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"content": "\u003cp>\u003cem>If you or someone you know is having suicidal thoughts, reach out for help. The \u003c/em>\u003ca href=\"https://suicidepreventionlifeline.org/\">\u003cem>National Suicide Prevention Lifeline\u003c/em>\u003c/a>\u003cem> is open 24 hours a day at (800) 273-8255.\u003c/em>\u003c/p>\n\u003cp>The mass shooting at a Valley Transportation Authority rail yard that left nine people dead in May was heartbreaking enough. But the tragedy also rippled throughout the region in other ways.\u003c/p>\n\u003cp>Valley transit riders waited as service gaps — intentionally created while train and bus operators took the necessary time to heal — were slowly restored over the course of months.\u003c/p>\n\u003cp>Five months later\u003cstrong>,\u003c/strong> with the return of the light-rail Green Line from Winchester Station to Old Ironsides Station\u003cstrong>,\u003c/strong> transit service systemwide was finally restored.\u003c/p>\n\u003cp>“We’ve been waiting for this,” said Iqbal Dhillon, a VTA train operator. Dhillon spoke to KQED in September, the day of the system-wide reopening and mere minutes before he hopped behind the controls of his train to ferry passengers on the newly restored Green Line.\u003c/p>\n\u003cfigure id=\"attachment_11891761\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11891761 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/VTA_Iqbal_2-800x600.jpg\" alt=\"A man wearing a blue work jacket with an American flag patch on the left shoulder sits at the controls of a train, looking through the windshield.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/VTA_Iqbal_2-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/VTA_Iqbal_2-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/VTA_Iqbal_2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/VTA_Iqbal_2-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/VTA_Iqbal_2-1920x1440.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/VTA_Iqbal_2.jpg 2016w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Iqbal Dhillon, a VTA train operator, hops behind the controls of a train on the Green Line the first day the route was fully back in service on Sept. 18, 2021. The day marked the first that all VTA routes were restored following the May mass shooting that led to the death of 9 VTA employees. \u003ccite>(Photo courtesy VTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“There’s no words to express how I felt that day,” he said. The people who died, and the survivors, will forever be with him, Dhillon said. “There’s no day we are not remembering them. Every day we walk through those doors.”\u003c/p>\n\u003cp>While operators described the restoration of train service as a symbolic win, it isn’t a full return to normalcy. True healing will take time, effort and intentional mental health support.\u003c/p>\n\u003cp>That need to heal the hearts and minds of VTA employees may lead to a culture shift in the agency, its management and union told KQED, one that prioritizes mental health not just for traumatic incidents like May’s mass shooting, but the constant emotional challenges faced every day by workers who sit behind a wheel.\u003c/p>\n\u003cp>“Through this experience, this horrible experience, we’re starting to identify all the many traumas in our lives as bus operators and as train operators, as mechanics and maintenance folks who work in the public,” said John Courtney, head of Amalgamated Transit Union, or ATU, Local 265. “Every time that door opens we don’t know if we’re going to get assaulted, spat on, cursed at. These are little traumas, mini-traumas, that happen every single day.”[pullquote size=\"medium\" align=\"right\" citation=\"John Courtney, head of ATU Local 265\"]‘Every time that door opens we don’t know if we’re going to get assaulted, spat on, cursed at. These are little traumas, mini-traumas, that happen every single day.’[/pullquote]\u003c/p>\n\u003cp>ATU Local 265 represents VTA operators, and Courtney in particular is charged with charting a path forward for his members with a focus on their mental health.\u003c/p>\n\u003cp>“That’s where we’re at right now,” he said, “we need to figure out what’s long term for all of our people.”\u003c/p>\n\u003cp>Yet the agency’s mental health crossroads comes at a similar moment for the transit workers nationally. The COVID-19 pandemic has brought a strain on transit agencies from San Francisco to New York City, which is beginning to see workers’ unions respond to a rising need for mental health support.[aside postID=\"arts_13881725\" label=\"More resources\"]\u003c/p>\n\u003cp>From the ashes of tragedy, Courtney thinks that VTA can build a new future that prioritizes mental health, laying down tracks for the nation’s transit agencies to follow.\u003c/p>\n\u003ch3>\u003cstrong>Starting the process\u003c/strong>\u003c/h3>\n\u003cp>Courtney was raised in a row home in Philadelphia, from what he called a tough part of town. In that environment, he said, you’re taught not to tell people how you feel.\u003c/p>\n\u003cp>“I don’t even think I heard the word ‘feelings’ my whole life,” he said.\u003c/p>\n\u003cp>That’s the same culture VTA and other transit agencies still have, some officials said.\u003c/p>\n\u003cp>“It’s very kind of, you know, strap your boots up and go to work and get behind that wheel,” said Brandi Childress, a spokesperson for the VTA.\u003c/p>\n\u003cp>When it comes to getting work done, that kind of mentality can be a plus. But it doesn’t leave much room to discuss mental health, Courtney and others said.