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"content": "\u003cp>BART’s classic old train cars — maybe “classic” should be in quotes — have a storied history.\u003c/p>\n\u003cp>When they began service in the previous century, \u003ca href=\"https://www.nixonfoundation.org/2016/09/nixon-rides-bart/\" target=\"_blank\" rel=\"noopener\">a soon-to-be-disgraced president of the United States\u003c/a> was one of the first to ride them. After his ride in September 1972, Richard Nixon was impressed and said BART made a good case for shifting federal transportation money from highways to mass transit.\u003c/p>\n\u003cfigure id=\"attachment_11958860\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/GettyImages-1298895281.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11958860\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/GettyImages-1298895281-800x536.jpg\" alt=\"President Richard Nixon and First Lady Pat Nixon riding on BART in September 1972.\" width=\"800\" height=\"536\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/GettyImages-1298895281-800x536.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/GettyImages-1298895281-1020x684.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/GettyImages-1298895281-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/GettyImages-1298895281-1536x1029.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/GettyImages-1298895281.jpg 1546w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">President Richard Nixon and first lady Pat Nixon during their Sept. 27, 1972, BART ride from San Leandro to Lake Merritt station. They were accompanied by BART General Manager B.R. Stokes, facing away from camera. \u003ccite>(Larry Tiscornia/San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Later, the cars did heroic duty as BART ran 24 hours a day for a month after the Bay Bridge was knocked out of service by the 1989 Loma Prieta earthquake.\u003c/p>\n\u003cp>Still later, when BART was no longer a novelty and crowded trains had become the norm, enterprising journalists swabbed the cars’ wool-upholstered seats and determined \u003ca href=\"https://www.nytimes.com/2011/03/06/us/06bcseats.html\" target=\"_blank\" rel=\"noopener\">they were crawling with germs\u003c/a>.[aside label=\"Related Stories\" postID=\"news_11642626,news_11791910,news_10969699\"]OK, so maybe that’s not such a glorious past. And maybe that’s not giving the cars their full due for the part they played in BART’s creation story. The vehicles were designed with the idea that if trains were \u003ca href=\"https://www.bart.gov/news/articles/2022/news20220610-0\" target=\"_blank\" rel=\"noopener\">fast enough, sleek enough and plush enough\u003c/a>, they’d help attract riders who wanted an alternative to driving.\u003c/p>\n\u003cp>If you have been, or once were, \u003ca href=\"https://infospigot.com/2022/06/26/a-bart-memory/\" target=\"_blank\" rel=\"noopener\">a regular BART rider\u003c/a>, and especially if you were a patron before the pandemic, you probably got used to spending an hour or two a day in those cars: sitting, standing, sleeping, wondering why the air conditioning didn’t work better (or at all), trying to catch what the train operator was saying over the public address system.\u003c/p>\n\u003cp>But now those old vehicles seem to have grown extra dingy. That’s especially apparent when you look at them side-by-side with BART’s still fresh-looking new cars, which began service in January 2018.\u003c/p>\n\u003cfigure id=\"attachment_11845752\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/11/bartcars_danbrekke.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11845752\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/11/bartcars_danbrekke-800x533.jpg\" alt='\"\"' width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A car from BART’s ‘Fleet of the Future’ (right) alongside one of the transit agency’s old cars at Pleasant Hill Station in October 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>After a slow start to the ambitious car replacement program, including \u003ca href=\"https://www.kqed.org/news/11853438/computer-glitches-and-flattened-wheels-prompt-bart-to-pause-new-fleet-delivery\" target=\"_blank\" rel=\"noopener\">a long pause\u003c/a> caused by problems with some of the new fleet’s software and hardware, the agency is now running more than 560 of the new cars. With BART about to start running shorter trains on all of its routes, the supply of new cars will be more than enough to operate the agency’s daily service without using the tired-looking legacy fleet. (The reason for shorter trains: \u003ca href=\"https://s3.documentcloud.org/documents/23924017/bart-sizing-trains-for-safety-and-efficiency-presentation.pdf\" target=\"_blank\" rel=\"noopener\">BART says (PDF)\u003c/a> that will make trains easier to police, simpler to keep clean and cheaper to run.)\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>So next month, on Sept. 11, exactly 51 years after they carried their first paying passengers, the old cars will be retired from regular service. If for some reason you want one last reminder of the sights, the sounds, the smells of the legacy fleet, this is your chance.\u003c/p>\n\u003cp>One might think a ceremony is in order, and BART General Manager Robert Powers told KQED during a media ride-along Tuesday that the agency will sponsor a farewell ride for the old train cars. No date for that event has been set.\u003c/p>\n\u003cp>Powers did not sound overly nostalgic about the end of the legacy fleet era. From a durability and reliability standpoint, he said, the old cars “have really performed. But change is inevitable, and change is good, and these new cars are just so superior.”\u003c/p>\n\u003cp>And if you really, really miss the old cars, don’t lose heart. The Western Railway Museum, in Solano County near Rio Vista, has purchased one of the legacy vehicles — in fact, \u003ca href=\"https://www.sfchronicle.com/oursf/article/Richard-Nixon-resigned-but-the-1972-BART-car-he-15674008.php\" target=\"_blank\" rel=\"noopener\">the one that Nixon rode on in 1972\u003c/a> — for a future exhibit.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>OK, so maybe that’s not such a glorious past. And maybe that’s not giving the cars their full due for the part they played in BART’s creation story. The vehicles were designed with the idea that if trains were \u003ca href=\"https://www.bart.gov/news/articles/2022/news20220610-0\" target=\"_blank\" rel=\"noopener\">fast enough, sleek enough and plush enough\u003c/a>, they’d help attract riders who wanted an alternative to driving.\u003c/p>\n\u003cp>If you have been, or once were, \u003ca href=\"https://infospigot.com/2022/06/26/a-bart-memory/\" target=\"_blank\" rel=\"noopener\">a regular BART rider\u003c/a>, and especially if you were a patron before the pandemic, you probably got used to spending an hour or two a day in those cars: sitting, standing, sleeping, wondering why the air conditioning didn’t work better (or at all), trying to catch what the train operator was saying over the public address system.\u003c/p>\n\u003cp>But now those old vehicles seem to have grown extra dingy. That’s especially apparent when you look at them side-by-side with BART’s still fresh-looking new cars, which began service in January 2018.\u003c/p>\n\u003cfigure id=\"attachment_11845752\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/11/bartcars_danbrekke.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11845752\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/11/bartcars_danbrekke-800x533.jpg\" alt='\"\"' width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/11/bartcars_danbrekke.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A car from BART’s ‘Fleet of the Future’ (right) alongside one of the transit agency’s old cars at Pleasant Hill Station in October 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>After a slow start to the ambitious car replacement program, including \u003ca href=\"https://www.kqed.org/news/11853438/computer-glitches-and-flattened-wheels-prompt-bart-to-pause-new-fleet-delivery\" target=\"_blank\" rel=\"noopener\">a long pause\u003c/a> caused by problems with some of the new fleet’s software and hardware, the agency is now running more than 560 of the new cars. With BART about to start running shorter trains on all of its routes, the supply of new cars will be more than enough to operate the agency’s daily service without using the tired-looking legacy fleet. (The reason for shorter trains: \u003ca href=\"https://s3.documentcloud.org/documents/23924017/bart-sizing-trains-for-safety-and-efficiency-presentation.pdf\" target=\"_blank\" rel=\"noopener\">BART says (PDF)\u003c/a> that will make trains easier to police, simpler to keep clean and cheaper to run.)\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>So next month, on Sept. 11, exactly 51 years after they carried their first paying passengers, the old cars will be retired from regular service. If for some reason you want one last reminder of the sights, the sounds, the smells of the legacy fleet, this is your chance.\u003c/p>\n\u003cp>One might think a ceremony is in order, and BART General Manager Robert Powers told KQED during a media ride-along Tuesday that the agency will sponsor a farewell ride for the old train cars. No date for that event has been set.\u003c/p>\n\u003cp>Powers did not sound overly nostalgic about the end of the legacy fleet era. From a durability and reliability standpoint, he said, the old cars “have really performed. But change is inevitable, and change is good, and these new cars are just so superior.”\u003c/p>\n\u003cp>And if you really, really miss the old cars, don’t lose heart. The Western Railway Museum, in Solano County near Rio Vista, has purchased one of the legacy vehicles — in fact, \u003ca href=\"https://www.sfchronicle.com/oursf/article/Richard-Nixon-resigned-but-the-1972-BART-car-he-15674008.php\" target=\"_blank\" rel=\"noopener\">the one that Nixon rode on in 1972\u003c/a> — for a future exhibit.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Update, Monday, Aug. 21: \u003c/strong>State Sen. Scott Wiener (D-San Francisco) announced early Monday he’s “pausing” \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB532\">SB 532\u003c/a>, a proposal to impose a $1.50 bridge toll increase to support Bay Area transit agencies facing a fiscal crisis because of pandemic-related ridership losses.