public-transportation/2023/04/public-transit-california/\">is key to reducing carbon emissions and reaching the state’s climate goals\u003c/a> championed by Newsom and Democratic leaders.\u003c/p>\n\u003cfigure id=\"attachment_11950410\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11950410\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut.jpg\" alt=\"Muni buses parked in San Francisco. They are gray with a red stripe down the side of the bus. The road is wet from rain.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A bus yard in San Francisco on April 6, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But in his \u003ca href=\"https://calmatters.org/politics/2023/05/california-budget-deficit-newsom/\">updated budget plan unveiled this month\u003c/a>, the governor committed only to working with the Legislature to find a solution.\u003c/p>\n\u003cp>“You can’t do everything,” he said at his May 12 budget briefing. “It’s about balancing other priorities.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "‘The $2.5 billion needed to save Bay Area transit is less costly, in terms of dollars, people and the planet than the $5 billion in additional transportation costs that will be paid by the people who can least afford it.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The state Senate wants to make public transit a priority. In its spending proposal, it included the $5.15 billion as “bridge funding.” Supporters say the money can come from a mix of sources that already support transit and would reduce general fund revenue by only $213 million.\u003c/p>\n\u003cp>TransForm, an advocacy group focused on transit and housing inequities, said it was \u003ca href=\"https://www.transformca.org/post/press-release-governor-newsom-s-may-revise-fails-to-include-transit-operations?eId=b3522a35-c234-4f3b-978a-1250c46c8709&eType=EmailBlastContent\">disappointed in Newsom’s decision\u003c/a>.\u003c/p>\n\u003cp>“The $2.5 billion needed to save Bay Area transit is less costly, in terms of dollars, people and the planet than the $5 billion in additional transportation costs that will be paid by the people who can least afford it,” said Zack Deutsch-Gross, TransForm policy director.\u003c/p>\n\u003cp>The budget negotiations are well underway, with a June 15 deadline for the Legislature to pass a budget to keep collecting pay.\u003c/p>\n\u003ch2>\u003cstrong>Call for help too late?\u003c/strong>\u003c/h2>\n\u003cp>At a \u003ca href=\"https://youtu.be/V4p2vZSN_rs?t=1634\">town hall\u003c/a> on May 12, Assemblymember \u003ca href=\"https://calmatters.org/legislator-tracker/philip-ting-1969/\">Phil Ting\u003c/a>, a Democrat from San Francisco and chair of the Assembly Budget Committee, said transit agencies should have been better prepared and should have “sounded the alarm earlier.”\u003c/p>\n\u003cp>“Having said that, we are where we are. We can’t change the past,” Ting said.\u003c/p>\n\u003cfigure id=\"attachment_11950408\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11950408 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/05/RS6153_006.jpg\" alt=\"An Asian man with black hair combed back in a blue business suit is speaking with his hands.\" width=\"1980\" height=\"1319\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-1536x1023.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-1920x1279.jpg 1920w\" sizes=\"(max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Assemblymember Phil Ting at a community meeting on language access and the Affordable Care Act on Aug. 13, 2014. \u003ccite>(Deborah Svoboda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He said that legislators in the Bay Area Caucus he leads are focused on the issue and committed to making sure agencies don’t go over the “fiscal cliff.”\u003c/p>\n\u003cp>“We know that once these agencies have to stop service, it’s very difficult to turn it back on,” he said.\u003c/p>\n\u003cp>Ting said that, given the budget shortfall, the goal is to help get agencies to solid enough ground to pursue a local ballot measure for long-term financial sustainability.\u003c/p>\n\u003cp>But he also said that for the state to help, transit representatives need to present a spending plan and demonstrate accountability.\u003c/p>\n\u003cfigure id=\"attachment_11950411\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11950411\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut.jpg\" alt=\"A shot of a BART train inside the Civic Center stop.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Civic Center Station in San Francisco during the afternoon on Tuesday, March 10, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>On Friday, the California Transit Association, which represents agencies throughout the state, \u003ca href=\"https://calmatters.org/wp-content/uploads/2022/06/California-Transit-Association-Accountability-and-Reform-Framework-FINAL.pdf\">responded with its proposal\u003c/a>, which includes an 18-month deadline to report how funds are spent. Sent to Newsom and legislative leaders, the blueprint is based on recovery plans previously created by the Bay Area’s regional transportation commission and the Los Angeles Metropolitan Transportation Authority, as well as a bill this session from Burbank-area Democratic Assemblymember \u003ca href=\"https://calmatters.org/legislator-tracker/laura-friedman-1966/\">Laura Friedman\u003c/a> on transit oversight.\u003cspan style=\"font-weight: 400\">\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/span>The association also noted that its proposal won’t solve all the underlying issues.\u003c/p>\n\u003cp>“As we advance this accountability and reform framework, we continue to elevate that significant external challenges will continue to impact agencies’ budgets, operating environments, and ridership levels, including, the hollowing out of downtown cores, the housing crisis, and rise in violent crime,” it said in a statement.\u003c/p>\n\u003cp>The proposal, however, doesn’t satisfy concerns from some lawmakers, including state Sen. \u003ca href=\"https://calmatters.org/legislator-tracker/steven-glazer-1957/\">Steve Glazer\u003c/a>, who has been vocal in his criticism of BART oversight. BART officials previously responded to some of those concerns, saying the “fiscal cliff” has more to do with the agency’s financial model rather than specific expenses and missteps.\u003c/p>\n\u003cfigure id=\"attachment_11950409\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11950409\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut.jpg\" alt=\"A passenger on BART looks out the window from his seat.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A BART train heading from Oakland to San Francisco in the afternoon on Tuesday, March 10, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I thought it was an April Fool’s joke delivered in May,” Glazer told CalMatters of the association’s proposal. “Self-policing is not accountability.”\u003c/p>\n\u003cp>Meanwhile, agencies have already begun to make some changes to boost ridership, including BART ramping up service on its most popular line between Antioch and San Francisco, and LA Metro ramping up both homelessness services and microtransit.\u003c/p>\n\u003cp>But those changes aren’t cheap.\u003c/p>\n\u003cp>Bevan Dufty, a member of the BART board of directors, \u003ca href=\"https://www.youtube.com/watch?v=lLHzI1pK9ro\">said in April\u003c/a>: “We really can’t cut our way out of this.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Displaced Residents From Coliseum-Area Complex Want BART to Hold Developer Accountable",
"headTitle": "Displaced Residents From Coliseum-Area Complex Want BART to Hold Developer Accountable | KQED",
"content": "\u003cp>Scores of residents forced over New Year’s weekend to evacuate a flood-damaged East Oakland apartment complex built on BART property are still months away from being able to return home and are appealing to the agency’s elected board for help.\u003c/p>\n\u003cp>Tenants from the 110-unit Coliseum Connections development confronted the board on Thursday about the conditions they’re facing — including vermin-infested temporary hotel accommodations, disrupted family and work life, and ongoing stress and mental health challenges — after a resident at the complex reportedly took his own life earlier this week.\u003c/p>\n\u003cp>“It’s been 117 days. We don’t need you to listen anymore. We need you to do something,” resident Jasmine Braggs told the board. “We’re done talking. We’re done telling you guys what we don’t have — you have that.”\u003c/p>\n\u003cp>Residents are still awaiting the completion of extensive work and repairs needed after New Year’s weekend storms flooded streets adjacent to BART’s Coliseum station and inundated the development’s parking garage.[pullquote align=\"right\" size=\"medium\" citation=\"Tommie Wheeler, tenant\"]‘A lot of mental breakdowns are happening. It’s just really unfortunate what happened this week. My Coliseum Connection family — we’re literally begging for help.’[/pullquote]Michael Johnson, CEO of the property’s developer and owner, UrbanCore Development, earlier estimated residents would be able to move back in by April 1. The delay was mostly due, he said, to the difficulty in purchasing electrical equipment to replace gear damaged during the flood.\u003c/p>\n\u003cp>In an email responding to KQED questions Thursday, he said the new target date is July 1.\u003c/p>\n\u003cp>Braggs acknowledged that BART has given the displaced residents free Clipper cards, but said much more is needed, with residents facing at least two more months before they can get back into their units and some semblance of the daily routines that have been taken away from them.\u003c/p>\n\u003cp>“What you guys have done, we appreciate it, but it’s not enough,” Braggs said. “I want to cook a meal. I want to be at home. I want to invite people over. I can’t do that.”\u003c/p>\n\u003cp>Most of the residents who addressed the board Thursday blamed UrbanCore’s Johnson for leaving them to fend for themselves.\u003c/p>\n\u003cp>UrbanCore initially paid the hotel bills for displaced residents after the New Year’s flood. The city of Oakland stepped in to pick up the tab after Johnson announced abruptly in early February his firm could no longer afford to pay.\u003c/p>\n\u003cp>Some residents have exercised an option to get out of their Coliseum Connections leases. But many others in the complex, which includes a mix of 50% lower-income and 50% market-rate units, remain in hotels amid sometimes dismal conditions.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>East Bay BART board member Lateefah Simon, who has been in frequent touch with the displaced residents, described some hotel accommodations as “laden with vermin and crime.” Braggs said families with three or more children are staying in single-room units with just one sink for dishwashing and personal care.\u003c/p>\n\u003cp>“People are not having their needs met,” tenant Hezekiah Burton told the board. “People cannot get their kids to school or to work, and the amount of emotional and mental effort needed for my fellow neighbors to advocate for themselves — we are not dedicated, fully trained civil rights or community grassroots organizers. We are just ordinary people working and trying to make a living and pay our taxes.”\u003c/p>\n\u003cp>Several residents mentioned the reported incident earlier in the week in which a neighbor returned to his unit in the complex and took his own life. The meeting paused at one point for an extended moment of silence.\u003c/p>\n\u003cp>“A lot of mental breakdowns are happening,” said tenant Tommie Wheeler. “It’s just really unfortunate what happened this week. My Coliseum Connection family — we’re literally begging for help.”\u003c/p>\n\u003cp>Burton asked the board what the agency would do to “make sure our neighbors are made whole again and, two, make sure this never happens again. Part of that is to acknowledge that Michael Johnson is not a person to do business with.”[pullquote align=\"right\" size=\"medium\" citation=\"Lateefah Simon, East Bay BART board member\"]‘I would hope that moving forward, when we are selecting developers to build for us, especially when it involves real people and housing and families, that we do everything possible to look into their backgrounds and how they have treated other investors and residents and community members.’[/pullquote]The harshest criticism of Johnson came from board member Simon, who said the developer has been “blatently disrespectful to single mothers and horrifically negligent in his response toward these community members.”\u003c/p>\n\u003cp>“The ways in which this developer has treated these residents in this process — I speak only for myself, but I would hope that moving forward, when we are selecting developers to build for us, especially when it involves real people and housing and families, that we do everything possible to look into their backgrounds and how they have treated other investors and residents and community members,” she said.\u003c/p>\n\u003cp>Johnson said in an email “there is absolutely no basis” to the accusations leveled by Simon and others.\u003c/p>\n\u003cp>BART granted UrbanCore Development a long-term lease on its Coliseum property as part of its extensive transit-oriented development program. The agency has no formal role in operating or overseeing the Coliseum Connections complex, which opened in 2019.\u003c/p>\n\u003cp>Some residents are encouraging BART to consider revoking UrbanCore’s lease.\u003c/p>\n\u003cp>Tenant Alex Vila urged agency officials to closely scrutinize its contract with Johnson and UrbanCore, saying, “and he breaks any piece of that lease, remove him from the right to lease your property and find us a new landlord.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "About 200 people were forced out of their homes in the Coliseum Connections complex, built on BART property, during New Year's weekend floods. Four months later — and after the reported suicide of a fellow displaced tenant — they want the transit agency to take action.",