\u003c/p>\n\u003cp>That changed May 26, when Samuel James Cassidy, 57, a disgruntled VTA employee, opened fire at a Santa Clara Valley Transportation Authority rail yard in San José. He killed nine people, then fatally turned the gun on himself.\u003c/p>\n\u003cp>Courtney was there. So were at least another hundred of his union members.\u003c/p>\n\u003cp>“I watched,” he said.\u003c/p>\n\u003cp>It’s an enormous thing to go through. Courtney began to open up to the need for not only crisis counseling, but long-term therapy that may benefit all of his members.\u003c/p>\n\u003cp>Healing took time — or rather, is still taking time. And not everyone made it through that journey.\u003c/p>\n\u003cp>One of ATU 265’s board members, Henry Gonzales, \u003ca href=\"https://sanjosespotlight.com/san-jose-union-blames-vta-after-worker-suicide/\">took his own life three months after the shooting\u003c/a>, further highlighting the need to support the workers.\u003c/p>\n\u003cfigure id=\"attachment_11891764\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11891764 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/GettyImages-1233144756-800x533.jpg\" alt='A nighttime shot of dozens of glassed-in candles lining a low wall alongside a sign that reads, \"VTA [heart] San Jose.\"' width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233144756-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233144756-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233144756-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233144756-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233144756-2048x1365.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233144756-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A memorial with candles for the victims of the San José VTA rail yard shooting is seen at San José City Hall in San José, California, on May 27, 2021. \u003ccite>(Amy Osborne / AFP) (Photo by AMY OSBORNE/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I’m fighting my own demons, and regarding Henry, that was so hard, because he was so strong, for so many. He was there immediately afterward, a pillar of strength. And we didn’t recognize it. There’s a level of, I don’t want to say guilt, but we didn’t recognize Henry’s pain, because he was so strong for others,” Courtney said.\u003c/p>\n\u003cp>VTA has ushered in resources for its employees: discussion and support groups, behavioral health clinicians, Kaiser psychiatry, support from the Bill Wilson Center’s Centre for Living with Dying and its Critical Incident Response, and onsite counseling. Employees who were at the Guadalupe Railyard, the site of the shooting, were reassigned to other VTA locations.\u003c/p>\n\u003cp>For Courtney, relief didn’t come until he took the time to directly address his own trauma. He, like many, was focused on supporting the healing of others — even at his own expense.\u003c/p>\n\u003cp>“I was trying to support my family, my wife and kids … and trying to be there for all of those folks. And I wasn’t dealing with my own demons,” he said.\u003c/p>\n\u003cp>But he buckled down and got help. Courtney went to a retreat in Florida and met with experts who specialize in acute post-traumatic stress disorder, which he has. And for someone who’d never been comfortable expressing his feelings, suddenly things started to click.\u003c/p>\n\u003cp>“The light bulb went on, you know, in my head about all the traumas that I’ve gone through in my lifetime — not only this one — and how they accumulate and cumulatively can really just kind of hold you back from being a complete person,” he said, “So definitely an awakening after this.”\u003c/p>\n\u003cp>But despite efforts from the VTA and amplified conversations around mental health, employees are still struggling. Workers have previously described \u003ca href=\"https://sanjosespotlight.com/vta-is-not-a-family-san-jose-transit-agency-seeks-help-to-fix-toxic-work-culture/\">VTA’s workplace culture as toxic\u003c/a>, according to a recent report from San José Spotlight, which obtained records where \u003ca href=\"https://sanjosespotlight.com/san-jose-fare-inspectors-faced-hostile-work-environment-vta-records-show/\" target=\"_blank\" rel=\"noopener noreferrer\">workers complained of a hostile environment\u003c/a>. In it, they claim that the VTA is “largely unresponsive” to complaints filed to the Office of Civil Rights, and some workers feel their concerns are being cast aside.\u003c/p>\n\u003cp>Part of the long-term work at VTA, then, is changing its culture, Courtney said.\u003c/p>\n\u003cp>“They’re trying to do the right thing,” he said. “They were so entrenched in their old ways.”\u003c/p>\n\u003cp>Investment is needed for that cultural change. State Sen. Dave Cortese and Assemblymember Ash Kalra obtained $20 million in state funding to make that process a reality.\u003c/p>\n\u003cp>Part of that funding may already have found a use. In August, Santa Clara County Supervisor Cindy Chavez, who is also a member of the VTA Board of Directors, proposed a new trauma center that would help VTA survivors with their mental health recovery, but also serve as a future recovery center for anyone facing stark trauma in the county.\u003c/p>\n\u003cp>While that trauma center is still going through an approval process, a joint union/management committee is determining how best to spend that $20 million toward worker mental health, and to change the agency’s work culture to wrap around emotional well-being. All of this money also brings a level of scrutiny to how the VTA figures out its worker support moving forward.