\u003c/p>\n\u003cp>The bill, which would have required a two-thirds majority to pass both houses of the state Legislature, caused a split in the Bay Area’s Assembly and Senate delegations. Seven members joined Wiener as co-authors while half a dozen lawmakers from the region said they opposed the toll increase.\u003c/p>\n\u003cp>“We’ve been trying to build more consensus within our Bay Area legislative delegation, and it became apparent last week that we did not have enough time to do the consensus building that we needed to do for this bill to be able to pass before the end of session,” Wiener told KQED in an interview Monday.\u003c/p>\n\u003cp>Wiener said he’ll work with Assemblymember Lori Wilson (D-Suisun City), one of the bill’s opponents, to consider new transit-funding proposals to help Bay Area transit agencies avoid service cuts.\u003c/p>\n\u003cp>“Assemblymember Wilson and I have committed to each other that we will co-facilitate a process over the fall recess to try to come up with a solution,” Wiener said. “And the fact that I’m the author of this bill and she was a skeptic of the bill, that’s a powerful combination and she’s a very constructive partner. And I’m optimistic we’ll be able to get something done.”\u003c/p>\n\u003cp>Wilson said in a Monday interview that she recognizes the magnitude of the fiscal crisis facing transit agencies. But she said she opposed the toll increase because of its impact on drivers in her district — which includes Solano County and far eastern Contra Costa County — and because it would deliver little direct benefit to transit agencies there.\u003c/p>\n\u003cp>Typically, she said, a portion of tolls collected from drivers in a given county is reinvested in that county to support its public transit and other transportation needs. But that wouldn’t have been the case with SB 532.\u003c/p>\n\u003cp>“With this particular toll, it is need-based, and so it is going to those [transit agencies] that have the highest need currently,” Wilson said. “That’s BART, Muni and AC Transit.”\u003c/p>\n\u003cp>She said that would mean that residents who currently drive because there are few robust public transit options in their communities would be put in the position of subsidizing agencies to which they have little access.\u003c/p>\n\u003cp>“So I struggled with that quite a deal,” Wilson said, especially when tolls are already scheduled to increase from $7 to $8 per crossing in January 2025. The toll to help transit would have raised the fee to $9.50 through the end of 2028.\u003c/p>\n\u003cp>In a statement, Muni spokesperson Erica Kato said the withdrawal of SB 532 was “very disappointing, and it’s a blow to our efforts to maintain Muni service after federal pandemic relief funds run out next year. But we’re going to keep fighting for the hundreds of thousands of people who rely on Muni every single day.”\u003c/p>\n\u003cp>BART, whose elected board voted to support SB 532 in June, said it anticipates being involved in further discussions with Sen. Wiener and other legislators on funding ideas. Many who opposed the proposed toll increase were critical of the measure because it did not come along with formal guarantees that BART would improve its performance on public safety, cleanliness and fiscal accountability.\u003c/p>\n\u003cp>“BART will continue to work with legislators on accountability measures in the future,” a BART spokesperson said in an email. “BART staff will continue to offer our assistance to the Senator and other lawmakers as they work to find a consensus solution to this regional issue.”\u003c/p>\n\u003cp>BART board member Debora Allen, who represents central Contra Costa County, had voted against supporting SB 532. She said the agency and the Legislature need to focus on long-term measures that address not only revenue needs but also deficits that will exceed $300 million a year after 2025.\u003c/p>\n\u003cp>“I think SB 532 was the wrong approach for funding BART, and I am glad to see it being placed on hold because I think the Legislature and BART need to come together with a comprehensive plan for both funding and reducing spending,” she said.\u003c/p>\n\u003cp>The Bay Area Council, which has called on BART to make urgent improvements to passenger safety and overall customer experience, also applauded Wiener’s suspension of SB 532.\u003c/p>\n\u003cp>“We need our transit operators to make the necessary structural changes to bring their operations and budgets in line with both today’s fiscal realities and the tectonic changes that decimated ridership and have kept riders away from our transit systems, including addressing crime, safety and cleanliness,” Jim Wunderman, the council’s president and CEO, said in a statement. “We can’t continue to fund unsustainable transit operations that aren’t meeting the needs of riders for a safe, convenient and seamless commute.”\u003c/p>\n\u003cp>\u003cstrong>Original story, Saturday, Aug. 19: \u003c/strong>\u003cstrong>Bridge Toll Increase Would Help Transit. How Much Would It Hurt Drivers?\u003c/strong>\u003c/p>\n\u003cp>A bill that would impose a $1.50 toll increase on Bay Area bridges to provide emergency funding for BART, Muni and other transit operators has sparked a debate over whether the added charge will fall disproportionately on lower-income commuters already struggling with the region’s high cost of living.\u003c/p>\n\u003cp>That issue was at the top of a list of concerns raised in \u003ca href=\"https://s3.documentcloud.org/documents/23919424/congressional-letter-on-sb-532-bridge-toll-increase.pdf\">a letter last month from seven Bay Area members of Congress (PDF)\u003c/a>, led by Rep. Mark De Saulnier (D-Walnut Creek), that urged Gov. Gavin Newsom and state legislative leaders to oppose the bill. The Bay Area Council, a group counting 300 businesses and institutions as members, has also \u003ca href=\"https://www.bayareacouncil.org/transportation/seven-bay-area-congressional-representatives-decry-bridge-toll-increase-as-not-in-best-interests-of-residents/\">expressed similar displeasure \u003c/a>with the toll increase bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240SB532\">SB 532\u003c/a>, by state Sen. Scott Wiener (D-San Francisco).\u003c/p>\n\u003cp>“Many employees now have the advantage to do their work from home,” the letter concluded. “There are others, the working people of the Bay Area, that don’t share this advantage, and the proposed toll hike comes straight out of their wallets.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But \u003ca href=\"https://www.spur.org/news/2023-08-16/who-will-be-helped-and-harmed-proposed-toll-increase-bay-area-bridges\">a new analysis from SPUR\u003c/a>, a regional planning and public policy think tank, challenges some of the assumptions behind that argument.\u003c/p>\n\u003cp>In \u003ca href=\"https://s3.documentcloud.org/documents/23919428/spur-analysis-who-will-be-helped-and-harmed-by-a-proposed-toll-increase-for-bay-area-bridges.pdf\">a report (PDF)\u003c/a> released this week, SPUR said a study of traffic patterns on the region’s seven state-owned bridges shows that two-thirds of drivers make just one toll crossing a week. That finding would mean those drivers’ weekly exposure to higher tolls would be limited to a single $1.50 charge.\u003c/p>\n\u003cp>The analysis also found just a small fraction of bridge users — 8% — cross more than one bridge per trip.\u003c/p>\n\u003cp>And finally, SPUR said a side-by-side comparison of bridge users and BART passengers shows that, in general, those driving over the bridges have significantly higher incomes than people taking the train. At the same time, BART customers are more likely to be traveling to work than those crossing the toll bridges.\u003c/p>\n\u003cp>Taken as a whole, SPUR says the analysis shows that those who drive across the bridges are more likely to be able to absorb the cost of the higher bridge tolls while lower-income transit users, like those who use BART, would lose out if a lack of funding forces agencies to slash service.\u003c/p>\n\u003cp>The analysis is based on modeling by Replica, a big-data firm with offices in Oakland that used census, toll payment, cell phone, credit card and other public and private information to create a “synthetic representation” of travel patterns.[pullquote align=\"right\" size=\"medium\" citation=\"Sebastian Petty, transportation policy manager, SPUR\"]‘When you’re looking at the bridge and the people driving across it, a lot of those folks are not engaged in their day-to-day commute … It’s people making regional trips, people making occasional work trips, people going to the airport, people visiting, shopping.’[/pullquote]Sebastian Petty, transportation policy manager at SPUR, said in an interview he was surprised at the high number of drivers who make a toll crossing just once a week.\u003c/p>\n\u003cp>“When you’re looking at the bridge and the people driving across it, a lot of those folks are not engaged in their day-to-day commute,” he said. “Certainly many of them are, but it’s not as though, you know, 80 out of 100 cars are doing their day-to-day commute trip. It’s people making regional trips, people making occasional work trips, people going to the airport, people visiting, shopping.”\u003c/p>\n\u003cp>Petty said the data in the report suggest a number of ways SB 532 could be amended to reduce the impact on lower-income drivers who make more frequent trips across the toll bridges. One way to do that, he said, was to cap the number of weekly toll crossings for which individual drivers would be charged the extra $1.50.\u003c/p>\n\u003cp>“If you wanted to make sure that you weren’t over cost-burdening lower-income folks who are working an in-person job and need to show up five days a week, you could still capture a significant majority of the bridge traffic if you were to cap the toll at something like a maximum of three crossings per week,” Petty said.\u003c/p>\n\u003cp>Similarly, drivers who must use two or more bridges could be given a “long-distance discount” and only charged for one toll crossing per trip.\u003c/p>\n\u003cp>SB 532 would hike tolls by $1.50 for five years starting next Jan. 1. Sen. Wiener says the increase would raise as much as $900 million for Bay Area transit operators who face major deficits beginning in 2025.\u003c/p>\n\u003cp>Supporters include BART, AC Transit, public transportation advocacy groups, environmental activists, nine YIMBY chapters and the cities of San Francisco, Oakland and Berkeley. Seven state lawmakers from the region have signed on to the bill as co-authors.