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"description": "About 200 people were forced out of their homes in the Coliseum Connections complex, built on BART property, during New Year's weekend floods. Four months later — and after the reported suicide of a fellow displaced tenant — they want the transit agency to take action.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Scores of residents forced over New Year’s weekend to evacuate a flood-damaged East Oakland apartment complex built on BART property are still months away from being able to return home and are appealing to the agency’s elected board for help.\u003c/p>\n\u003cp>Tenants from the 110-unit Coliseum Connections development confronted the board on Thursday about the conditions they’re facing — including vermin-infested temporary hotel accommodations, disrupted family and work life, and ongoing stress and mental health challenges — after a resident at the complex reportedly took his own life earlier this week.\u003c/p>\n\u003cp>“It’s been 117 days. We don’t need you to listen anymore. We need you to do something,” resident Jasmine Braggs told the board. “We’re done talking. We’re done telling you guys what we don’t have — you have that.”\u003c/p>\n\u003cp>Residents are still awaiting the completion of extensive work and repairs needed after New Year’s weekend storms flooded streets adjacent to BART’s Coliseum station and inundated the development’s parking garage.\u003c/p>\u003c/div>",
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"content": "‘A lot of mental breakdowns are happening. It’s just really unfortunate what happened this week. My Coliseum Connection family — we’re literally begging for help.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Michael Johnson, CEO of the property’s developer and owner, UrbanCore Development, earlier estimated residents would be able to move back in by April 1. The delay was mostly due, he said, to the difficulty in purchasing electrical equipment to replace gear damaged during the flood.\u003c/p>\n\u003cp>In an email responding to KQED questions Thursday, he said the new target date is July 1.\u003c/p>\n\u003cp>Braggs acknowledged that BART has given the displaced residents free Clipper cards, but said much more is needed, with residents facing at least two more months before they can get back into their units and some semblance of the daily routines that have been taken away from them.\u003c/p>\n\u003cp>“What you guys have done, we appreciate it, but it’s not enough,” Braggs said. “I want to cook a meal. I want to be at home. I want to invite people over. I can’t do that.”\u003c/p>\n\u003cp>Most of the residents who addressed the board Thursday blamed UrbanCore’s Johnson for leaving them to fend for themselves.\u003c/p>\n\u003cp>UrbanCore initially paid the hotel bills for displaced residents after the New Year’s flood. The city of Oakland stepped in to pick up the tab after Johnson announced abruptly in early February his firm could no longer afford to pay.\u003c/p>\n\u003cp>Some residents have exercised an option to get out of their Coliseum Connections leases. But many others in the complex, which includes a mix of 50% lower-income and 50% market-rate units, remain in hotels amid sometimes dismal conditions.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>East Bay BART board member Lateefah Simon, who has been in frequent touch with the displaced residents, described some hotel accommodations as “laden with vermin and crime.” Braggs said families with three or more children are staying in single-room units with just one sink for dishwashing and personal care.\u003c/p>\n\u003cp>“People are not having their needs met,” tenant Hezekiah Burton told the board. “People cannot get their kids to school or to work, and the amount of emotional and mental effort needed for my fellow neighbors to advocate for themselves — we are not dedicated, fully trained civil rights or community grassroots organizers. We are just ordinary people working and trying to make a living and pay our taxes.”\u003c/p>\n\u003cp>Several residents mentioned the reported incident earlier in the week in which a neighbor returned to his unit in the complex and took his own life. The meeting paused at one point for an extended moment of silence.\u003c/p>\n\u003cp>“A lot of mental breakdowns are happening,” said tenant Tommie Wheeler. “It’s just really unfortunate what happened this week. My Coliseum Connection family — we’re literally begging for help.”\u003c/p>\n\u003cp>Burton asked the board what the agency would do to “make sure our neighbors are made whole again and, two, make sure this never happens again. Part of that is to acknowledge that Michael Johnson is not a person to do business with.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The harshest criticism of Johnson came from board member Simon, who said the developer has been “blatently disrespectful to single mothers and horrifically negligent in his response toward these community members.”\u003c/p>\n\u003cp>“The ways in which this developer has treated these residents in this process — I speak only for myself, but I would hope that moving forward, when we are selecting developers to build for us, especially when it involves real people and housing and families, that we do everything possible to look into their backgrounds and how they have treated other investors and residents and community members,” she said.\u003c/p>\n\u003cp>Johnson said in an email “there is absolutely no basis” to the accusations leveled by Simon and others.\u003c/p>\n\u003cp>BART granted UrbanCore Development a long-term lease on its Coliseum property as part of its extensive transit-oriented development program. The agency has no formal role in operating or overseeing the Coliseum Connections complex, which opened in 2019.\u003c/p>\n\u003cp>Some residents are encouraging BART to consider revoking UrbanCore’s lease.\u003c/p>\n\u003cp>Tenant Alex Vila urged agency officials to closely scrutinize its contract with Johnson and UrbanCore, saying, “and he breaks any piece of that lease, remove him from the right to lease your property and find us a new landlord.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "san-mateo-101-express-lanes-officially-opened-with-ceremony-but-critics-say-traffic-and-pollution-will-be-worse",
"title": "San Mateo 101 Express Lanes Officially Opened With Ceremony — but Critics Say Traffic and Pollution Will Be Worse",
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"headTitle": "San Mateo 101 Express Lanes Officially Opened With Ceremony — but Critics Say Traffic and Pollution Will Be Worse | KQED",
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"content": "\u003cp>The \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-projects/d4-san-mateo-101-express-lane-project#:~:text=The%20San%20Mateo%20101%20Express%20Lanes%20seamlessly%20connect%20to%20the,Lanes%2C%20visit%20101expresslanes.org.\">San Mateo 101 Express Lanes Project\u003c/a> officially opened in a ribbon-cutting ceremony on Saturday. The 22 miles of express lanes that extend along Highway 101 from the San Mateo/Santa Clara county line to Interstate 380 in South San Francisco are intended to reduce traffic congestion and encourage carpooling and transit use along one of the busiest thoroughfares on the San Francisco Peninsula.\u003c/p>\n\u003cp>“The express lanes opening in San Mateo County has been years in the making [and] it’s finally come to fruition,” said U.S. Rep. Kevin Mullin of San Mateo, who represents District 15. “It’s good for the economy, it’s good for the environment, and it’s a win for all of the stakeholders who’ve been involved for years now in pulling this project together.”\u003c/p>\n\u003cfigure id=\"attachment_11946837\" class=\"wp-caption alignright\" style=\"max-width: 160px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11946837 size-thumbnail\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/04/IMG_2731-scaled-e1681615942522-160x238.jpg\" alt=\"A blue and white project map with roads outlined, shown in shade outdoors.\" width=\"160\" height=\"238\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2731-scaled-e1681615942522-160x238.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2731-scaled-e1681615942522-800x1188.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2731-scaled-e1681615942522-1020x1514.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2731-scaled-e1681615942522-1035x1536.jpg 1035w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2731-scaled-e1681615942522-1380x2048.jpg 1380w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2731-scaled-e1681615942522.jpg 1651w\" sizes=\"(max-width: 160px) 100vw, 160px\">\u003cfigcaption class=\"wp-caption-text\">A map of the San Mateo 101 Express Lanes at the opening ceremony on April 15, 2023, in San Mateo. \u003ccite>(Elize Manoukian/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The $581 million project — funded through a combination of federal, state, local, regional and private contributions — involved Caltrans, the San Mateo County Transportation Authority, the City/County Association of Governments of San Mateo County and the San Mateo County Express Lanes Joint Powers Authority. Construction began in 2019. Attendees of the opening ceremony included Mullin, Assemblymember Diane Papan and San Bruno Mayor Rico Medina.\u003c/p>\n\u003cp>The lanes, which have been operational since March 3, use “dynamic pricing” to set the toll price, which rises and falls depending on how crowded the lane is, varying between $0.50 and $12.\u003c/p>\n\u003cp>The project also has an equity component through the \u003ca href=\"https://www.smcgov.org/sites/default/files/2022-04/Community%20Transportation%20Benefits%20Program%20Overview_Immigrant%20Services.pdf\">Community Transportation Benefits Program (PDF)\u003c/a>, whereby qualifying San Mateo County residents with incomes of 60% of the county’s average median income (about $70,000) or less can use a \u003ca href=\"https://www.clippercard.com/ClipperWeb/pay-with-phone?utm_source=DMG&utm_medium=Adwords&utm_campaign=COYP+Winter\">Clipper card\u003c/a> with a value of $100 provided annually, or a \u003ca href=\"https://getfastrak.org/\">FasTrak\u003c/a> toll tag/transponder with a value of $100 provided one time, for use on the express lanes. Vehicles with three or more people, buses, vans and motorcycles can use the express lanes toll-free, with 50% off for vehicles with two people and clean-air vehicles (with a valid clean-air decal from the California Department of Motor Vehicles).[pullquote align=\"right\" size=\"medium\" citation=\"Mike Swire, safe streets and climate advocate\"]‘[H]ere we are incenting more people to drive … It’s like rearranging deck chairs on the Titanic.’[/pullquote]“This equity program is the first of its kind with toll lanes anywhere in California,” said Papan, who represents the 21st Assembly District, which includes San Mateo County. “We didn’t want them just to be Lexus lanes. We really wanted an equity component … taking dollars out of the lane, putting them in public transportation and helping folks along the way. A win-win-win.”\u003c/p>\n\u003cp>But not everyone is celebrating. Some have claimed \u003ca href=\"https://sf.streetsblog.org/2023/04/12/not-a-surprise-101-freeway-widening-shows-negative-results/\">the project has already proven to be a failure\u003c/a> and that congestion and pollution are as bad as ever. Critics of the project came to the opening, with local safe streets and climate advocate Mike Swire calling the project “the worst local environmental decision in recent memory.”\u003c/p>\n\u003cfigure id=\"attachment_11946830\" class=\"wp-caption alignright\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11946830\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/04/IMG_2729-1-scaled.jpg\" alt=\"A white woman speaks from a stage and points at a screen to her right with people in the foreground listening on.\" width=\"1920\" height=\"2560\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2729-1-scaled.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2729-1-800x1067.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2729-1-1020x1360.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2729-1-160x213.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2729-1-1152x1536.jpg 1152w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2729-1-1536x2048.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Assemblymember Diane Papan (D-21) speaks at the opening ceremony of the San Mateo 101 Express Lanes on April 15, 2023, in San Mateo. \u003ccite>(Elize Manoukian/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Highway widening has never worked,” said Swire, who is also a member of the \u003ca href=\"https://www.smcta.com/whats-happening/citizens-advisory-committee\">San Mateo County Transportation Authority Citizens Advisory Committee\u003c/a> but was not speaking on behalf of the committee. “It creates what’s called induced demand, which means that basically the easier you make it for people to drive, more people will drive. The county and elected officials had an opportunity to install express lanes without widening the highway, but instead they chose to widen it, which simply adds more capacity for more cars, [which] adds more cars, which means more air pollution — largely falling on communities that are people of color and low-income living adjacent to highways.”\u003c/p>\n\u003cp>“I’m concerned because I believe that as San Mateo County grows and as the Bay Area grows, we need to be investing in transit and we need to provide that money,” said Darryl Yip, a transportation planner who lives in South San Francisco. “San Mateo County just spent $600 million. They’re doing Phase 3, which is going to cost another several hundred million dollars at the same time that both SamTrans and Caltrain are in a transit fiscal cliff. And when the county is choosing to put money onto freeway widening and not into investing in Caltrain or SamTrans, in investing in alternatives to driving, that’s a big problem.”\u003c/p>\n\u003cp>Touting the environmental benefits of the project, Mullin said the express lanes would “bring real efficiencies to this entire corridor and actually address greenhouse gas emissions” and that it would create a revenue stream for public transit that he said would have “a tremendous environmental benefit.” Papan also said it would\u003cb> “\u003c/b>lower our greenhouse gas emissions.”\u003c/p>\n\u003cp>Swire, meanwhile, said the new express lanes would only \u003cem>add\u003c/em> to greenhouse gas emissions by widening the busiest road by 25%. He also added that it would lead to more “traffic violence” and make the neighborhoods it passes through “more dangerous,” citing an escalation of \u003ca href=\"https://sfstandard.com/criminal-justice/coroner-identifies-pedestrian-struck-and-killed-by-cars-on-san-bruno-interstate/\">accidents and deaths\u003c/a> involving pedestrians and cyclists on the 101.