\u003c/p>\n\u003cp>Wiener has acknowledged the equity issue posed by the proposed toll increases and has amended his bill to direct the Metropolitan Transportation Commission to devise a program over the next two years to reduce the hike’s impact on lower-income drivers.\u003c/p>\n\u003cp>But that amendment has done little to soften the opposition from some elected officials. In addition to the seven House members who raised objections to the bill, several state lawmakers, mostly from outlying parts of the Bay Area, have also said \u003ca href=\"https://www.sfchronicle.com/bayarea/article/bay-area-lawmakers-oppose-raising-bridge-tolls-18176112.php\">they’re against the toll increase\u003c/a>.\u003c/p>\n\u003cp>One of the chief concerns is that the $1.50 toll increase will come on top of a series of other increases \u003ca href=\"https://www.kqed.org/news/11672904/bay-area-bridge-toll-increase-appears-headed-for-passage\">approved by Bay Area voters in 2018\u003c/a>. Regional Measure 3 has raised tolls on the Antioch, Benicia, Carquinez, Richmond-San Rafael, Bay, San Mateo and Dumbarton bridges to $7 over the last several years. If SB 532 passes, the rate will go up to $8.50 in January. And the next toll increase under RM3 will add a dollar to that on New Year’s Day 2025.[aside label=\"Related Stories\" postID=\"news_11952821,news_11942359,news_11954314\"]With the bill needing a two-thirds majority in both the state Assembly and Senate to pass, the split in the regional delegation raises questions about prospects for the bill’s success.\u003c/p>\n\u003cp>The Bay Area Council has been the leading voice in opposing the measure. Besides expressing concerns about the higher tolls’ impact on lower-income drivers, the group has insisted that public transit agencies must improve performance on a range of issues — including public safety, cleanliness, reliability and offering more “seamless” service for passengers — before new public funding is approved.\u003c/p>\n\u003cp>Much of the council’s attention has been focused on BART, with the group issuing several calls in recent months for the agency to toughen enforcement of passenger conduct rules and to speed up installation of a new generation of fare gates to deter those who enter the system without paying.\u003c/p>\n\u003cp>BART has responded by approving a 22% pay increase for its police force, a step meant to retain officers and help fill nearly 30 vacant positions in its Police Department.\u003c/p>\n\u003cp>And ahead of a crucial Assembly Appropriations Committee vote on SB 532 this week, BART General Manager Robert Powers will host a ride-along with Sen. Wiener to show off the agency’s recent “safety, cleanliness and reliability improvements.”\u003c/p>\n\u003cp>The ride-along will begin at 4:30 p.m. Tuesday, Aug. 22, at Civic Center station and visit West Oakland station and the BART police “integrated security response center,” a facility that handles police dispatch calls and includes monitors for the system’s 4,000 surveillance cameras.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, Monday, Aug. 21: \u003c/strong>State Sen. Scott Wiener (D-San Francisco) announced early Monday he’s “pausing” \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB532\">SB 532\u003c/a>, a proposal to impose a $1.50 bridge toll increase to support Bay Area transit agencies facing a fiscal crisis because of pandemic-related ridership losses.\u003c/p>\n\u003cp>The bill, which would have required a two-thirds majority to pass both houses of the state Legislature, caused a split in the Bay Area’s Assembly and Senate delegations. Seven members joined Wiener as co-authors while half a dozen lawmakers from the region said they opposed the toll increase.\u003c/p>\n\u003cp>“We’ve been trying to build more consensus within our Bay Area legislative delegation, and it became apparent last week that we did not have enough time to do the consensus building that we needed to do for this bill to be able to pass before the end of session,” Wiener told KQED in an interview Monday.\u003c/p>\n\u003cp>Wiener said he’ll work with Assemblymember Lori Wilson (D-Suisun City), one of the bill’s opponents, to consider new transit-funding proposals to help Bay Area transit agencies avoid service cuts.\u003c/p>\n\u003cp>“Assemblymember Wilson and I have committed to each other that we will co-facilitate a process over the fall recess to try to come up with a solution,” Wiener said. “And the fact that I’m the author of this bill and she was a skeptic of the bill, that’s a powerful combination and she’s a very constructive partner. And I’m optimistic we’ll be able to get something done.”\u003c/p>\n\u003cp>Wilson said in a Monday interview that she recognizes the magnitude of the fiscal crisis facing transit agencies. But she said she opposed the toll increase because of its impact on drivers in her district — which includes Solano County and far eastern Contra Costa County — and because it would deliver little direct benefit to transit agencies there.\u003c/p>\n\u003cp>Typically, she said, a portion of tolls collected from drivers in a given county is reinvested in that county to support its public transit and other transportation needs. But that wouldn’t have been the case with SB 532.\u003c/p>\n\u003cp>“With this particular toll, it is need-based, and so it is going to those [transit agencies] that have the highest need currently,” Wilson said. “That’s BART, Muni and AC Transit.”\u003c/p>\n\u003cp>She said that would mean that residents who currently drive because there are few robust public transit options in their communities would be put in the position of subsidizing agencies to which they have little access.\u003c/p>\n\u003cp>“So I struggled with that quite a deal,” Wilson said, especially when tolls are already scheduled to increase from $7 to $8 per crossing in January 2025. The toll to help transit would have raised the fee to $9.50 through the end of 2028.\u003c/p>\n\u003cp>In a statement, Muni spokesperson Erica Kato said the withdrawal of SB 532 was “very disappointing, and it’s a blow to our efforts to maintain Muni service after federal pandemic relief funds run out next year. But we’re going to keep fighting for the hundreds of thousands of people who rely on Muni every single day.”\u003c/p>\n\u003cp>BART, whose elected board voted to support SB 532 in June, said it anticipates being involved in further discussions with Sen. Wiener and other legislators on funding ideas. Many who opposed the proposed toll increase were critical of the measure because it did not come along with formal guarantees that BART would improve its performance on public safety, cleanliness and fiscal accountability.\u003c/p>\n\u003cp>“BART will continue to work with legislators on accountability measures in the future,” a BART spokesperson said in an email. “BART staff will continue to offer our assistance to the Senator and other lawmakers as they work to find a consensus solution to this regional issue.”\u003c/p>\n\u003cp>BART board member Debora Allen, who represents central Contra Costa County, had voted against supporting SB 532. She said the agency and the Legislature need to focus on long-term measures that address not only revenue needs but also deficits that will exceed $300 million a year after 2025.\u003c/p>\n\u003cp>“I think SB 532 was the wrong approach for funding BART, and I am glad to see it being placed on hold because I think the Legislature and BART need to come together with a comprehensive plan for both funding and reducing spending,” she said.\u003c/p>\n\u003cp>The Bay Area Council, which has called on BART to make urgent improvements to passenger safety and overall customer experience, also applauded Wiener’s suspension of SB 532.\u003c/p>\n\u003cp>“We need our transit operators to make the necessary structural changes to bring their operations and budgets in line with both today’s fiscal realities and the tectonic changes that decimated ridership and have kept riders away from our transit systems, including addressing crime, safety and cleanliness,” Jim Wunderman, the council’s president and CEO, said in a statement. “We can’t continue to fund unsustainable transit operations that aren’t meeting the needs of riders for a safe, convenient and seamless commute.”\u003c/p>\n\u003cp>\u003cstrong>Original story, Saturday, Aug. 19: \u003c/strong>\u003cstrong>Bridge Toll Increase Would Help Transit. How Much Would It Hurt Drivers?\u003c/strong>\u003c/p>\n\u003cp>A bill that would impose a $1.50 toll increase on Bay Area bridges to provide emergency funding for BART, Muni and other transit operators has sparked a debate over whether the added charge will fall disproportionately on lower-income commuters already struggling with the region’s high cost of living.\u003c/p>\n\u003cp>That issue was at the top of a list of concerns raised in \u003ca href=\"https://s3.documentcloud.org/documents/23919424/congressional-letter-on-sb-532-bridge-toll-increase.pdf\">a letter last month from seven Bay Area members of Congress (PDF)\u003c/a>, led by Rep. Mark De Saulnier (D-Walnut Creek), that urged Gov. Gavin Newsom and state legislative leaders to oppose the bill. The Bay Area Council, a group counting 300 businesses and institutions as members, has also \u003ca href=\"https://www.bayareacouncil.org/transportation/seven-bay-area-congressional-representatives-decry-bridge-toll-increase-as-not-in-best-interests-of-residents/\">expressed similar displeasure \u003c/a>with the toll increase bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240SB532\">SB 532\u003c/a>, by state Sen. Scott Wiener (D-San Francisco).\u003c/p>\n\u003cp>“Many employees now have the advantage to do their work from home,” the letter concluded. “There are others, the working people of the Bay Area, that don’t share this advantage, and the proposed toll hike comes straight out of their wallets.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But \u003ca href=\"https://www.spur.org/news/2023-08-16/who-will-be-helped-and-harmed-proposed-toll-increase-bay-area-bridges\">a new analysis from SPUR\u003c/a>, a regional planning and public policy think tank, challenges some of the assumptions behind that argument.\u003c/p>\n\u003cp>In \u003ca href=\"https://s3.documentcloud.org/documents/23919428/spur-analysis-who-will-be-helped-and-harmed-by-a-proposed-toll-increase-for-bay-area-bridges.pdf\">a report (PDF)\u003c/a> released this week, SPUR said a study of traffic patterns on the region’s seven state-owned bridges shows that two-thirds of drivers make just one toll crossing a week. That finding would mean those drivers’ weekly exposure to higher tolls would be limited to a single $1.50 charge.\u003c/p>\n\u003cp>The analysis also found just a small fraction of bridge users — 8% — cross more than one bridge per trip.\u003c/p>\n\u003cp>And finally, SPUR said a side-by-side comparison of bridge users and BART passengers shows that, in general, those driving over the bridges have significantly higher incomes than people taking the train. At the same time, BART customers are more likely to be traveling to work than those crossing the toll bridges.\u003c/p>\n\u003cp>Taken as a whole, SPUR says the analysis shows that those who drive across the bridges are more likely to be able to absorb the cost of the higher bridge tolls while lower-income transit users, like those who use BART, would lose out if a lack of funding forces agencies to slash service.\u003c/p>\n\u003cp>The analysis is based on modeling by Replica, a big-data firm with offices in Oakland that used census, toll payment, cell phone, credit card and other public and private information to create a “synthetic representation” of travel patterns.\u003c/p>\u003c/div>",
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"content": "‘When you’re looking at the bridge and the people driving across it, a lot of those folks are not engaged in their day-to-day commute … It’s people making regional trips, people making occasional work trips, people going to the airport, people visiting, shopping.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Sebastian Petty, transportation policy manager at SPUR, said in an interview he was surprised at the high number of drivers who make a toll crossing just once a week.\u003c/p>\n\u003cp>“When you’re looking at the bridge and the people driving across it, a lot of those folks are not engaged in their day-to-day commute,” he said. “Certainly many of them are, but it’s not as though, you know, 80 out of 100 cars are doing their day-to-day commute trip. It’s people making regional trips, people making occasional work trips, people going to the airport, people visiting, shopping.”\u003c/p>\n\u003cp>Petty said the data in the report suggest a number of ways SB 532 could be amended to reduce the impact on lower-income drivers who make more frequent trips across the toll bridges. One way to do that, he said, was to cap the number of weekly toll crossings for which individual drivers would be charged the extra $1.50.\u003c/p>\n\u003cp>“If you wanted to make sure that you weren’t over cost-burdening lower-income folks who are working an in-person job and need to show up five days a week, you could still capture a significant majority of the bridge traffic if you were to cap the toll at something like a maximum of three crossings per week,” Petty said.\u003c/p>\n\u003cp>Similarly, drivers who must use two or more bridges could be given a “long-distance discount” and only charged for one toll crossing per trip.\u003c/p>\n\u003cp>SB 532 would hike tolls by $1.50 for five years starting next Jan. 1. Sen. Wiener says the increase would raise as much as $900 million for Bay Area transit operators who face major deficits beginning in 2025.\u003c/p>\n\u003cp>Supporters include BART, AC Transit, public transportation advocacy groups, environmental activists, nine YIMBY chapters and the cities of San Francisco, Oakland and Berkeley. Seven state lawmakers from the region have signed on to the bill as co-authors.\u003c/p>\n\u003cp>Wiener has acknowledged the equity issue posed by the proposed toll increases and has amended his bill to direct the Metropolitan Transportation Commission to devise a program over the next two years to reduce the hike’s impact on lower-income drivers.\u003c/p>\n\u003cp>But that amendment has done little to soften the opposition from some elected officials. In addition to the seven House members who raised objections to the bill, several state lawmakers, mostly from outlying parts of the Bay Area, have also said \u003ca href=\"https://www.sfchronicle.com/bayarea/article/bay-area-lawmakers-oppose-raising-bridge-tolls-18176112.php\">they’re against the toll increase\u003c/a>.\u003c/p>\n\u003cp>One of the chief concerns is that the $1.50 toll increase will come on top of a series of other increases \u003ca href=\"https://www.kqed.org/news/11672904/bay-area-bridge-toll-increase-appears-headed-for-passage\">approved by Bay Area voters in 2018\u003c/a>. Regional Measure 3 has raised tolls on the Antioch, Benicia, Carquinez, Richmond-San Rafael, Bay, San Mateo and Dumbarton bridges to $7 over the last several years. If SB 532 passes, the rate will go up to $8.50 in January. And the next toll increase under RM3 will add a dollar to that on New Year’s Day 2025.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>With the bill needing a two-thirds majority in both the state Assembly and Senate to pass, the split in the regional delegation raises questions about prospects for the bill’s success.\u003c/p>\n\u003cp>The Bay Area Council has been the leading voice in opposing the measure. Besides expressing concerns about the higher tolls’ impact on lower-income drivers, the group has insisted that public transit agencies must improve performance on a range of issues — including public safety, cleanliness, reliability and offering more “seamless” service for passengers — before new public funding is approved.\u003c/p>\n\u003cp>Much of the council’s attention has been focused on BART, with the group issuing several calls in recent months for the agency to toughen enforcement of passenger conduct rules and to speed up installation of a new generation of fare gates to deter those who enter the system without paying.\u003c/p>\n\u003cp>BART has responded by approving a 22% pay increase for its police force, a step meant to retain officers and help fill nearly 30 vacant positions in its Police Department.\u003c/p>\n\u003cp>And ahead of a crucial Assembly Appropriations Committee vote on SB 532 this week, BART General Manager Robert Powers will host a ride-along with Sen. Wiener to show off the agency’s recent “safety, cleanliness and reliability improvements.”\u003c/p>\n\u003cp>The ride-along will begin at 4:30 p.m. Tuesday, Aug. 22, at Civic Center station and visit West Oakland station and the BART police “integrated security response center,” a facility that handles police dispatch calls and includes monitors for the system’s 4,000 surveillance cameras.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>General Motors’ Cruise autonomous vehicle unit has agreed to cut its \u003ca href=\"https://apnews.com/article/driverless-cars-robotaxis-waymo-cruise-tesla-684556379bb57425c8fdf35268e8046d\">fleet of San Francisco robotaxis\u003c/a> in half as authorities investigate two recent crashes in the city.\u003c/p>\n\u003cp>The state Department of Motor Vehicles asked for the reduction after a Cruise vehicle without a human driver collided with an unspecified emergency vehicle on Thursday.\u003c/p>\n\u003cp>“The DMV is investigating recent concerning incidents involving Cruise vehicles in San Francisco,” the DMV said Saturday in a statement to The Associated Press. “Cruise has agreed to a 50% reduction and will have no more than 50 driverless vehicles in operation during the day and 150 driverless vehicles in operation at night.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The development comes just over a week after \u003ca href=\"https://www.kqed.org/news/11957833/are-you-ready-for-more-driverless-taxis-cpuc-votes-on-whether-to-let-cruise-waymo-expand-in-sf\">California regulators allowed Cruise and Google spinoff Waymo to operate autonomous robotaxis throughout San Francisco\u003c/a> at all hours, despite safety worries spurred by recurring problems with unexpected stops and other erratic behavior.\u003c/p>\n\u003cp>The \u003ca href=\"https://apnews.com/article/robotaxis-cruise-waymo-san-francisco-artificial-intelligence-98f0dab03984bd71685b92c2ac7aad0c\">decision Aug. 10 by the Public Utilities Commission\u003c/a> made San Francisco the first major U.S. city with two fleets of driverless vehicles competing for passengers.\u003c/p>\n\u003cp>On Thursday around 10 p.m., the Cruise vehicle had a green light, entered an intersection, and was hit by the emergency vehicle responding to a call, \u003ca href=\"https://www.sfchronicle.com/sf/article/cruise-driverless-san-francisco-crash-18302845.php\">the \u003cem>San Francisco Chronicle\u003c/em> reported,\u003c/a> based on tweets from Cruise.[pullquote align=\"right\" size=\"medium\" citation=\"California Department of Motor Vehicles\"]‘Cruise has agreed to a 50% reduction and will have no more than 50 driverless vehicles in operation during the day and 150 driverless vehicles in operation at night.’[/pullquote]The robotaxi was carrying a passenger, who was taken by ambulance to a hospital with injuries that were not severe, Cruise told the newspaper.\u003c/p>\n\u003cp>Also Thursday night, a Cruise car without a passenger collided with another vehicle in San Francisco, the newspaper reported.\u003c/p>\n\u003cp>The San Francisco Fire Department did not immediately respond to a request for comment from the newspaper.\u003c/p>\n\u003cp>The robotaxi almost immediately identified the emergency response vehicle as it came into view, Greg Dieterich, Cruise’s general manager in San Francisco, said in a statement \u003ca href=\"https://getcruise.com/news/blog/2023/further-update-on-emergency-vehicle-collision/\">on the company website\u003c/a>.\u003c/p>\n\u003cp>At the intersection, visibility is occluded by buildings, and it’s not possible to see objects around a corner until they are very close to the intersection, Dieterich’s statement said. The Cruise autonomous vehicle detected the siren as soon it was distinguishable from background noise, he wrote.\u003c/p>\n\u003cp>“The AV’s ability to successfully chart the emergency vehicle’s path was complicated by the fact that the emergency vehicle was in the oncoming lane of traffic, which it had moved into to bypass the red light,” Dieterich wrote.[aside label=\"Related Stories\" postID=\"news_11957833,forum_2010101893895\"]The Cruise vehicle identified the risk of a crash and braked, reducing its speed, but couldn’t avoid the collision, he wrote.\u003c/p>\n\u003cp>Cruise vehicles have driven more than 3 million autonomous miles in the city and have interacted with emergency vehicles more than 168,000 times in the first seven months of this year alone, the statement said. “We realize that we’ll always encounter challenging situations, which is why continuous improvement is central to our work.”