\u003c/p>\n\u003cfigure id=\"attachment_11946828\" class=\"wp-caption alignnone\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11946828 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/04/IMG_2756-1-scaled.jpg\" alt=\"Two men, one young and Asian with a shaved head, the other middle-aged and white, with sunglasses, a baseball cap and a white beard, both smiling, hold signs that read "More Cars Bad" and "They Can't Breathe"\" width=\"2560\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2756-1-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2756-1-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2756-1-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2756-1-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2756-1-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2756-1-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2756-1-1920x1440.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Darryl Yip (left) and Mike Swire show their opposition at the official opening of the express lanes on April 15, 2023, in San Mateo. \u003ccite>(Elize Manoukian/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We lost this battle, and this highway’s been widened,” said Swire. “But the upcoming battle is whether or not to repeat this mistake on 101 from 380 in North San Francisco. … We’re going to do everything possible to make sure that any project up there, even if it includes express lanes, converts an existing lane instead of widening the highway, adding cars, increasing air pollution, increasing greenhouse gas emissions and increasing traffic violence. It’s OK to do express lanes, but we don’t need to widen with the next project.”\u003c/p>\n\u003cp>“Transportation is the No. 1 producer of greenhouse gas emissions on the peninsula right now, [representing] about 60% of emissions, and here we are incenting more people to drive,” he added. “It’s like rearranging deck chairs on the Titanic.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The San Mateo 101 Express Lanes Project was officially opened Saturday, as Assemblymember Diane Papan and Rep. Kevin Mullin praised the project, saying it would lessen congestion and improve pollution and equity in the county. But critics of the project, who showed up to the ceremony, disagree, saying widening roads is not the answer.",
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"title": "San Mateo 101 Express Lanes Officially Opened With Ceremony — but Critics Say Traffic and Pollution Will Be Worse | KQED",
"description": "The San Mateo 101 Express Lanes Project was officially opened Saturday, as Assemblymember Diane Papan and Rep. Kevin Mullin praised the project, saying it would lessen congestion and improve pollution and equity in the county. But critics of the project, who showed up to the ceremony, disagree, saying widening roads is not the answer.",
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"headline": "San Mateo 101 Express Lanes Officially Opened With Ceremony — but Critics Say Traffic and Pollution Will Be Worse",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-projects/d4-san-mateo-101-express-lane-project#:~:text=The%20San%20Mateo%20101%20Express%20Lanes%20seamlessly%20connect%20to%20the,Lanes%2C%20visit%20101expresslanes.org.\">San Mateo 101 Express Lanes Project\u003c/a> officially opened in a ribbon-cutting ceremony on Saturday. The 22 miles of express lanes that extend along Highway 101 from the San Mateo/Santa Clara county line to Interstate 380 in South San Francisco are intended to reduce traffic congestion and encourage carpooling and transit use along one of the busiest thoroughfares on the San Francisco Peninsula.\u003c/p>\n\u003cp>“The express lanes opening in San Mateo County has been years in the making [and] it’s finally come to fruition,” said U.S. Rep. Kevin Mullin of San Mateo, who represents District 15. “It’s good for the economy, it’s good for the environment, and it’s a win for all of the stakeholders who’ve been involved for years now in pulling this project together.”\u003c/p>\n\u003cfigure id=\"attachment_11946837\" class=\"wp-caption alignright\" style=\"max-width: 160px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11946837 size-thumbnail\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/04/IMG_2731-scaled-e1681615942522-160x238.jpg\" alt=\"A blue and white project map with roads outlined, shown in shade outdoors.\" width=\"160\" height=\"238\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2731-scaled-e1681615942522-160x238.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2731-scaled-e1681615942522-800x1188.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2731-scaled-e1681615942522-1020x1514.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2731-scaled-e1681615942522-1035x1536.jpg 1035w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2731-scaled-e1681615942522-1380x2048.jpg 1380w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2731-scaled-e1681615942522.jpg 1651w\" sizes=\"(max-width: 160px) 100vw, 160px\">\u003cfigcaption class=\"wp-caption-text\">A map of the San Mateo 101 Express Lanes at the opening ceremony on April 15, 2023, in San Mateo. \u003ccite>(Elize Manoukian/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The $581 million project — funded through a combination of federal, state, local, regional and private contributions — involved Caltrans, the San Mateo County Transportation Authority, the City/County Association of Governments of San Mateo County and the San Mateo County Express Lanes Joint Powers Authority. Construction began in 2019. Attendees of the opening ceremony included Mullin, Assemblymember Diane Papan and San Bruno Mayor Rico Medina.\u003c/p>\n\u003cp>The lanes, which have been operational since March 3, use “dynamic pricing” to set the toll price, which rises and falls depending on how crowded the lane is, varying between $0.50 and $12.\u003c/p>\n\u003cp>The project also has an equity component through the \u003ca href=\"https://www.smcgov.org/sites/default/files/2022-04/Community%20Transportation%20Benefits%20Program%20Overview_Immigrant%20Services.pdf\">Community Transportation Benefits Program (PDF)\u003c/a>, whereby qualifying San Mateo County residents with incomes of 60% of the county’s average median income (about $70,000) or less can use a \u003ca href=\"https://www.clippercard.com/ClipperWeb/pay-with-phone?utm_source=DMG&utm_medium=Adwords&utm_campaign=COYP+Winter\">Clipper card\u003c/a> with a value of $100 provided annually, or a \u003ca href=\"https://getfastrak.org/\">FasTrak\u003c/a> toll tag/transponder with a value of $100 provided one time, for use on the express lanes. Vehicles with three or more people, buses, vans and motorcycles can use the express lanes toll-free, with 50% off for vehicles with two people and clean-air vehicles (with a valid clean-air decal from the California Department of Motor Vehicles).\u003c/p>\u003c/div>",
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"content": "‘[H]ere we are incenting more people to drive … It’s like rearranging deck chairs on the Titanic.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“This equity program is the first of its kind with toll lanes anywhere in California,” said Papan, who represents the 21st Assembly District, which includes San Mateo County. “We didn’t want them just to be Lexus lanes. We really wanted an equity component … taking dollars out of the lane, putting them in public transportation and helping folks along the way. A win-win-win.”\u003c/p>\n\u003cp>But not everyone is celebrating. Some have claimed \u003ca href=\"https://sf.streetsblog.org/2023/04/12/not-a-surprise-101-freeway-widening-shows-negative-results/\">the project has already proven to be a failure\u003c/a> and that congestion and pollution are as bad as ever. Critics of the project came to the opening, with local safe streets and climate advocate Mike Swire calling the project “the worst local environmental decision in recent memory.”\u003c/p>\n\u003cfigure id=\"attachment_11946830\" class=\"wp-caption alignright\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11946830\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/04/IMG_2729-1-scaled.jpg\" alt=\"A white woman speaks from a stage and points at a screen to her right with people in the foreground listening on.\" width=\"1920\" height=\"2560\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2729-1-scaled.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2729-1-800x1067.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2729-1-1020x1360.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2729-1-160x213.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2729-1-1152x1536.jpg 1152w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2729-1-1536x2048.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Assemblymember Diane Papan (D-21) speaks at the opening ceremony of the San Mateo 101 Express Lanes on April 15, 2023, in San Mateo. \u003ccite>(Elize Manoukian/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Highway widening has never worked,” said Swire, who is also a member of the \u003ca href=\"https://www.smcta.com/whats-happening/citizens-advisory-committee\">San Mateo County Transportation Authority Citizens Advisory Committee\u003c/a> but was not speaking on behalf of the committee. “It creates what’s called induced demand, which means that basically the easier you make it for people to drive, more people will drive. The county and elected officials had an opportunity to install express lanes without widening the highway, but instead they chose to widen it, which simply adds more capacity for more cars, [which] adds more cars, which means more air pollution — largely falling on communities that are people of color and low-income living adjacent to highways.”\u003c/p>\n\u003cp>“I’m concerned because I believe that as San Mateo County grows and as the Bay Area grows, we need to be investing in transit and we need to provide that money,” said Darryl Yip, a transportation planner who lives in South San Francisco. “San Mateo County just spent $600 million. They’re doing Phase 3, which is going to cost another several hundred million dollars at the same time that both SamTrans and Caltrain are in a transit fiscal cliff. And when the county is choosing to put money onto freeway widening and not into investing in Caltrain or SamTrans, in investing in alternatives to driving, that’s a big problem.”\u003c/p>\n\u003cp>Touting the environmental benefits of the project, Mullin said the express lanes would “bring real efficiencies to this entire corridor and actually address greenhouse gas emissions” and that it would create a revenue stream for public transit that he said would have “a tremendous environmental benefit.” Papan also said it would\u003cb> “\u003c/b>lower our greenhouse gas emissions.”\u003c/p>\n\u003cp>Swire, meanwhile, said the new express lanes would only \u003cem>add\u003c/em> to greenhouse gas emissions by widening the busiest road by 25%. He also added that it would lead to more “traffic violence” and make the neighborhoods it passes through “more dangerous,” citing an escalation of \u003ca href=\"https://sfstandard.com/criminal-justice/coroner-identifies-pedestrian-struck-and-killed-by-cars-on-san-bruno-interstate/\">accidents and deaths\u003c/a> involving pedestrians and cyclists on the 101.\u003c/p>\n\u003cfigure id=\"attachment_11946828\" class=\"wp-caption alignnone\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11946828 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/04/IMG_2756-1-scaled.jpg\" alt=\"Two men, one young and Asian with a shaved head, the other middle-aged and white, with sunglasses, a baseball cap and a white beard, both smiling, hold signs that read "More Cars Bad" and "They Can't Breathe"\" width=\"2560\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2756-1-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2756-1-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2756-1-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2756-1-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2756-1-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2756-1-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2756-1-1920x1440.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Darryl Yip (left) and Mike Swire show their opposition at the official opening of the express lanes on April 15, 2023, in San Mateo. \u003ccite>(Elize Manoukian/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We lost this battle, and this highway’s been widened,” said Swire. “But the upcoming battle is whether or not to repeat this mistake on 101 from 380 in North San Francisco. … We’re going to do everything possible to make sure that any project up there, even if it includes express lanes, converts an existing lane instead of widening the highway, adding cars, increasing air pollution, increasing greenhouse gas emissions and increasing traffic violence. It’s OK to do express lanes, but we don’t need to widen with the next project.”\u003c/p>\n\u003cp>“Transportation is the No. 1 producer of greenhouse gas emissions on the peninsula right now, [representing] about 60% of emissions, and here we are incenting more people to drive,” he added. “It’s like rearranging deck chairs on the Titanic.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Battle Over BART Oversight Will Continue After Watchdog's Departure",
"headTitle": "KQED News",