\u003c/p>\n\u003cp>The company will work with regulators and city departments to reduce the likelihood of a crash happening again, Dieterich wrote.\u003c/p>\n\u003cp>The DMV said the fleet reduction will remain until its investigation ends and Cruise takes corrective action to improve safety. “The DMV reserves the right, following investigation of the facts, to suspend or revoke testing and/or deployment permits if there is determined to be an unreasonable risk to public safety.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>General Motors’ Cruise autonomous vehicle unit has agreed to cut its \u003ca href=\"https://apnews.com/article/driverless-cars-robotaxis-waymo-cruise-tesla-684556379bb57425c8fdf35268e8046d\">fleet of San Francisco robotaxis\u003c/a> in half as authorities investigate two recent crashes in the city.\u003c/p>\n\u003cp>The state Department of Motor Vehicles asked for the reduction after a Cruise vehicle without a human driver collided with an unspecified emergency vehicle on Thursday.\u003c/p>\n\u003cp>“The DMV is investigating recent concerning incidents involving Cruise vehicles in San Francisco,” the DMV said Saturday in a statement to The Associated Press. “Cruise has agreed to a 50% reduction and will have no more than 50 driverless vehicles in operation during the day and 150 driverless vehicles in operation at night.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The development comes just over a week after \u003ca href=\"https://www.kqed.org/news/11957833/are-you-ready-for-more-driverless-taxis-cpuc-votes-on-whether-to-let-cruise-waymo-expand-in-sf\">California regulators allowed Cruise and Google spinoff Waymo to operate autonomous robotaxis throughout San Francisco\u003c/a> at all hours, despite safety worries spurred by recurring problems with unexpected stops and other erratic behavior.\u003c/p>\n\u003cp>The \u003ca href=\"https://apnews.com/article/robotaxis-cruise-waymo-san-francisco-artificial-intelligence-98f0dab03984bd71685b92c2ac7aad0c\">decision Aug. 10 by the Public Utilities Commission\u003c/a> made San Francisco the first major U.S. city with two fleets of driverless vehicles competing for passengers.\u003c/p>\n\u003cp>On Thursday around 10 p.m., the Cruise vehicle had a green light, entered an intersection, and was hit by the emergency vehicle responding to a call, \u003ca href=\"https://www.sfchronicle.com/sf/article/cruise-driverless-san-francisco-crash-18302845.php\">the \u003cem>San Francisco Chronicle\u003c/em> reported,\u003c/a> based on tweets from Cruise.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The robotaxi was carrying a passenger, who was taken by ambulance to a hospital with injuries that were not severe, Cruise told the newspaper.\u003c/p>\n\u003cp>Also Thursday night, a Cruise car without a passenger collided with another vehicle in San Francisco, the newspaper reported.\u003c/p>\n\u003cp>The San Francisco Fire Department did not immediately respond to a request for comment from the newspaper.\u003c/p>\n\u003cp>The robotaxi almost immediately identified the emergency response vehicle as it came into view, Greg Dieterich, Cruise’s general manager in San Francisco, said in a statement \u003ca href=\"https://getcruise.com/news/blog/2023/further-update-on-emergency-vehicle-collision/\">on the company website\u003c/a>.\u003c/p>\n\u003cp>At the intersection, visibility is occluded by buildings, and it’s not possible to see objects around a corner until they are very close to the intersection, Dieterich’s statement said. The Cruise autonomous vehicle detected the siren as soon it was distinguishable from background noise, he wrote.\u003c/p>\n\u003cp>“The AV’s ability to successfully chart the emergency vehicle’s path was complicated by the fact that the emergency vehicle was in the oncoming lane of traffic, which it had moved into to bypass the red light,” Dieterich wrote.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The Cruise vehicle identified the risk of a crash and braked, reducing its speed, but couldn’t avoid the collision, he wrote.\u003c/p>\n\u003cp>Cruise vehicles have driven more than 3 million autonomous miles in the city and have interacted with emergency vehicles more than 168,000 times in the first seven months of this year alone, the statement said. “We realize that we’ll always encounter challenging situations, which is why continuous improvement is central to our work.”\u003c/p>\n\u003cp>The company will work with regulators and city departments to reduce the likelihood of a crash happening again, Dieterich wrote.\u003c/p>\n\u003cp>The DMV said the fleet reduction will remain until its investigation ends and Cruise takes corrective action to improve safety. “The DMV reserves the right, following investigation of the facts, to suspend or revoke testing and/or deployment permits if there is determined to be an unreasonable risk to public safety.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Update, 1:30 p.m. Friday: \u003c/strong>A San Francisco supervisor says city officials are considering ways to appeal Thursday night’s CPUC vote that gave the green light for unlimited commercial expansion of Cruise and Waymo’s autonomous vehicles.\u003c/p>\n\u003cp>The decision by state regulators followed months of protest by San Francisco officials, unions and civic groups. Supervisor Aaron Peskin says options include filing for a re-hearing, and engaging further with the DMV, state lawmakers and federal regulators.\u003c/p>\n\u003cp>“This is the beginning. This is not the end,” Peskin said. “San Francisco is not going to shirk our responsibilities around fundamental life safety, public safety issues.”\u003c/p>\n\u003cp>Mayor London Breed’s office wrote KQED: “There remain challenges we need to work to resolve, especially when [autonomous vehicles] interfere with our first responders. We are … exploring our options for next steps.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Update, 7:45 p.m. Thursday:\u003c/strong> The California Public Utilities Commission voted 3–1 Thursday evening to allow Cruise and Waymo robotaxis to charge fares in San Francisco where the DMV has already determined the vehicles are deployment ready.\u003c/p>\n\u003cp>The mood was polite but charged over six-and-a-half hours of public testimony preceding the votes, as scores of people argued for and against.\u003c/p>\n\u003cp>“These are private companies testing their private R&D on public roads,” said Lauren Renaud, a data analyst in San Francisco. “You are a regulatory agency. Please do your job and create regulation. I did not consent to be a beta tester.”\u003c/p>\n\u003cp>“I think we should be championing this technology to help improve San Francisco’s infrastructure and not impede it,” said Nzechi Nwaokoro, a software engineer who said he grew up in the city.\u003c/p>\n\u003cp>Following the vote, Waymo’s co-CEO wrote that the CPUC’s approval “marks the true beginning of our commercial operations in San Francisco.”\u003c/p>\n\u003cp>Cruise’s vice president of government affairs wrote that the company is now in a position to compete with traditional ride-hail companies, namely, Uber and Lyft.\u003c/p>\n\u003cp>“It’s unfortunate the commissioners looked at this issue very narrowly and departed from their own stated mission and values of ensuring public safety,” said Justin Kloczko, a tech and privacy advocate for Consumer Watchdog. “They are failing to regulate a dangerous, nascent industry. Los Angeles is next.”\u003c/p>\n\u003cp>Waymo has been operating fully autonomous test vehicles in Los Angeles \u003ca href=\"https://twitter.com/dmitri_dolgov/status/1630231987146608640?s=20\">since February\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Original story:\u003c/strong>\u003cbr>\nState regulators are \u003ca href=\"https://www.cpuc.ca.gov/events-and-meetings/cpuc-voting-meeting-2023-08-10\">expected to vote\u003c/a> today on whether to give the green light to \u003ca href=\"https://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M516/K812/516812218.PDF\">Cruise (PDF)\u003c/a> and \u003ca href=\"https://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M516/K812/516812344.PDF\">Waymo (PDF)\u003c/a> to run an unlimited fleet of driverless robotaxis in San Francisco. If approved, the two companies would be able to charge for rides, at any hour of the day or night, throughout the city, and would be able to expand their fleets without limit.\u003c/p>\n\u003cp>The California Department of Motor Vehicles gave its \u003ca href=\"https://www.dmv.ca.gov/portal/news-and-media/117199-2/\">approval\u003c/a> for commercial robotaxis back in September of 2021. And both GM-owned Cruise and Alphabet-owned Waymo already have autonomous vehicles, or AVs, roaming certain parts of the city for limited hours. But these driverless cars have also given rise to frustration and sometimes fear, documented in profusion on social media. Like this tweet, posted last Sunday:\u003c/p>\n\u003cp>https://twitter.com/shaan_ca/status/1688226890170150912?s=20\u003c/p>\n\u003cp>Or this one, posted last Monday:\u003c/p>\n\u003cp>https://twitter.com/alfsan/status/1688614136366714880?ref_src=twsrc%5Etfw\u003c/p>\n\u003cp>However, in the most recent earnings conference call for shareholders, Cruise CEO and CTO Kyle Vogt described a rosy scenario approaching, when their multibillion dollar investments might finally break out onto the open road of profitability and any current issues would be resolved. In fact, he argues driverless robotaxis will ultimately be safer and more convenient than regular cars.\u003c/p>\n\u003cp>“Safety continues to improve despite increasing complexity,” said Vogt two weeks ago. “Our analysis of the first 1 million miles shows AVs experienced 54% fewer collisions than human drivers in similar environments, and 92% fewer where the AV was the primary contributor. In other words, the vast majority of collisions are caused by inattentive human drivers, not the AV.” Vogt envisioned a day when people will find it more affordable to take robotaxis instead of owning cars.\u003c/p>\n\u003cp>The two companies must now clear a final regulatory hurdle from the California Public Utilities Commission before taking on human-driven Uber and Lyft unobstructed in San Francisco. But the votes have been delayed twice, following concerns voiced by local first responders and law enforcement.\u003c/p>\n\u003cp>There are multiple documented cases of AVs rolling into emergency scenes, oblivious to human commands to stop. The vehicles also have a tendency to “brick,” or come to a complete stop when confused, regardless of location. (See tweets above.)\u003c/p>\n\u003cfigure id=\"attachment_11957839\" class=\"wp-caption aligncenter\" style=\"max-width: 1000px\">\u003ca href=\"https://ww2.kqed.org/news/2023/08/10/are-you-ready-for-more-driverless-taxis-cpuc-votes-on-whether-to-let-cruise-waymo-expand-in-sf/city-of-san-francisco/\" rel=\"attachment wp-att-11957839\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11957839\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/city-of-san-francisco.jpg\" alt=\"a slide from a presentation shows a bar graph going up on the left and a map on the right\" width=\"1000\" height=\"565\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/city-of-san-francisco.jpg 1000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/city-of-san-francisco-800x452.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/city-of-san-francisco-160x90.jpg 160w\" sizes=\"(max-width: 1000px) 100vw, 1000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Screenshot from a CPUC meeting. \u003ccite>(SFFD, SFPD, SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Local regulators have largely had to watch from the sidewalks, and they’ve been \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2023/08/2023.08.07_cpuc_status_conference_8.7.2023_final.pdf\">loud about their frustration (PDF)\u003c/a>. Jeffrey Tumlin, director of the San Francisco Municipal Transportation Agency, says he’s bullish about the technology, but not the way company performance data is largely a black box to local officials.\u003c/p>\n\u003cp>“The companies have mostly denied all of our data requests around performance,” he said. “So to the extent that we have data, it is largely from reporting that industry must do — at the federal level to NHTSA (National Highway Traffic Safety Administration), and at the state level to the California Public Utilities Commission and the DMV.” Tumlin claims the bulk of safety performance data San Francisco transit officials get is coming from calls to 911.\u003c/p>\n\u003cp>But Dan Chatman, chair of UC Berkeley’s Department of City and Regional Planning, says the rollout of robotaxis is inevitable — and not just for San Francisco, or California. Three years ago, there were only test vehicles in a handful of places. Now, they prowl the streets of several large cities, including \u003ca href=\"https://techcrunch.com/2023/02/27/waymo-to-test-driverless-rides-with-employees-in-los-angeles/\">Los Angeles\u003c/a>, Phoenix, Austin and Miami. Cruise began offering the public a \u003ca href=\"https://getcruise.com/\">waitlist\u003c/a> for autonomous ride hailing in San Francisco in February of 2022. Waymo began \u003ca href=\"https://waymo.com/waymo-one-san-francisco/\">offering rides\u003c/a> the following November.\u003c/p>\n\u003cp>“It isn’t completely transparent to me that, just because there are some well publicized issues with the vehicles, therefore, they should be shut down,” Chatman said. “The CPUC is in a position where it has to weigh the potential benefits and the costs, and I don’t envy them their task.”\u003c/p>\n\u003cp>“Cruise is no longer a science project,” CEO Vogt said in that earnings call earlier this month. “There was once significant risk and reasons to doubt, but it’s now a rapidly growing business and transformational product.”\u003c/p>\n\u003cp>\u003cem>KQED’s Alexander Gonzalez contributed to this story.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The California Public Utilities Commission voted 3–1 Thursday evening to allow Cruise and Waymo robotaxis to charge fares in San Francisco.",
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"title": "Are You Ready for More Driverless Taxis? CPUC Votes to Let Cruise, Waymo Expand in SF | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 1:30 p.m. Friday: \u003c/strong>A San Francisco supervisor says city officials are considering ways to appeal Thursday night’s CPUC vote that gave the green light for unlimited commercial expansion of Cruise and Waymo’s autonomous vehicles.\u003c/p>\n\u003cp>The decision by state regulators followed months of protest by San Francisco officials, unions and civic groups. Supervisor Aaron Peskin says options include filing for a re-hearing, and engaging further with the DMV, state lawmakers and federal regulators.\u003c/p>\n\u003cp>“This is the beginning. This is not the end,” Peskin said. “San Francisco is not going to shirk our responsibilities around fundamental life safety, public safety issues.”\u003c/p>\n\u003cp>Mayor London Breed’s office wrote KQED: “There remain challenges we need to work to resolve, especially when [autonomous vehicles] interfere with our first responders. We are … exploring our options for next steps.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Update, 7:45 p.m. Thursday:\u003c/strong> The California Public Utilities Commission voted 3–1 Thursday evening to allow Cruise and Waymo robotaxis to charge fares in San Francisco where the DMV has already determined the vehicles are deployment ready.\u003c/p>\n\u003cp>The mood was polite but charged over six-and-a-half hours of public testimony preceding the votes, as scores of people argued for and against.\u003c/p>\n\u003cp>“These are private companies testing their private R&D on public roads,” said Lauren Renaud, a data analyst in San Francisco. “You are a regulatory agency. Please do your job and create regulation. I did not consent to be a beta tester.”\u003c/p>\n\u003cp>“I think we should be championing this technology to help improve San Francisco’s infrastructure and not impede it,” said Nzechi Nwaokoro, a software engineer who said he grew up in the city.\u003c/p>\n\u003cp>Following the vote, Waymo’s co-CEO wrote that the CPUC’s approval “marks the true beginning of our commercial operations in San Francisco.”\u003c/p>\n\u003cp>Cruise’s vice president of government affairs wrote that the company is now in a position to compete with traditional ride-hail companies, namely, Uber and Lyft.\u003c/p>\n\u003cp>“It’s unfortunate the commissioners looked at this issue very narrowly and departed from their own stated mission and values of ensuring public safety,” said Justin Kloczko, a tech and privacy advocate for Consumer Watchdog. “They are failing to regulate a dangerous, nascent industry. Los Angeles is next.”\u003c/p>\n\u003cp>Waymo has been operating fully autonomous test vehicles in Los Angeles \u003ca href=\"https://twitter.com/dmitri_dolgov/status/1630231987146608640?s=20\">since February\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Original story:\u003c/strong>\u003cbr>\nState regulators are \u003ca href=\"https://www.cpuc.ca.gov/events-and-meetings/cpuc-voting-meeting-2023-08-10\">expected to vote\u003c/a> today on whether to give the green light to \u003ca href=\"https://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M516/K812/516812218.PDF\">Cruise (PDF)\u003c/a> and \u003ca href=\"https://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M516/K812/516812344.PDF\">Waymo (PDF)\u003c/a> to run an unlimited fleet of driverless robotaxis in San Francisco. If approved, the two companies would be able to charge for rides, at any hour of the day or night, throughout the city, and would be able to expand their fleets without limit.\u003c/p>\n\u003cp>The California Department of Motor Vehicles gave its \u003ca href=\"https://www.dmv.ca.gov/portal/news-and-media/117199-2/\">approval\u003c/a> for commercial robotaxis back in September of 2021. And both GM-owned Cruise and Alphabet-owned Waymo already have autonomous vehicles, or AVs, roaming certain parts of the city for limited hours. But these driverless cars have also given rise to frustration and sometimes fear, documented in profusion on social media. Like this tweet, posted last Sunday:\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Or this one, posted last Monday:\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>However, in the most recent earnings conference call for shareholders, Cruise CEO and CTO Kyle Vogt described a rosy scenario approaching, when their multibillion dollar investments might finally break out onto the open road of profitability and any current issues would be resolved. In fact, he argues driverless robotaxis will ultimately be safer and more convenient than regular cars.\u003c/p>\n\u003cp>“Safety continues to improve despite increasing complexity,” said Vogt two weeks ago. “Our analysis of the first 1 million miles shows AVs experienced 54% fewer collisions than human drivers in similar environments, and 92% fewer where the AV was the primary contributor. In other words, the vast majority of collisions are caused by inattentive human drivers, not the AV.” Vogt envisioned a day when people will find it more affordable to take robotaxis instead of owning cars.\u003c/p>\n\u003cp>The two companies must now clear a final regulatory hurdle from the California Public Utilities Commission before taking on human-driven Uber and Lyft unobstructed in San Francisco. But the votes have been delayed twice, following concerns voiced by local first responders and law enforcement.\u003c/p>\n\u003cp>There are multiple documented cases of AVs rolling into emergency scenes, oblivious to human commands to stop. The vehicles also have a tendency to “brick,” or come to a complete stop when confused, regardless of location. (See tweets above.)\u003c/p>\n\u003cfigure id=\"attachment_11957839\" class=\"wp-caption aligncenter\" style=\"max-width: 1000px\">\u003ca href=\"https://ww2.kqed.org/news/2023/08/10/are-you-ready-for-more-driverless-taxis-cpuc-votes-on-whether-to-let-cruise-waymo-expand-in-sf/city-of-san-francisco/\" rel=\"attachment wp-att-11957839\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11957839\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/city-of-san-francisco.jpg\" alt=\"a slide from a presentation shows a bar graph going up on the left and a map on the right\" width=\"1000\" height=\"565\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/city-of-san-francisco.jpg 1000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/city-of-san-francisco-800x452.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/city-of-san-francisco-160x90.jpg 160w\" sizes=\"(max-width: 1000px) 100vw, 1000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Screenshot from a CPUC meeting. \u003ccite>(SFFD, SFPD, SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Local regulators have largely had to watch from the sidewalks, and they’ve been \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2023/08/2023.08.07_cpuc_status_conference_8.7.2023_final.pdf\">loud about their frustration (PDF)\u003c/a>. Jeffrey Tumlin, director of the San Francisco Municipal Transportation Agency, says he’s bullish about the technology, but not the way company performance data is largely a black box to local officials.