"content": "\u003cp>Last week's announcement that BART intends to nearly triple the budget for its inspector general is unlikely to end the long-running battle over how much power the office, set up several years ago to guard against \u003ca href=\"https://www.bart.gov/about/inspector-general/investigations\">waste, fraud and abuse\u003c/a> at the agency, should enjoy.\u003c/p>\n\u003cp>BART said last Wednesday that \u003ca href=\"https://www.bart.gov/news/articles/2023/news20230329\">it had reached an agreement with the Metropolitan Transportation Commission that will increase the budget\u003c/a> for its inspector general's office from $1 million to $2.7 million a year.\u003c/p>\n\u003cp>Under the agreement, $1.1 million of the new funds will come from regional bridge tolls. BART will provide the remaining $600,000.\u003c/p>\n\u003cp>Agency General Manager Bob Powers said in a statement the dramatic increase in funding shows the agency is committed to supporting the office.\u003c/p>\n\u003cp>The announcement came after a series of recent developments that showcased the continuing tension between BART and one of its toughest critics, East Bay state Sen. Steve Glazer, about whether the agency is being held sufficiently accountable for how it handles its $2.5 billion budget.\u003c/p>\n\u003cp>Glazer crafted the language that set up the BART inspector general's office as part of a \u003ca href=\"https://www.kqed.org/news/11671240/10-things-to-know-regional-measure-3-the-proposed-bay-area-bridge-toll-increase\">2018 ballot measure\u003c/a> that raised bridge tolls on the Bay Area's seven state-owned bridges.\u003c/p>\n\u003cfigure id=\"attachment_11945495\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11945495\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-800x515.jpg\" alt=\"A man and three women stand in front of a podium with a microphone attached and signs. A press conference at BART's Orinda Station.\" width=\"800\" height=\"515\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-800x515.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-1020x657.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-160x103.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-1536x989.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-2048x1319.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-1920x1237.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART Inspector General Harriet Richardson (second from left) at a March 17, 2023, media event held to explain her resignation. Other participants included (left to right) state Sen. Steve Glazer of Orinda and BART board members Debora Allen and Liz Ames. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Gov. Gavin Newsom appointed former Palo Alto auditor Harriet Richardson to the newly created post of inspector general in 2019. But as detailed in an \u003ca href=\"https://grandjury.wpengine.com/wp-content/uploads/2022/12/Grand.Jury_.Report.2022.for_.ITD_.Web_.pdf\">Alameda County Civil Grand Jury report (PDF)\u003c/a> last year — and in \u003ca href=\"https://grandjury.acgov.org/wp-content/uploads/2023/02/202302-BART.RESPONSE.pdf\">the BART Board of Directors' response (PDF)\u003c/a> to that report — there was significant friction between the agency and its newly designated watchdog.\u003c/p>\n\u003cp>The grand jury alleged that BART's board and management engaged in \"a pattern of obstruction\" by, among other things, interfering with a risk assessment the inspector general was conducting and by failing to cooperate with Richardson's effort to create a charter that would codify her office's powers and responsibilities.\u003c/p>\n\u003cp>The BART board's response rejected those findings and said any lack of cooperation was due to the agency's initial misunderstanding of the inspector general's role. The response also argued that Richardson had failed to follow up on delivering a charter proposal.\u003c/p>\n\u003cp>The dispute led Sen. Glazer to introduce a bill last year, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202120220SB1488\">SB 1488\u003c/a>, that would have clarified and expanded the inspector general's role. The final bill, which included a host of amendments BART requested, passed with virtually no opposition.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Nevertheless, BART urged Gov. Gavin Newsom to veto the bill over a provision the agency said failed to adequately protect union workers who might be compelled to meet with the inspector general during investigations.\u003c/p>\n\u003cp>Glazer said in a recent interview that he was shocked by the agency's 11th-hour move to kill the legislation.\u003c/p>\n\u003cp>\"BART asked for a number of amendments to the bill, and I agreed to every single one of them,\" he said. \"And then at the end of the day, they wrote a letter to the governor and said, 'Veto it.'\"\u003c/p>\n\u003cp>Glazer said that episode and other \"broken promises\" were behind his decision in early March to withdraw from a special committee headed by San Francisco state Sen. Scott Wiener to address the funding crisis facing transit operators statewide.\u003c/p>\n\u003cp>The agencies, joined by the \u003ca href=\"https://caltransit.org/\">California Transit Association\u003c/a>, public transportation advocates and many lawmakers, are working on a proposal that would provide bridge funding for operators that are facing huge deficits because of continued low ridership in the wake of the pandemic.\u003c/p>\n\u003cp>\"I felt it was simply a cheerleading entity for BART and for more money,\" Glazer said. \"And it didn't have as an important element to get the accountability and oversight that I think the riders and the taxpayers deserve to have.\"\u003c/p>\n\u003cp>Glazer's withdrawal from the Senate panel was followed quickly by an announcement from Richardson that she would leave her post in mid-March — five months earlier than planned. She was leaving early, she said, because of ongoing \"challenges\" dealing with the BART board and management — challenges she said were exemplified by last year's civil grand jury obstruction findings and the BART board's response.\u003c/p>\n\u003cp>Richardson's office had just released the results of several widely publicized investigations, including one in which she found that \u003ca href=\"https://www.bart.gov/sites/default/files/docs/REPORT_%24350K%20for%20Homeless%20Outreach%20Yielded%20Unclear%20Results_Final_020323.pdf\">BART paid $350,000 to an outside agency for homelessness outreach services (PDF)\u003c/a> that resulted in just one person being referred to a treatment program.\u003c/p>\n\u003cp>That finding was accompanied by the results of several other investigations, including one that substantiated \u003ca href=\"https://www.bart.gov/sites/default/files/docs/REPORT_BART%20Employee%20Collected%20Pay%20and%20Benefits%20for%20Time%20Not%20Worked_Final_020323.pdf\">an allegation that a BART worker was being paid for more than 80 hours of work a week despite not reporting for duty (PDF)\u003c/a>.\u003c/p>\n\u003cp>[aside label='Related Coverage' tag='bart']BART board member Bevan Dufty, a member of the board's audit committee, said in an interview that he felt Richardson's work helped the agency. And he insisted that far more often than not, the board supported the inspector general's findings.\u003c/p>\n\u003cp>\"Our inspector general has done good things,\" he said. \"I'd like to point out that in the inspector general's own words, she acknowledged that 90% of the recommendations that she and her staff have made are either implemented or in the process of being implemented.\"\u003c/p>\n\u003cp>Dufty conceded that the office's original $1 million budget was \"a hindrance.\" He blamed the failure to increase the budget before now on the fact that a long-running lawsuit blocked the release of \u003ca href=\"https://mtc.ca.gov/sites/default/files/RM_3_FAQ_3-1-18.pdf\">Regional Measure 3 (PDF)\u003c/a> toll revenue until earlier this year.\u003c/p>\n\u003cp>Responding to last week's announcement that the inspector general's budget will increase to $2.7 million, Glazer said in a statement, \"The announcement to take the IG off its starvation diet is a positive step forward.\"\u003c/p>\n\u003cp>But he added that be believes the office still needs expanded authority. To that end, Glazer is trying again to pass legislation to expand the inspector general's authority and guarantee its independence. His \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240SB827\">SB 827\u003c/a> would also mandate misdemeanor criminal penalties against those who obstruct the office's investigations.\u003c/p>\n\u003cp>BART has expressed concern about the criminal penalty provision and has taken an official \"support if amended\" position on the bill, which is due for its first committee hearing next week.\u003c/p>\n\u003cp>The outcome of those legislative deliberations aside, the next task for BART will be finding Richardson's replacement. The law that created her position requires the agency to send the names of three candidates to Gov. Newsom, who will choose the next inspector general.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "BART's inspector general departed after long-running disagreements with the board. BART has agreed to dramatically increase the inspector general's budget, but the agency's toughest critic in the Legislature says the office's authority also needs to be significantly expanded.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Last week's announcement that BART intends to nearly triple the budget for its inspector general is unlikely to end the long-running battle over how much power the office, set up several years ago to guard against \u003ca href=\"https://www.bart.gov/about/inspector-general/investigations\">waste, fraud and abuse\u003c/a> at the agency, should enjoy.\u003c/p>\n\u003cp>BART said last Wednesday that \u003ca href=\"https://www.bart.gov/news/articles/2023/news20230329\">it had reached an agreement with the Metropolitan Transportation Commission that will increase the budget\u003c/a> for its inspector general's office from $1 million to $2.7 million a year.\u003c/p>\n\u003cp>Under the agreement, $1.1 million of the new funds will come from regional bridge tolls. BART will provide the remaining $600,000.\u003c/p>\n\u003cp>Agency General Manager Bob Powers said in a statement the dramatic increase in funding shows the agency is committed to supporting the office.\u003c/p>\n\u003cp>The announcement came after a series of recent developments that showcased the continuing tension between BART and one of its toughest critics, East Bay state Sen. Steve Glazer, about whether the agency is being held sufficiently accountable for how it handles its $2.5 billion budget.\u003c/p>\n\u003cp>Glazer crafted the language that set up the BART inspector general's office as part of a \u003ca href=\"https://www.kqed.org/news/11671240/10-things-to-know-regional-measure-3-the-proposed-bay-area-bridge-toll-increase\">2018 ballot measure\u003c/a> that raised bridge tolls on the Bay Area's seven state-owned bridges.\u003c/p>\n\u003cfigure id=\"attachment_11945495\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11945495\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-800x515.jpg\" alt=\"A man and three women stand in front of a podium with a microphone attached and signs. A press conference at BART's Orinda Station.\" width=\"800\" height=\"515\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-800x515.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-1020x657.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-160x103.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-1536x989.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-2048x1319.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-1920x1237.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART Inspector General Harriet Richardson (second from left) at a March 17, 2023, media event held to explain her resignation. Other participants included (left to right) state Sen. Steve Glazer of Orinda and BART board members Debora Allen and Liz Ames. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Gov. Gavin Newsom appointed former Palo Alto auditor Harriet Richardson to the newly created post of inspector general in 2019. But as detailed in an \u003ca href=\"https://grandjury.wpengine.com/wp-content/uploads/2022/12/Grand.Jury_.Report.2022.for_.ITD_.Web_.pdf\">Alameda County Civil Grand Jury report (PDF)\u003c/a> last year — and in \u003ca href=\"https://grandjury.acgov.org/wp-content/uploads/2023/02/202302-BART.RESPONSE.pdf\">the BART Board of Directors' response (PDF)\u003c/a> to that report — there was significant friction between the agency and its newly designated watchdog.\u003c/p>\n\u003cp>The grand jury alleged that BART's board and management engaged in \"a pattern of obstruction\" by, among other things, interfering with a risk assessment the inspector general was conducting and by failing to cooperate with Richardson's effort to create a charter that would codify her office's powers and responsibilities.\u003c/p>\n\u003cp>The BART board's response rejected those findings and said any lack of cooperation was due to the agency's initial misunderstanding of the inspector general's role. The response also argued that Richardson had failed to follow up on delivering a charter proposal.\u003c/p>\n\u003cp>The dispute led Sen. Glazer to introduce a bill last year, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202120220SB1488\">SB 1488\u003c/a>, that would have clarified and expanded the inspector general's role. The final bill, which included a host of amendments BART requested, passed with virtually no opposition.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Nevertheless, BART urged Gov. Gavin Newsom to veto the bill over a provision the agency said failed to adequately protect union workers who might be compelled to meet with the inspector general during investigations.\u003c/p>\n\u003cp>Glazer said in a recent interview that he was shocked by the agency's 11th-hour move to kill the legislation.\u003c/p>\n\u003cp>\"BART asked for a number of amendments to the bill, and I agreed to every single one of them,\" he said. \"And then at the end of the day, they wrote a letter to the governor and said, 'Veto it.'\"\u003c/p>\n\u003cp>Glazer said that episode and other \"broken promises\" were behind his decision in early March to withdraw from a special committee headed by San Francisco state Sen. Scott Wiener to address the funding crisis facing transit operators statewide.\u003c/p>\n\u003cp>The agencies, joined by the \u003ca href=\"https://caltransit.org/\">California Transit Association\u003c/a>, public transportation advocates and many lawmakers, are working on a proposal that would provide bridge funding for operators that are facing huge deficits because of continued low ridership in the wake of the pandemic.\u003c/p>\n\u003cp>\"I felt it was simply a cheerleading entity for BART and for more money,\" Glazer said. \"And it didn't have as an important element to get the accountability and oversight that I think the riders and the taxpayers deserve to have.\"\u003c/p>\n\u003cp>Glazer's withdrawal from the Senate panel was followed quickly by an announcement from Richardson that she would leave her post in mid-March — five months earlier than planned. She was leaving early, she said, because of ongoing \"challenges\" dealing with the BART board and management — challenges she said were exemplified by last year's civil grand jury obstruction findings and the BART board's response.