\u003c/p>\n\u003cp>“The companies have mostly denied all of our data requests around performance,” he said. “So to the extent that we have data, it is largely from reporting that industry must do — at the federal level to NHTSA (National Highway Traffic Safety Administration), and at the state level to the California Public Utilities Commission and the DMV.” Tumlin claims the bulk of safety performance data San Francisco transit officials get is coming from calls to 911.\u003c/p>\n\u003cp>But Dan Chatman, chair of UC Berkeley’s Department of City and Regional Planning, says the rollout of robotaxis is inevitable — and not just for San Francisco, or California. Three years ago, there were only test vehicles in a handful of places. Now, they prowl the streets of several large cities, including \u003ca href=\"https://techcrunch.com/2023/02/27/waymo-to-test-driverless-rides-with-employees-in-los-angeles/\">Los Angeles\u003c/a>, Phoenix, Austin and Miami. Cruise began offering the public a \u003ca href=\"https://getcruise.com/\">waitlist\u003c/a> for autonomous ride hailing in San Francisco in February of 2022. Waymo began \u003ca href=\"https://waymo.com/waymo-one-san-francisco/\">offering rides\u003c/a> the following November.\u003c/p>\n\u003cp>“It isn’t completely transparent to me that, just because there are some well publicized issues with the vehicles, therefore, they should be shut down,” Chatman said. “The CPUC is in a position where it has to weigh the potential benefits and the costs, and I don’t envy them their task.”\u003c/p>\n\u003cp>“Cruise is no longer a science project,” CEO Vogt said in that earnings call earlier this month. “There was once significant risk and reasons to doubt, but it’s now a rapidly growing business and transformational product.”\u003c/p>\n\u003cp>\u003cem>KQED’s Alexander Gonzalez contributed to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Controversial Speeding Ticket Cameras Could Come to 3 Bay Area Cities Under Proposed California Bill",
"headTitle": "Controversial Speeding Ticket Cameras Could Come to 3 Bay Area Cities Under Proposed California Bill | KQED",
"content": "\u003cp>Three Bay Area cities are poised to install cameras that automatically cite tickets for driving over the speed limit, according to a state bill that is swiftly working its way through the California Legislature.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB645\">AB 645\u003c/a>, comes as cities are increasingly looking at solutions to traffic accidents and ways to make streets safer for drivers and pedestrians. It would allow San Francisco, Oakland and San José to pilot a speed camera system, along with Los Angeles, Glendale and Long Beach.\u003c/p>\n\u003cp>But some privacy advocates worry the surveillance approach, which has been used in places like Chicago, will do little to change speeding issues while penalizing drivers in areas with less traffic infrastructure.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The problem with automated traffic enforcement is that it forces people to pay for the traffic-calming measures that cities should be paying for proactively,” said Tracy Rosenberg, advocacy director of \u003ca href=\"https://oaklandprivacy.org/\">Oakland Privacy\u003c/a>, a citizens’ coalition that advocates for the regulation of surveillance technology.\u003c/p>\n\u003cp>“When you look at cities, you find a real uneven allocation in terms of where traffic management infrastructure has been put into place,” she said. “Often in affluent neighborhoods, there is quite a bit of it, and you get into lower-income neighborhoods and there’s nothing. It’s all a speed trap. So that’s where all the tickets are going to be issued.”\u003c/p>\n\u003cp>Supporters of the bill, like the pedestrian advocacy group \u003ca href=\"https://walksf.org/2023/07/11/speed-camera-bill-clears-its-latest-hurdle-and-now-we-wait/\">Walk San Francisco\u003c/a>, say the speed safety cameras could help prevent more traffic deaths and dangerous road activity.\u003c/p>\n\u003cp>\u003ca href=\"https://www.oaklandca.gov/projects/assembly-bill-645-friedman-speed-safety-systems-pilot-program\">The city of Oakland\u003c/a> on its website said that the bill could also help with “removing interactions between police and the community at traffic stops that have the potential to escalate.”[pullquote align=\"right\" size=\"medium\" citation=\"Tracy Rosenberg, advocacy director, Oakland Privacy\"]‘We think that it’s kind of backwards, that cities should invest in traffic-calming infrastructure before they start punishing people essentially for the infrastructure not being in place.’[/pullquote]An average of 30 people a year have died in traffic deaths since 2006 in San Francisco, according to data from \u003ca href=\"https://www.visionzerosf.org/about/how-are-we-doing/\">Vision Zero SF\u003c/a>, which advocates for and measures traffic safety in the city. In 2022, 39 people died while traveling on the streets of San Francisco. Mayor London Breed co-sponsored the legislation, which was authored by Assemblymember Laura Friedman (D-Glendale).\u003c/p>\n\u003cp>Across the Bay Area’s nine counties, more than 400 fatalities and 1,500 serious injuries occur on average each year, according to data from the \u003ca href=\"https://mtc.ca.gov/about-mtc/committees/interagency-committees/bay-area-vision-zero-working-group\">Bay Area Vision Zero Working Group\u003c/a>, a part of the region’s Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Under AB 645, fines start at $50 for drivers speeding at least 11 miles per hour over the speed limit on specified city roads, and the fines can increase to up to $500 for traveling 100 miles per hour or more. Fines can be reduced if someone is unable to pay, and cities can offer community service alternatives.\u003c/p>\n\u003cp>The pilot program would run until Jan. 1, 2032, and data and outcomes would be used to determine whether it should move forward. Highways would not be included in the pilot programs.\u003c/p>\n\u003cp>For the first 30 days of the program’s rollout, cities would be required to issue warnings rather than fines. Cities would also be required to track outcomes and install additional so-called traffic-calming measures if speeding does not decrease by at least 20% in the first 18 months of the pilot.\u003c/p>\n\u003cp>Those additional changes could include adding bike lanes, media islands, roundabouts or curb extensions, and funding from the citations must be used for those types of developments.\u003c/p>\n\u003cp>Rosenberg said it should be the other way around.[aside label=\"Related Stories\" postID=\"news_11927758,news_11929172\"]“We think that it’s kind of backwards, that cities should invest in traffic-calming infrastructure before they start punishing people essentially for the infrastructure not being in place,” she said.\u003c/p>\n\u003cp>There is mixed research on how effective speed cameras are at reducing casualties. In Chicago, crash data shows that the number of injuries and deaths decreased in areas where the cameras were installed. \u003ca href=\"https://chi.streetsblog.org/2022/01/11/uic-study-speed-cams-save-lives-but-drivers-in-poc-communities-get-more-tickets\">One study from the University of Illinois at Chicago\u003c/a> found that automated speed enforcement reduced fatal crashes by 15% from 2015 to 2017.\u003c/p>\n\u003cp>But citations were not spread evenly. The UIC report also found that camera tickets were more likely to be issued in majority Black and Latino communities and lower-income neighborhoods.\u003c/p>\n\u003cp>The pilot programs would include a camera to take photos of license plates, as well as other technology including radar or laser systems to detect speeding. That also has Rosenberg concerned.\u003c/p>\n\u003cp>“There’s a lot of location data out there in the hands of the government about where we are, how we travel and how our cars move through space. And I read every week about a government system getting hacked nowadays,” she said, nodding to \u003ca href=\"https://www.oaklandca.gov/news/2023/city-of-oakland-targeted-by-ransomware-attack-core-services-not-affected\">a recent data breach at the city of Oakland\u003c/a>. “We have concerns about the privacy and security of this data.”\u003c/p>\n\u003cp>\u003cem>KQED’s Billy Cruz contributed reporting to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Three Bay Area cities are poised to install cameras that automatically cite tickets for driving over the speed limit, according to a state bill that is swiftly working its way through the California Legislature.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB645\">AB 645\u003c/a>, comes as cities are increasingly looking at solutions to traffic accidents and ways to make streets safer for drivers and pedestrians. It would allow San Francisco, Oakland and San José to pilot a speed camera system, along with Los Angeles, Glendale and Long Beach.\u003c/p>\n\u003cp>But some privacy advocates worry the surveillance approach, which has been used in places like Chicago, will do little to change speeding issues while penalizing drivers in areas with less traffic infrastructure.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The problem with automated traffic enforcement is that it forces people to pay for the traffic-calming measures that cities should be paying for proactively,” said Tracy Rosenberg, advocacy director of \u003ca href=\"https://oaklandprivacy.org/\">Oakland Privacy\u003c/a>, a citizens’ coalition that advocates for the regulation of surveillance technology.\u003c/p>\n\u003cp>“When you look at cities, you find a real uneven allocation in terms of where traffic management infrastructure has been put into place,” she said. “Often in affluent neighborhoods, there is quite a bit of it, and you get into lower-income neighborhoods and there’s nothing. It’s all a speed trap. So that’s where all the tickets are going to be issued.”\u003c/p>\n\u003cp>Supporters of the bill, like the pedestrian advocacy group \u003ca href=\"https://walksf.org/2023/07/11/speed-camera-bill-clears-its-latest-hurdle-and-now-we-wait/\">Walk San Francisco\u003c/a>, say the speed safety cameras could help prevent more traffic deaths and dangerous road activity.