\u003c/p>\n\u003cp>Richardson's office had just released the results of several widely publicized investigations, including one in which she found that \u003ca href=\"https://www.bart.gov/sites/default/files/docs/REPORT_%24350K%20for%20Homeless%20Outreach%20Yielded%20Unclear%20Results_Final_020323.pdf\">BART paid $350,000 to an outside agency for homelessness outreach services (PDF)\u003c/a> that resulted in just one person being referred to a treatment program.\u003c/p>\n\u003cp>That finding was accompanied by the results of several other investigations, including one that substantiated \u003ca href=\"https://www.bart.gov/sites/default/files/docs/REPORT_BART%20Employee%20Collected%20Pay%20and%20Benefits%20for%20Time%20Not%20Worked_Final_020323.pdf\">an allegation that a BART worker was being paid for more than 80 hours of work a week despite not reporting for duty (PDF)\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>BART board member Bevan Dufty, a member of the board's audit committee, said in an interview that he felt Richardson's work helped the agency. And he insisted that far more often than not, the board supported the inspector general's findings.\u003c/p>\n\u003cp>\"Our inspector general has done good things,\" he said. \"I'd like to point out that in the inspector general's own words, she acknowledged that 90% of the recommendations that she and her staff have made are either implemented or in the process of being implemented.\"\u003c/p>\n\u003cp>Dufty conceded that the office's original $1 million budget was \"a hindrance.\" He blamed the failure to increase the budget before now on the fact that a long-running lawsuit blocked the release of \u003ca href=\"https://mtc.ca.gov/sites/default/files/RM_3_FAQ_3-1-18.pdf\">Regional Measure 3 (PDF)\u003c/a> toll revenue until earlier this year.\u003c/p>\n\u003cp>Responding to last week's announcement that the inspector general's budget will increase to $2.7 million, Glazer said in a statement, \"The announcement to take the IG off its starvation diet is a positive step forward.\"\u003c/p>\n\u003cp>But he added that be believes the office still needs expanded authority. To that end, Glazer is trying again to pass legislation to expand the inspector general's authority and guarantee its independence. His \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240SB827\">SB 827\u003c/a> would also mandate misdemeanor criminal penalties against those who obstruct the office's investigations.\u003c/p>\n\u003cp>BART has expressed concern about the criminal penalty provision and has taken an official \"support if amended\" position on the bill, which is due for its first committee hearing next week.\u003c/p>\n\u003cp>The outcome of those legislative deliberations aside, the next task for BART will be finding Richardson's replacement. The law that created her position requires the agency to send the names of three candidates to Gov. Newsom, who will choose the next inspector general.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "americas-highway-system-is-a-monument-to-environmental-racism-and-a-history-of-inequity",
"title": "America's Highway System Is a Monument to Environmental Racism and a History of Inequity",
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"headTitle": "America’s Highway System Is a Monument to Environmental Racism and a History of Inequity | KQED",
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"content": "\u003cp>Tremé is widely considered the oldest Black neighborhood in America.\u003c/p>\n\u003cp>In the 18th and 19th centuries, according to historians, free Black people were steered to Tremé, a neighborhood in New Orleans that abuts the French Quarter, because they could purchase property on land that was once a plantation. A thriving, racially diverse community steeped in Creole culture emerged. Often, Tremé is referred to as the oldest-surviving Black neighborhood in America, a distinction that drives home the ruinous legacy of racism in this country.\u003c/p>\n\u003cp>[aside label=\"Reparations in California\" link1=\"https://www.kqed.org/reparations,Explore why California launched the first-in-the-nation task force to study reparations for Black people\" hero=\"https://ww2.kqed.org/app/uploads/2022/02/RiCLandingPageGraphic-1020x574.png\"]Claiborne Avenue in Tremé was once the economic and cultural center of Black New Orleans, a bustling road lined by oak trees, theaters, bars, restaurants, other businesses and homes. Back when the city’s annual parade and carnival before the Christian fasting of Lent was segregated, Black Mardi Gras was celebrated on the Claiborne Avenue corridor. The revelry crashed to a halt in the mid-1960s when the oak trees were felled to make room for an elevated portion of Interstate 10.\u003c/p>\n\u003cp>“Right \u003cem>through\u003c/em> Tremé,” New Orleans resident Lloyd Kelly told me. “The interstate goes right through the thriving business district of the Black community, the heart of the Black community. They put the I-10 right through it.”\u003c/p>\n\u003cp>I met Kelly, who is Black, at the California Reparations Task Force meeting earlier this month in Sacramento. The task force is \u003ca href=\"https://www.kqed.org/reparations\">examining the historic harms of enslavement and anti-Black racism in the state\u003c/a>. In July, the task force will present its recommendations for dismantling the roadblocks to progress. Kelly was there to talk about reparations eligibility, an issue that has vexed the task force.\u003c/p>\n\u003cp>Before I continue, here’s a brief lesson in American history: In 1956, the Federal-Aid Highway Act paved the way for the nation’s interstate system. But ribbon-cutting politicians weren’t interested in making drivers take the scenic route. The projects plowed through areas where Black people flourished, accelerating America’s hostility toward the descendants of the enslaved.\u003c/p>\n\u003cfigure id=\"attachment_11943270\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11943270\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/051_KQED_CAReparationsTaskForceSac_03032023-800x533.jpg\" alt=\"A middle-aged African American man with a cap and white and blue plaid long-sleeve shirt seen from the waist up looks out a window with buildings outside the window.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/051_KQED_CAReparationsTaskForceSac_03032023-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/051_KQED_CAReparationsTaskForceSac_03032023-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/051_KQED_CAReparationsTaskForceSac_03032023-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/051_KQED_CAReparationsTaskForceSac_03032023-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/051_KQED_CAReparationsTaskForceSac_03032023.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Lloyd Kelly, from New Orleans, sits outside the room where the California Reparations Task Force met in Sacramento on March 3, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As the country marched toward abolishing racial segregation, the targeted destruction of Black communities wasn’t an accident. Private property was seized by eminent domain. Hundreds of neighborhoods across the country were demolished. More than 1 million people were displaced, according to U.S. Department of Transportation estimates.\u003c/p>\n\u003cp>Six decades ago, the open road was a symbol of American ingenuity. Now, America’s aging highway system serves as a monument to environmental racism.\u003c/p>\n\u003cp>The interstates were built around Black and brown neighborhoods, cementing racial divides and isolating people of color. Some interstates bisected neighborhoods. The expressways connected predominantly white commuters, who sought homogeneity in the suburbs, to offices in the cities they had fled. The massive migration is colloquially known as “white flight.”\u003c/p>\n\u003cp>Today, gas-guzzling cars and trucks clogging freeways pollute the air in neighborhoods, leading to asthma and other respiratory issues — and a shorter life expectancy. But cities are considering a remedy: highway removal.\u003c/p>\n\u003cp>My colleagues at \u003ca href=\"https://www.kqed.org/education/collection/above-the-noise\">Above the Noise\u003c/a>, KQED’s YouTube series that investigates controversial subjects, broke down the history of this country’s obsession with highways — and how cities are attempting to repair decades of environmental racism — in a recent video.\u003c/p>\n\u003cp>https://youtu.be/ow5NMC5Cqck\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“In the case of freeways, they didn’t really care about the people that they were affecting on the ground in these communities, largely for racist reasons, to put it bluntly,” Chris Sensenig, an urban designer and founder of \u003ca href=\"http://www.connectoakland.org/\">ConnectOakland\u003c/a>, told Myles Bess, host of Above the Noise.\u003c/p>\n\u003cp>ConnectOakland has been working to reimagine Interstate 980, the 2-mile stretch that connects Interstate 580 and State Route 24 to Interstate 880.\u003c/p>\n\u003cp>Interstate 980 disconnected West Oakland’s Black residents from downtown.\u003c/p>\n\u003cp>In March 2021, \u003ca href=\"https://www.whitehouse.gov/briefing-room/statements-releases/2021/03/31/fact-sheet-the-american-jobs-plan/\">President Joe Biden released The American Jobs Plan\u003c/a>, which included $20 billion to “redress historic inequities and build the future of transportation infrastructure.” As Bess says in the video, it’s “a PC way of saying ‘reparations.’” The plan, which uses the expressway that runs through the heart of Tremé in New Orleans as an example of a historic inequity, passed in November, narrowly avoiding legislative gridlock caused by the tunnel vision of a Republican-controlled Congress.\u003c/p>\n\u003cp>Last summer, the state reparations task force published an exhaustive interim report. To repair the racial discrimination in past policy decisions, the task force \u003ca href=\"https://oag.ca.gov/system/files/media/ab3121-interim-report-preliminary-recommendations-2022.pdf\">preliminarily recommended the state \u003c/a>“identify and address the impact of environmental racism on predominantly Black communities including, but not limited to, unequal exposure to pollutants associated with roadway and heavy truck traffic,” among other proposals.\u003c/p>\n\u003cp>“The harm to Black people has been multilayered, comprehensive and constant for centuries, so the repair has to be multilayered, comprehensive and constant,” Lisa Holder, a racial justice scholar and a task force member, told me.\u003c/p>\n\u003cfigure id=\"attachment_11943272\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11943272\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/RS55316_026_KQED_CAReparationsTaskForce_04142022-qut-800x533.jpg\" alt=\"An African American woman smiles during a conversation with an African American man in a suit with empty seats in a conference hall in the background.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/RS55316_026_KQED_CAReparationsTaskForce_04142022-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/RS55316_026_KQED_CAReparationsTaskForce_04142022-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/RS55316_026_KQED_CAReparationsTaskForce_04142022-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/RS55316_026_KQED_CAReparationsTaskForce_04142022-qut-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/RS55316_026_KQED_CAReparationsTaskForce_04142022-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Steven Bradford, D-Gardena, and Lisa Holder speak during the second day of an in-person meeting of the California Reparations Task Force at the Third Baptist Church in San Francisco on April 14, 2022. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We need to analyze the data and quantify it and come up with a comprehensive way to pay people back for what they lost because of these highway building projects,” Holder continued. “All the equity that they lost in the property that they built and also the cultural genocide — we need to come up with a qualitative response and to quantify that.”\u003c/p>\n\u003cp>There were supposed to be two highway projects in New Orleans, but local officials were able to stop the one that would’ve rolled through the French Quarter. The people who protested the project in Tremé were ignored like backseat drivers. Kelly supports California’s effort, but he believes reparations won’t have a generational impact without being considered on the federal level. He’s right. According to \u003ca href=\"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC7716878/#:~:text=The%20results%20highlight%20the%20importance,410%20billion%20hours%20of%20labor.\">research and data published in 2020 by the U.S. National Institutes of Health\u003c/a>, approximately 10 million enslaved people across the country “contributed 410 billion hours of labor” — free labor — to build wealth for others.\u003c/p>\n\u003cp>“I will never ask for one penny for the atrocities of slavery,” Kelly said. “I’m not going to ask you to pay me for the lashes you put on my back. I’m not going to ask you to repay me for the women who were raped. The second I do that, I have put a price on myself.\u003c/p>\n\u003cp>“I will ask you for the payment that is owed to me.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Highways like the I-980 in Oakland have divided and sickened Black neighborhoods across the U.S. Reparations need to take that into account.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Tremé is widely considered the oldest Black neighborhood in America.\u003c/p>\n\u003cp>In the 18th and 19th centuries, according to historians, free Black people were steered to Tremé, a neighborhood in New Orleans that abuts the French Quarter, because they could purchase property on land that was once a plantation. A thriving, racially diverse community steeped in Creole culture emerged. Often, Tremé is referred to as the oldest-surviving Black neighborhood in America, a distinction that drives home the ruinous legacy of racism in this country.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Claiborne Avenue in Tremé was once the economic and cultural center of Black New Orleans, a bustling road lined by oak trees, theaters, bars, restaurants, other businesses and homes. Back when the city’s annual parade and carnival before the Christian fasting of Lent was segregated, Black Mardi Gras was celebrated on the Claiborne Avenue corridor. The revelry crashed to a halt in the mid-1960s when the oak trees were felled to make room for an elevated portion of Interstate 10.\u003c/p>\n\u003cp>“Right \u003cem>through\u003c/em> Tremé,” New Orleans resident Lloyd Kelly told me. “The interstate goes right through the thriving business district of the Black community, the heart of the Black community. They put the I-10 right through it.”\u003c/p>\n\u003cp>I met Kelly, who is Black, at the California Reparations Task Force meeting earlier this month in Sacramento. The task force is \u003ca href=\"https://www.kqed.org/reparations\">examining the historic harms of enslavement and anti-Black racism in the state\u003c/a>. In July, the task force will present its recommendations for dismantling the roadblocks to progress. Kelly was there to talk about reparations eligibility, an issue that has vexed the task force.\u003c/p>\n\u003cp>Before I continue, here’s a brief lesson in American history: In 1956, the Federal-Aid Highway Act paved the way for the nation’s interstate system. But ribbon-cutting politicians weren’t interested in making drivers take the scenic route. The projects plowed through areas where Black people flourished, accelerating America’s hostility toward the descendants of the enslaved.\u003c/p>\n\u003cfigure id=\"attachment_11943270\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11943270\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/051_KQED_CAReparationsTaskForceSac_03032023-800x533.jpg\" alt=\"A middle-aged African American man with a cap and white and blue plaid long-sleeve shirt seen from the waist up looks out a window with buildings outside the window.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/051_KQED_CAReparationsTaskForceSac_03032023-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/051_KQED_CAReparationsTaskForceSac_03032023-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/051_KQED_CAReparationsTaskForceSac_03032023-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/051_KQED_CAReparationsTaskForceSac_03032023-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/051_KQED_CAReparationsTaskForceSac_03032023.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Lloyd Kelly, from New Orleans, sits outside the room where the California Reparations Task Force met in Sacramento on March 3, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As the country marched toward abolishing racial segregation, the targeted destruction of Black communities wasn’t an accident. Private property was seized by eminent domain. Hundreds of neighborhoods across the country were demolished. More than 1 million people were displaced, according to U.S. Department of Transportation estimates.\u003c/p>\n\u003cp>Six decades ago, the open road was a symbol of American ingenuity. Now, America’s aging highway system serves as a monument to environmental racism.\u003c/p>\n\u003cp>The interstates were built around Black and brown neighborhoods, cementing racial divides and isolating people of color. Some interstates bisected neighborhoods. The expressways connected predominantly white commuters, who sought homogeneity in the suburbs, to offices in the cities they had fled. The massive migration is colloquially known as “white flight.”\u003c/p>\n\u003cp>Today, gas-guzzling cars and trucks clogging freeways pollute the air in neighborhoods, leading to asthma and other respiratory issues — and a shorter life expectancy. But cities are considering a remedy: highway removal.\u003c/p>\n\u003cp>My colleagues at \u003ca href=\"https://www.kqed.org/education/collection/above-the-noise\">Above the Noise\u003c/a>, KQED’s YouTube series that investigates controversial subjects, broke down the history of this country’s obsession with highways — and how cities are attempting to repair decades of environmental racism — in a recent video.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/ow5NMC5Cqck'\n title='//www.youtube.com/embed/ow5NMC5Cqck'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>\u003c/p>\n\u003cp>“In the case of freeways, they didn’t really care about the people that they were affecting on the ground in these communities, largely for racist reasons, to put it bluntly,” Chris Sensenig, an urban designer and founder of \u003ca href=\"http://www.connectoakland.org/\">ConnectOakland\u003c/a>, told Myles Bess, host of Above the Noise.\u003c/p>\n\u003cp>ConnectOakland has been working to reimagine Interstate 980, the 2-mile stretch that connects Interstate 580 and State Route 24 to Interstate 880.\u003c/p>\n\u003cp>Interstate 980 disconnected West Oakland’s Black residents from downtown.\u003c/p>\n\u003cp>In March 2021, \u003ca href=\"https://www.whitehouse.gov/briefing-room/statements-releases/2021/03/31/fact-sheet-the-american-jobs-plan/\">President Joe Biden released The American Jobs Plan\u003c/a>, which included $20 billion to “redress historic inequities and build the future of transportation infrastructure.” As Bess says in the video, it’s “a PC way of saying ‘reparations.’” The plan, which uses the expressway that runs through the heart of Tremé in New Orleans as an example of a historic inequity, passed in November, narrowly avoiding legislative gridlock caused by the tunnel vision of a Republican-controlled Congress.\u003c/p>\n\u003cp>Last summer, the state reparations task force published an exhaustive interim report. To repair the racial discrimination in past policy decisions, the task force \u003ca href=\"https://oag.ca.gov/system/files/media/ab3121-interim-report-preliminary-recommendations-2022.pdf\">preliminarily recommended the state \u003c/a>“identify and address the impact of environmental racism on predominantly Black communities including, but not limited to, unequal exposure to pollutants associated with roadway and heavy truck traffic,” among other proposals.\u003c/p>\n\u003cp>“The harm to Black people has been multilayered, comprehensive and constant for centuries, so the repair has to be multilayered, comprehensive and constant,” Lisa Holder, a racial justice scholar and a task force member, told me.\u003c/p>\n\u003cfigure id=\"attachment_11943272\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11943272\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/RS55316_026_KQED_CAReparationsTaskForce_04142022-qut-800x533.jpg\" alt=\"An African American woman smiles during a conversation with an African American man in a suit with empty seats in a conference hall in the background.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/RS55316_026_KQED_CAReparationsTaskForce_04142022-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/RS55316_026_KQED_CAReparationsTaskForce_04142022-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/RS55316_026_KQED_CAReparationsTaskForce_04142022-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/RS55316_026_KQED_CAReparationsTaskForce_04142022-qut-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/RS55316_026_KQED_CAReparationsTaskForce_04142022-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Steven Bradford, D-Gardena, and Lisa Holder speak during the second day of an in-person meeting of the California Reparations Task Force at the Third Baptist Church in San Francisco on April 14, 2022. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We need to analyze the data and quantify it and come up with a comprehensive way to pay people back for what they lost because of these highway building projects,” Holder continued. “All the equity that they lost in the property that they built and also the cultural genocide — we need to come up with a qualitative response and to quantify that.”\u003c/p>\n\u003cp>There were supposed to be two highway projects in New Orleans, but local officials were able to stop the one that would’ve rolled through the French Quarter. The people who protested the project in Tremé were ignored like backseat drivers. Kelly supports California’s effort, but he believes reparations won’t have a generational impact without being considered on the federal level. He’s right. According to \u003ca href=\"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC7716878/#:~:text=The%20results%20highlight%20the%20importance,410%20billion%20hours%20of%20labor.\">research and data published in 2020 by the U.S. National Institutes of Health\u003c/a>, approximately 10 million enslaved people across the country “contributed 410 billion hours of labor” — free labor — to build wealth for others.\u003c/p>\n\u003cp>“I will never ask for one penny for the atrocities of slavery,” Kelly said. “I’m not going to ask you to pay me for the lashes you put on my back. I’m not going to ask you to repay me for the women who were raped. The second I do that, I have put a price on myself.\u003c/p>\n\u003cp>“I will ask you for the payment that is owed to me.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cb>U.S. Rep. Barbara Lee\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Last month, Senator Dianne Feinstein announced she would step down. Even before she declared her intent to leave office, two California members of Congress announced they would run for her seat: Adam Schiff from Los Angeles and Katie Porter from Orange County. Recently, another contender announced she would vie for the position: Congressmember Barbara Lee joins us to discuss yet another threat to women’s health, her campaign and more.\u003c/span>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cb>Lateefah Simon\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">BART director Lateefah Simon announced her bid to fill U.S. Rep. Lee’s seat this week. Simon has been politically active in the Bay Area for two decades and is recognized nationally as a civil rights leader. She joins us in the studio to discuss the transit agency and her run for Congress.\u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cb>Something Beautiful\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">A home for emerging women-led projects since 1979, the San Francisco Women’s Building is covered in a vibrant mural celebrating the accomplishments of female role models. Completed in 1994, the mural depicts the likes of Georgia O’Keefe and Rigoberta Mench\u003c/span>\u003cspan style=\"font-weight: 400\">ú\u003c/span>\u003cspan style=\"font-weight: 400\">a Tum alongside Aztec and Chinese goddesses. More than 170 organizations trace their roots to the building, one of the first women-owned-and-operated community centers in the country — and it’s this week’s Something Beautiful.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cb>U.S. Rep. Barbara Lee\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Last month, Senator Dianne Feinstein announced she would step down. Even before she declared her intent to leave office, two California members of Congress announced they would run for her seat: Adam Schiff from Los Angeles and Katie Porter from Orange County. Recently, another contender announced she would vie for the position: Congressmember Barbara Lee joins us to discuss yet another threat to women’s health, her campaign and more.\u003c/span>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cb>Lateefah Simon\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">BART director Lateefah Simon announced her bid to fill U.S. Rep. Lee’s seat this week. Simon has been politically active in the Bay Area for two decades and is recognized nationally as a civil rights leader. She joins us in the studio to discuss the transit agency and her run for Congress.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cb>Something Beautiful\u003c/b>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">A home for emerging women-led projects since 1979, the San Francisco Women’s Building is covered in a vibrant mural celebrating the accomplishments of female role models. Completed in 1994, the mural depicts the likes of Georgia O’Keefe and Rigoberta Mench\u003c/span>\u003cspan style=\"font-weight: 400\">ú\u003c/span>\u003cspan style=\"font-weight: 400\">a Tum alongside Aztec and Chinese goddesses. More than 170 organizations trace their roots to the building, one of the first women-owned-and-operated community centers in the country — and it’s this week’s Something Beautiful.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "San Francisco Unified Faces $5.4 Million Legal Battle Over Bus Bills During School Closures",