\u003c/p>\n\u003cp>\u003ca href=\"https://www.oaklandca.gov/projects/assembly-bill-645-friedman-speed-safety-systems-pilot-program\">The city of Oakland\u003c/a> on its website said that the bill could also help with “removing interactions between police and the community at traffic stops that have the potential to escalate.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>An average of 30 people a year have died in traffic deaths since 2006 in San Francisco, according to data from \u003ca href=\"https://www.visionzerosf.org/about/how-are-we-doing/\">Vision Zero SF\u003c/a>, which advocates for and measures traffic safety in the city. In 2022, 39 people died while traveling on the streets of San Francisco. Mayor London Breed co-sponsored the legislation, which was authored by Assemblymember Laura Friedman (D-Glendale).\u003c/p>\n\u003cp>Across the Bay Area’s nine counties, more than 400 fatalities and 1,500 serious injuries occur on average each year, according to data from the \u003ca href=\"https://mtc.ca.gov/about-mtc/committees/interagency-committees/bay-area-vision-zero-working-group\">Bay Area Vision Zero Working Group\u003c/a>, a part of the region’s Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Under AB 645, fines start at $50 for drivers speeding at least 11 miles per hour over the speed limit on specified city roads, and the fines can increase to up to $500 for traveling 100 miles per hour or more. Fines can be reduced if someone is unable to pay, and cities can offer community service alternatives.\u003c/p>\n\u003cp>The pilot program would run until Jan. 1, 2032, and data and outcomes would be used to determine whether it should move forward. Highways would not be included in the pilot programs.\u003c/p>\n\u003cp>For the first 30 days of the program’s rollout, cities would be required to issue warnings rather than fines. Cities would also be required to track outcomes and install additional so-called traffic-calming measures if speeding does not decrease by at least 20% in the first 18 months of the pilot.\u003c/p>\n\u003cp>Those additional changes could include adding bike lanes, media islands, roundabouts or curb extensions, and funding from the citations must be used for those types of developments.\u003c/p>\n\u003cp>Rosenberg said it should be the other way around.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We think that it’s kind of backwards, that cities should invest in traffic-calming infrastructure before they start punishing people essentially for the infrastructure not being in place,” she said.\u003c/p>\n\u003cp>There is mixed research on how effective speed cameras are at reducing casualties. In Chicago, crash data shows that the number of injuries and deaths decreased in areas where the cameras were installed. \u003ca href=\"https://chi.streetsblog.org/2022/01/11/uic-study-speed-cams-save-lives-but-drivers-in-poc-communities-get-more-tickets\">One study from the University of Illinois at Chicago\u003c/a> found that automated speed enforcement reduced fatal crashes by 15% from 2015 to 2017.\u003c/p>\n\u003cp>But citations were not spread evenly. The UIC report also found that camera tickets were more likely to be issued in majority Black and Latino communities and lower-income neighborhoods.\u003c/p>\n\u003cp>The pilot programs would include a camera to take photos of license plates, as well as other technology including radar or laser systems to detect speeding. That also has Rosenberg concerned.\u003c/p>\n\u003cp>“There’s a lot of location data out there in the hands of the government about where we are, how we travel and how our cars move through space. And I read every week about a government system getting hacked nowadays,” she said, nodding to \u003ca href=\"https://www.oaklandca.gov/news/2023/city-of-oakland-targeted-by-ransomware-attack-core-services-not-affected\">a recent data breach at the city of Oakland\u003c/a>. “We have concerns about the privacy and security of this data.”\u003c/p>\n\u003cp>\u003cem>KQED’s Billy Cruz contributed reporting to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\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>[aside label=\"related coverage\" tag=\"public-transportation\"]“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>\n\u003cp>https://twitter.com/jeffreytumlin/status/1668269777691852802\u003c/p>\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>[ad fullwidth]\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",
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"excerpt": "The plan would give the funds to bus and rail operators over the next three years to keep services running. Still unknown: exactly how much agencies like BART and Muni would get.\r\n",
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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": "\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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"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",
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"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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"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": "\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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},
"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.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-California-Report-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/californiareport",
"meta": {
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"source": "kqed",
"order": 8
},
"link": "/californiareport",
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}
},
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"id": "californiareportmagazine",
"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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"rss": "https://ww2.kqed.org/news/tag/tcrmag/feed/podcast"
}
},
"city-arts": {
"id": "city-arts",
"title": "City Arts & Lectures",
"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",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
"officialWebsiteLink": "https://www.cityarts.net/",
"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
"site": "news",
"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
"subscribe": {
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"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
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"info": "Close All Tabs breaks down how digital culture shapes our world through thoughtful insights and irreverent humor.",
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"officialWebsiteLink": "/podcasts/closealltabs",
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"order": 1
},
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"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"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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"meta": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93d3cubnByLm9yZy9yc3MvcG9kY2FzdC5waHA_aWQ9NTEwMzEy",
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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.",
"airtime": "THU 10pm, FRI 1am",
"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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}
},
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"id": "forum",
"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.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"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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"meta": {
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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",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
"rss": "https://feeds.feedburner.com/freakonomicsradio"
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},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
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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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"rss": "https://feeds.npr.org/381444908/podcast.xml"
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"here-and-now": {
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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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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"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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"officialWebsiteLink": "https://www.npr.org/series/423302056/hidden-brain",
"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
"id": "how-i-built-this",
"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.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
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"npr": "https://rpb3r.app.goo.gl/3zxy",
"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
},
"link": "/podcasts/hyphenacion",
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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"amazon": "https://music.amazon.com/podcasts/6c3dd23c-93fb-4aab-97ba-1725fa6315f1/hyphenaci%C3%B3n",
"rss": "https://feeds.megaphone.fm/KQINC2275451163"
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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
},
"link": "/podcasts/jerrybrown",
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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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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/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/latino-usa",
"subscribe": {
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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"
}
},
"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",
"subscribe": {
"apple": "http://mastersofscale.app.link/",
"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",
"subscribe": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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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",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"spotify": "https://open.spotify.com/show/0OLWoyizopu6tY1XiuX70x",
"tuneIn": "https://tunein.com/radio/On-Our-Watch-p1436229/",
"stitcher": "https://www.stitcher.com/show/on-our-watch",
"rss": "https://feeds.npr.org/510360/podcast.xml"
}
},
"on-the-media": {
"id": "on-the-media",
"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",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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