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"content": "\u003cp>The San Francisco Unified School District’s former school bus provider is suing the district for $5.4 million for payments it claims the district failed to make during the 2020–21 school year when students were participating in distance learning.\u003c/p>\n\u003cp>The latest dispute, which is not the first between the private transportation company First Student Inc. and SFUSD, comes as both businesses and school districts across the country are scrambling to recover from losses during the pandemic.\u003c/p>\n\u003cp>“This case is a corporate shakedown of our public school district by the largest bus company in the United States,” said Nancy Harris, attorney representing SFUSD, during opening statements for the jury trial. “The terms of the contract provide that the school district agreed to pay First Student only when drivers employed by First Student drove students in buses owned by First Student to and from schools and other points.”\u003c/p>\n\u003cp>Ohio-based First Student is the country’s largest school bus transportation service provider and worked with San Francisco Unified for 40 years before the two organizations cut ties during the pandemic.\u003c/p>\n\u003cp>While there’s no disagreement that buses weren’t running their usual routes during the 2020–21 school year, representatives for First Student allege that the district owes them money for non-transportation services, such as bus maintenance and vehicle insurance. The company invoiced SFUSD for $5.4 million for those additional costs in the fall of 2021.[pullquote align=\"right\" size=\"medium\" citation=\"Nancy Harris, attorney representing SFUSD\"]'This case is a corporate shakedown of our public school district by the largest bus company in the United States.'[/pullquote]In response to First Student's lawsuit, SFUSD filed a cross-complaint for breach of contract, bad faith and violations of the California False Claims Act.\u003c/p>\n\u003cp>The school district maintains that under the 2020–21 school year contract, they were not obligated to pay for services because buses were not transporting students during the city’s shelter-in-place order.\u003c/p>\n\u003cp>In an email sent to KQED, the district also alleged that the company “submitted false invoices claiming that hundreds of buses and drivers were deployed on the road in August and September 2020, at a time when students were learning remotely,” according to Laura Dudnick, spokesperson for SFUSD.\u003c/p>\n\u003cp>“When that did not work, [First Student] demanded that the school district cover its overhead costs. This strategy was part of its nationwide pressure campaign against school districts to increase its revenue, when school districts like SFUSD struggled with budget deficits and were focused on students,” Dudnick wrote.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In court testimony Thursday, Paul Osland, who was president of First Student during the pandemic, denied pressuring any district into payments during the pandemic, and suggested his company was simply upholding its end of a contract that started in 2015.\u003c/p>\n\u003cp>Osland asserts that First Student charges for a full program, meaning not only transportation services, but also the operating expenses such as vehicle insurance, bus technology and regular maintenance that is required by California Highway Patrol to keep the buses in operation.\u003c/p>\n\u003cp>COVID “impacted all of us, but it sure as heck impacted our business,” said Osland in court on Thursday. Osland, who is now retired, previously ran transportation services for Chicago Public Schools. “Of course this is not a shakedown. It was an initiative in everyone’s interest.”\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Paul Osland, former president, First Student\"]'Of course this is not a shakedown. It was an initiative in everyone's interest.'[/pullquote]\u003c/p>\n\u003cp>Harris, the attorney for SFUSD, underscored a section of the contract that anticipated school closures.\u003c/p>\n\u003cp>“The district shall not be obligated to accept or pay for services, herein to be furnished by the contractor, on those days when by the direction of the Superintendent, the district schools are closed to ensure the health and safety of the pupils or for any other lawful reason. The district agrees to notify the contractor, not later than 5:30 a.m., on days of such school closures,” the contract reads.\u003c/p>\n\u003cp>Osland, however, said he thinks that portion of the contract would only apply to short-term closures like snow days or fire days, not months-long disruptions. No such distinction is made either way in the contract.\u003c/p>\n\u003cp>First Student works with around 1,000 districts across the U.S. and Canada. The company provides yellow school bus transportation to and from schools for general education, students with disabilities and individualized education plans, field trip services and charter bus services.\u003c/p>\n\u003cp>In a statement to KQED, the company said it filed the lawsuit “because of bad faith and broken promises by SFUSD.”\u003c/p>\n\u003cp>“SFUSD made a choice to stop paying for the many services that SFUSD required under the bus contract, including the more than 230 yellow school buses dedicated to SFUSD that First Student kept in position throughout the pandemic,” the statement read.\u003c/p>\n\u003cp>“First Student stood by its business partner, fulfilling its obligations to maintain operational readiness to ensure it was ready to transport students as soon as schools reopened. And when they did, First Student was ready when SFUSD called. Over an eight-month period, First Student submitted discounted invoices, but SFUSD paid nothing. SFUSD had encumbered funds available, and even issued a purchase order, but it made a choice not to pay. That is not just or fair, and for that reason, we expect to prevail in court.”\u003c/p>\n\u003cp>After 40 years of service, SFUSD cut ties with First Student during the pandemic, and the district in July 2021 awarded school transportation to app-based start-up Zūm in a $150 million five-year contract.\u003c/p>\n\u003cp>At the time of the deal, the district estimated the new provider would save the district about $3 million annually, according to \u003ca href=\"https://techcrunch.com/2021/07/29/zum-wins-150m-from-san-francisco-schools-to-modernize-and-electrify-student-transport/\">a report from TechCrunch\u003c/a>.\u003c/p>\n\u003cp>In 2021, First Student sued Zūm, whose consultant had recently left a high position with First Student. First Student alleged the employee downloaded the competing bid from its company while joining Zūm. That case is set to begin trial August 14.\u003c/p>\n\u003cp>First Student also filed an appeal against SFUSD’s process and decision to contract with Zūm. The court denied that appeal from First Student in 2022.\u003c/p>\n\u003cp>\u003cem>Editor's note: This story has been updated to include a statement from First Student. This story also has been corrected, to accurately reflect the status of First Student's lawsuit against Zūm, which is scheduled to begin trial Aug. 14. \u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Harris, the attorney for SFUSD, underscored a section of the contract that anticipated school closures.\u003c/p>\n\u003cp>“The district shall not be obligated to accept or pay for services, herein to be furnished by the contractor, on those days when by the direction of the Superintendent, the district schools are closed to ensure the health and safety of the pupils or for any other lawful reason. The district agrees to notify the contractor, not later than 5:30 a.m., on days of such school closures,” the contract reads.\u003c/p>\n\u003cp>Osland, however, said he thinks that portion of the contract would only apply to short-term closures like snow days or fire days, not months-long disruptions. No such distinction is made either way in the contract.\u003c/p>\n\u003cp>First Student works with around 1,000 districts across the U.S. and Canada. The company provides yellow school bus transportation to and from schools for general education, students with disabilities and individualized education plans, field trip services and charter bus services.\u003c/p>\n\u003cp>In a statement to KQED, the company said it filed the lawsuit “because of bad faith and broken promises by SFUSD.”\u003c/p>\n\u003cp>“SFUSD made a choice to stop paying for the many services that SFUSD required under the bus contract, including the more than 230 yellow school buses dedicated to SFUSD that First Student kept in position throughout the pandemic,” the statement read.\u003c/p>\n\u003cp>“First Student stood by its business partner, fulfilling its obligations to maintain operational readiness to ensure it was ready to transport students as soon as schools reopened. And when they did, First Student was ready when SFUSD called. Over an eight-month period, First Student submitted discounted invoices, but SFUSD paid nothing. SFUSD had encumbered funds available, and even issued a purchase order, but it made a choice not to pay. That is not just or fair, and for that reason, we expect to prevail in court.”\u003c/p>\n\u003cp>After 40 years of service, SFUSD cut ties with First Student during the pandemic, and the district in July 2021 awarded school transportation to app-based start-up Zūm in a $150 million five-year contract.\u003c/p>\n\u003cp>At the time of the deal, the district estimated the new provider would save the district about $3 million annually, according to \u003ca href=\"https://techcrunch.com/2021/07/29/zum-wins-150m-from-san-francisco-schools-to-modernize-and-electrify-student-transport/\">a report from TechCrunch\u003c/a>.\u003c/p>\n\u003cp>In 2021, First Student sued Zūm, whose consultant had recently left a high position with First Student. First Student alleged the employee downloaded the competing bid from its company while joining Zūm. That case is set to begin trial August 14.\u003c/p>\n\u003cp>First Student also filed an appeal against SFUSD’s process and decision to contract with Zūm. The court denied that appeal from First Student in 2022.\u003c/p>\n\u003cp>\u003cem>Editor's note: This story has been updated to include a statement from First Student. This story also has been corrected, to accurately reflect the status of First Student's lawsuit against Zūm, which is scheduled to begin trial Aug. 14. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>BART has agreed to the costliest legal settlement in its half-century history in a case involving a passenger who was severely injured when he was shut in a train door and dragged along a platform in downtown San Francisco.\u003c/p>\n\u003cp>The agreement, negotiated late last year and made public Wednesday, means the transit agency will pay $9.15 million to David Nelson, 61, a San Francisco resident critically injured in the incident at the Powell Street station on Feb. 11, 2021.\u003c/p>\n\u003cp>\u003ca href=\"https://s3.documentcloud.org/documents/23684741/07880856.pdf\">Nelson's lawsuit (PDF)\u003c/a> said he was getting off a train at the station, and struggling with his belongings, when the incident occurred.\u003c/p>\n\u003cp>Nelson's attorney, John Sweeney of Beverly Hills, said his client had removed his bike from the car first, then gone back to get a bag and other items that remained aboard.\u003c/p>\n\u003cp>Eventually, Nelson found himself standing in the door as it began to close, Sweeney said.\u003c/p>\n\u003cp>\"His trench coat got caught in the closing door,\" Sweeney said. Nelson was dragged along the platform, with his leg caught between the platform and the car as the rapidly accelerating train departed the station.[pullquote align=\"right\" size=\"medium\" citation=\"John Sweeney, attorney for David Nelson\"]'There are several fail-safe mechanisms in place so that this kind of thing would not happen ... Only after [the train operator's] done his look-back can he push the button to close the door.'[/pullquote]Nelson's leg injuries were so extreme that doctors needed to amputate the limb above the knee.\u003c/p>\n\u003cp>The most egregious part of the incident, Sweeney said, was that the BART operator had received an automated notification that there was an obstruction in the door before he started the train.\u003c/p>\n\u003cp>\"There are several fail-safe mechanisms in place so that this kind of thing would not happen,\" he said, including an audible alarm if something is preventing a door from closing.\u003c/p>\n\u003cp>\"The trains cannot start without the operator sticking their heads out the window and doing a look-back and making sure that there's no door obstruction and no one standing on the safety strip\" along the platform, Sweeney said. \"Only after he's done his look-back can he push the button to close the door.\"\u003c/p>\n\u003cp>In the February 2021 incident, Sweeney said, the operator \"pushed the button before Mr. Nelson had fully gotten off the train. His excuse in the deposition was that he just didn't see him, even though there was an audible alarm.\"\u003c/p>\n\u003cp>Sweeney said that in agreeing to the settlement, BART did not admit liability in the case. In response to questions, BART confirmed the amount of the settlement but offered no further statement.\u003c/p>\n\u003cp>The $9.15 million settlement is BART's largest-ever payout in a legal case.\u003c/p>\n\u003cp>In 2020, a federal jury ordered the agency to pay $7.2 million in \u003ca href=\"https://www.sfchronicle.com/crime/article/BART-officer-cleared-in-West-Oakland-shooting-of-13330146.php\">the death of Sahleem Tindle\u003c/a>, the victim of a 2018 BART police shooting in West Oakland.\u003c/p>\n\u003cp>BART settled a pair of lawsuits brought by the family of Oscar Grant, whom a BART officer \u003ca href=\"https://www.npr.org/2021/06/23/1009486885/on-our-watch-litigation-reveals-new-details-in-police-shooting-of-oscar-grant\">shot to death at Oakland's Fruitvale station\u003c/a> on New Year's Day 2009, for a total of nearly $3 million.\u003c/p>\n\u003cp>In 2016, the district agreed to pay $3.1 million \u003ca href=\"https://www.eastbaytimes.com/2016/11/18/bart-to-pay-family-of-officer-shot-killed-in-friendly-fire-3-1-million-settlement/\">to settle a wrongful death lawsuit\u003c/a> involving BART Police Sgt. Thomas Smith, who was fatally wounded by a fellow officer while executing a search warrant in 2014.\u003c/p>\n\u003cp>The agency paid $1.35 million in a lawsuit brought by Megan Sheehan, who was seriously injured when \u003ca href=\"https://www.kqed.org/news/11734848/bart-officer-was-reprimanded-for-account-of-takedown-in-which-woman-was-severely-injured\">a BART police officer slammed her face-first\u003c/a> into a floor at Santa Rita Jail in March 2014.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART has agreed to the costliest legal settlement in its half-century history in a case involving a passenger who was severely injured when he was shut in a train door and dragged along a platform in downtown San Francisco.\u003c/p>\n\u003cp>The agreement, negotiated late last year and made public Wednesday, means the transit agency will pay $9.15 million to David Nelson, 61, a San Francisco resident critically injured in the incident at the Powell Street station on Feb. 11, 2021.\u003c/p>\n\u003cp>\u003ca href=\"https://s3.documentcloud.org/documents/23684741/07880856.pdf\">Nelson's lawsuit (PDF)\u003c/a> said he was getting off a train at the station, and struggling with his belongings, when the incident occurred.\u003c/p>\n\u003cp>Nelson's attorney, John Sweeney of Beverly Hills, said his client had removed his bike from the car first, then gone back to get a bag and other items that remained aboard.\u003c/p>\n\u003cp>Eventually, Nelson found himself standing in the door as it began to close, Sweeney said.\u003c/p>\n\u003cp>\"His trench coat got caught in the closing door,\" Sweeney said. Nelson was dragged along the platform, with his leg caught between the platform and the car as the rapidly accelerating train departed the station.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Nelson's leg injuries were so extreme that doctors needed to amputate the limb above the knee.\u003c/p>\n\u003cp>The most egregious part of the incident, Sweeney said, was that the BART operator had received an automated notification that there was an obstruction in the door before he started the train.\u003c/p>\n\u003cp>\"There are several fail-safe mechanisms in place so that this kind of thing would not happen,\" he said, including an audible alarm if something is preventing a door from closing.\u003c/p>\n\u003cp>\"The trains cannot start without the operator sticking their heads out the window and doing a look-back and making sure that there's no door obstruction and no one standing on the safety strip\" along the platform, Sweeney said. \"Only after he's done his look-back can he push the button to close the door.\"\u003c/p>\n\u003cp>In the February 2021 incident, Sweeney said, the operator \"pushed the button before Mr. Nelson had fully gotten off the train. His excuse in the deposition was that he just didn't see him, even though there was an audible alarm.\"\u003c/p>\n\u003cp>Sweeney said that in agreeing to the settlement, BART did not admit liability in the case. In response to questions, BART confirmed the amount of the settlement but offered no further statement.\u003c/p>\n\u003cp>The $9.15 million settlement is BART's largest-ever payout in a legal case.\u003c/p>\n\u003cp>In 2020, a federal jury ordered the agency to pay $7.2 million in \u003ca href=\"https://www.sfchronicle.com/crime/article/BART-officer-cleared-in-West-Oakland-shooting-of-13330146.php\">the death of Sahleem Tindle\u003c/a>, the victim of a 2018 BART police shooting in West Oakland.\u003c/p>\n\u003cp>BART settled a pair of lawsuits brought by the family of Oscar Grant, whom a BART officer \u003ca href=\"https://www.npr.org/2021/06/23/1009486885/on-our-watch-litigation-reveals-new-details-in-police-shooting-of-oscar-grant\">shot to death at Oakland's Fruitvale station\u003c/a> on New Year's Day 2009, for a total of nearly $3 million.\u003c/p>\n\u003cp>In 2016, the district agreed to pay $3.1 million \u003ca href=\"https://www.eastbaytimes.com/2016/11/18/bart-to-pay-family-of-officer-shot-killed-in-friendly-fire-3-1-million-settlement/\">to settle a wrongful death lawsuit\u003c/a> involving BART Police Sgt. Thomas Smith, who was fatally wounded by a fellow officer while executing a search warrant in 2014.\u003c/p>\n\u003cp>The agency paid $1.35 million in a lawsuit brought by Megan Sheehan, who was seriously injured when \u003ca href=\"https://www.kqed.org/news/11734848/bart-officer-was-reprimanded-for-account-of-takedown-in-which-woman-was-severely-injured\">a BART police officer slammed her face-first\u003c/a> into a floor at Santa Rita Jail in March 2014.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>After more than a decade of planning, work crews will break ground Monday on the first phase of the \u003ca href=\"http://bettermarketstreetsf.org/about-urban-design.html\">Better Market Street\u003c/a> project to redesign San Francisco's busiest thoroughfare with a variety of safety and aesthetic upgrades. [pullquote align=\"right\" size=\"medium\" citation=\"Cristina Olea, project manager, Better Market Street, SF Public Works\"]'The last time we really improved Market Street was when BART was built in the '70s.'[/pullquote]Phase one will focus on the area between 5th and 8th streets on the corridor, and include traffic signal upgrades, wider sidewalks at intersections to reduce crossing times for pedestrians, repaving to reduce tripping hazards, wider ADA-compliant curb ramps and streetscape improvements.\u003c/p>\n\u003cp>“The last time we really improved Market Street was when BART was built in the '70s,” said Cristina Olea, Better Market Street project manager for San Francisco Public Works, in an interview with KQED. “It's the spine of our transit network, but … there's \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/Safer%20Market%20Street_Public%20Hearing%20Presentation.pdf\">a lot of crashes that happen on Market Street (PDF)\u003c/a> involving people walking and biking, and we want to make sure that we're improving safety and mobility along the corridor.”\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/11798594/market-street-is-now-car-free-your-questions-answered\">implementation of the Better Market Street project\u003c/a> started back in January 2020, when a large stretch of Market Street was closed to private vehicles. The pandemic put things on hold, but now the project is back on. The construction for phase one carries a $60 million price tag, with completion scheduled for April of 2024.\u003c/p>\n\u003cp>The total project, when complete, will span 2.2 miles of Market Street between Octavia Boulevard and Steuart Street, with an estimated cost of $600 million. A turnaround loop for Muni’s F line along McAllister Street and Charles J. Brenham Place was originally planned as part of the first phase, but has since been postponed, pending new funding.\u003c/p>\n\u003cp>“It's been almost 13 years that we've been working together on the project, the planning and the design and implementation,” explained Olea. “But we're really glad that this project in mid-Market is moving forward and we've been wanting to start construction for a while now.”\u003c/p>\n\u003cp>Any future phases of the project will be funding dependent.\u003c/p>\n\u003cp>“We're working with our project partners on determining the next phase of the project and applying for grants — federal grants — and looking for other funding opportunities to help us roll out the project,” said Olea.[aside postID=news_11798594 hero='https://ww2.kqed.org/app/uploads/sites/10/2020/01/No-Turn-On-Market-1020x691.jpg']The project is being led by San Francisco Public Works in collaboration with various other city and county departments including the San Francisco Municipal Transportation Agency, the Public Utilities Commission, the Transportation Authority and the San Francisco Planning Department.\u003c/p>\n\u003cp>Some aesthetic changes also are included in the plan, such as new trees and benches. New bike racks also are being added to accommodate the surge in cyclists on Market Street since cars were banned.\u003c/p>\n\u003cp>The plan currently being put into action is a scaled-back version of what city officials approved in 2019. After the onset of the pandemic, as tourism and other industries ground to a halt, the city was facing a significant budget shortfall and elected to redesign the plan’s first phase.\u003c/p>\n\u003cp>The most significant change for cyclists was the removal of the planned sidewalk-level bike lane. Instead, the current plan keeps bikes on the road, sharing the lane with taxis, paratransit and commercial vehicles.\u003c/p>\n\u003cp>When \u003ca href=\"https://sanfrancisco.granicus.com/player/clip/36955?view_id=24&redirect=true&h=41fc7f25a1dd3b980620cddf8c7903da\">Olea presented these changes to the Transportation Authority Board\u003c/a> in October of 2020, she cited a significant increase in the number of bikes on Market Street as one of the reasons for the change, saying the planned 8-foot-wide bike lane would be too narrow to accommodate the amount of expected traffic.\u003c/p>\n\u003cp>“Yes, it gives people more space for people on bikes, but it also gives more space for them to potentially be hit by cars,” countered Assemblymember Matt Haney, then a city supervisor.\u003c/p>\n\u003cp>The original plan also called for replacing the sidewalk’s aging red bricks with concrete, rather than only repairing damaged sections. That change was meant as a cost-saving measure but was also influenced by a motivation to avoid lengthy street closures and the negative impact that could have on nearby businesses. The \u003ca href=\"https://www.kqed.org/news/11931311/what-do-mass-layoffs-in-the-tech-industry-mean-for-the-future-of-mid-market\">mid-Market corridor has struggled to recover\u003c/a> from the economic impacts of the COVID-19 pandemic and a surge in layoffs in the tech industry this year.\u003c/p>\n\u003cp>Olea says they want to minimize impacts to the community as much as possible, but that there will be at least four two-week closures of the section of Market Street under construction in the second half of 2023, affecting all surface traffic and transit, although not BART or Muni Metro.\u003c/p>\n\u003cp>“It's one street for the city where all of our parades are, all of our important events and marches, [but] the street is looking worn and it's on our high-injury network,” said Olea. “Now is the perfect time to make these critical improvements. It really is like a once-in-a-generation project to make Market Street the beautiful corridor that it deserves to be.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The project is being led by San Francisco Public Works in collaboration with various other city and county departments including the San Francisco Municipal Transportation Agency, the Public Utilities Commission, the Transportation Authority and the San Francisco Planning Department.\u003c/p>\n\u003cp>Some aesthetic changes also are included in the plan, such as new trees and benches. New bike racks also are being added to accommodate the surge in cyclists on Market Street since cars were banned.\u003c/p>\n\u003cp>The plan currently being put into action is a scaled-back version of what city officials approved in 2019. After the onset of the pandemic, as tourism and other industries ground to a halt, the city was facing a significant budget shortfall and elected to redesign the plan’s first phase.\u003c/p>\n\u003cp>The most significant change for cyclists was the removal of the planned sidewalk-level bike lane. Instead, the current plan keeps bikes on the road, sharing the lane with taxis, paratransit and commercial vehicles.\u003c/p>\n\u003cp>When \u003ca href=\"https://sanfrancisco.granicus.com/player/clip/36955?view_id=24&redirect=true&h=41fc7f25a1dd3b980620cddf8c7903da\">Olea presented these changes to the Transportation Authority Board\u003c/a> in October of 2020, she cited a significant increase in the number of bikes on Market Street as one of the reasons for the change, saying the planned 8-foot-wide bike lane would be too narrow to accommodate the amount of expected traffic.\u003c/p>\n\u003cp>“Yes, it gives people more space for people on bikes, but it also gives more space for them to potentially be hit by cars,” countered Assemblymember Matt Haney, then a city supervisor.\u003c/p>\n\u003cp>The original plan also called for replacing the sidewalk’s aging red bricks with concrete, rather than only repairing damaged sections. That change was meant as a cost-saving measure but was also influenced by a motivation to avoid lengthy street closures and the negative impact that could have on nearby businesses. The \u003ca href=\"https://www.kqed.org/news/11931311/what-do-mass-layoffs-in-the-tech-industry-mean-for-the-future-of-mid-market\">mid-Market corridor has struggled to recover\u003c/a> from the economic impacts of the COVID-19 pandemic and a surge in layoffs in the tech industry this year.\u003c/p>\n\u003cp>Olea says they want to minimize impacts to the community as much as possible, but that there will be at least four two-week closures of the section of Market Street under construction in the second half of 2023, affecting all surface traffic and transit, although not BART or Muni Metro.\u003c/p>\n\u003cp>“It's one street for the city where all of our parades are, all of our important events and marches, [but] the street is looking worn and it's on our high-injury network,” said Olea. “Now is the perfect time to make these critical improvements. It really is like a once-in-a-generation project to make Market Street the beautiful corridor that it deserves to be.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"source": "BBC World Service"
},
"link": "/radio/program/bbc-world-service",
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},
"californiareport": {
"id": "californiareport",
"title": "The California Report",
"tagline": "California, day by day",
"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"officialWebsiteLink": "/californiareport",
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"source": "kqed",
"order": 8
},
"link": "/californiareport",
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}
},
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"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"officialWebsiteLink": "/californiareportmagazine",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
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"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
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"order": 1
},
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"freakonomics-radio": {
"id": "freakonomics-radio",
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"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
"info": "Hosted by Terry Gross, \u003cem>Fresh Air from WHYY\u003c/em> is the Peabody Award-winning weekday magazine of contemporary arts and issues. One of public radio's most popular programs, Fresh Air features intimate conversations with today's biggest luminaries.",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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},
"hidden-brain": {
"id": "hidden-brain",
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
"meta": {
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
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"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"order": 18
},
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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"source": "npr"
},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
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"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"rss": "https://feeds.npr.org/510360/podcast.xml"
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},
"on-the-media": {
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"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"info": "One of public radio's most dynamic voices, Sam Sanders helped launch The NPR Politics Podcast and hosted NPR's hit show It's Been A Minute. Now, the award-winning host returns with something brand new, The Sam Sanders Show. Every week, Sam Sanders and friends dig into the culture that shapes our lives: what's driving the biggest trends, how artists really think, and even the memes you can't stop scrolling past. Sam is beloved for his way of unpacking the world and bringing you up close to fresh currents and engaging conversations. The Sam Sanders Show is smart, funny and always a good time.",
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