\u003c/p>\n\u003cp>“It’s a blessing and a curse,” Childress, the VTA spokesperson, said. “Now we are under a microscope. We’re in a spotlight of how we figure this out.”\u003c/p>\n\u003cp>But, she said, no matter what disagreements may come, there is a lot of support toward their shared goal, both inside and outside VTA.\u003c/p>\n\u003cp>“There’s a lot of people who are really, you know, they’re really believing in this and they’re really supporting it,” she said.\u003c/p>\n\u003cp>With more than 400 employees who worked at the Guadalupe Rail Yard, the site of the shooting, the need was great, she said. Whereas before, protocol may only have centered on vehicle safety checks — necessary mechanical measures — now staffers are trying to check in on each other’s well-being as often as on the trains they operate. That includes a “red flag training” protocol, to ensure warning signs of future disgruntled employees are seen so interventions can happen sooner.\u003c/p>\n\u003cfigure id=\"attachment_11891772\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11891772 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/GettyImages-1233121565-1.jpg\" alt=\"A faraway shot of a rail yard with a line of trains, as a small crowd of people in tactical gear walk toward the camera. \" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233121565-1.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233121565-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233121565-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233121565-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233121565-1-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Tactical law enforcement officers move through the Valley Transportation Authority (VTA) light-rail yard where a mass shooting occurred on May 26, 2021, in San José, California. \u003ccite>(Philip Pacheco/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While these efforts are currently designed for those who experienced the trauma of the May shooting, Courtney says this kind of mental health support is needed nationally — not just for incidents like mass shootings, but for the everyday trauma experienced by transit workers.\u003c/p>\n\u003ch3>Everyday traumas\u003c/h3>\n\u003cp>Imagine a job where every day, a spat between you and another person is as regular as punching in your time card. You may get into a heated argument, punched from behind, sworn at, or even — yes, this has happened — \u003ca href=\"https://www.sfexaminer.com/news/muni-operators-tell-assault-stories-plead-for-safety/\">vomited on\u003c/a>.\u003c/p>\n\u003cp>Welcome to the life of a transit operator.[aside tag=\"vta, vta-shooting\" label=\"More Related Stories\"]\u003c/p>\n\u003cp>Those incidents, and the associated traumas, add up — day in, day out — forming emotional gunk in a person’s emotional framework that builds up over days, months and years, Courtney said.\u003c/p>\n\u003cp>“It’s cumulative,” Courtney said. “As a bus operator, I know that a lot of folks, when I drove a bus, they took out what they were going through on me.”\u003c/p>\n\u003cp>And that’s not just at VTA, it’s all over the country. Just ask Tony Utano, president of Transport Workers Union Local 100 in New York City.\u003c/p>\n\u003cp>“We’ve been getting assaulted, spit on, stabbed, punched, slapped,” he told KQED. “And you know, when that stuff happens, it’s traumatic. You go home, you think about it, and it’s a hard thing to get over. You need, in most cases, you need some psychiatric help to get over it.”\u003c/p>\n\u003cp>And, Utano said, mental health for transit workers has only gotten worse during the pandemic. In New York, they decided to study the extent of it.\u003c/p>\n\u003cp>An NYU School of Global Public Health Survey of nearly 700 New York transit operators \u003ca href=\"https://www.nyu.edu/about/news-publications/news/2020/october/transit-workers-covid-pilot-study.html\" target=\"_blank\" rel=\"noopener noreferrer\">found fear and work stress tied directly to the pandemic\u003c/a>. Nearly 70% of respondents feared for their safety at work, specifically due to riders not wearing masks, getting angry when asked to wear a mask, attacking them if asked to wear a mask or attacking them if they didn’t enforce mask use on other riders.\u003c/p>\n\u003cp>Utano said his union wants that study to go even deeper. He also noted some New York operators he’s spoken to have some of the same hesitancy to get the help they need that Courtney mentioned about San José.\u003c/p>\n\u003cp>“I can tell you from experience what people have said. ‘What are you depressed about? You got a good job. You got money. You’re doing well,'” Utano said.\u003c/p>\n\u003cp>That’s why speaking out about mental health can be so powerful. People who are suffering can recognize that they’re not alone, and punch through that culture of silence.\u003c/p>\n\u003cp>“They don’t have to hide it,” Utano said. “There’s millions of people who are having this problem.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch3>Spreading the word\u003c/h3>\n\u003cp>Despite initial hesitancy, a new appreciation for mental health care may be spreading in the transit industry, Utano said. At the Transport Workers Union’s annual convention in Las Vegas last month, representatives from transit unions across the country convened and talked. And mental health was on the lips of some.\u003c/p>\n\u003cp>One of those union leaders in Las Vegas was Roger Marenco, the president of TWU Local 250A, representing familiar figures in Bay Area transit — \u003ca href=\"https://www.sfexaminer.com/news/muni-operators-tell-assault-stories-plead-for-safety/\" target=\"_blank\" rel=\"noopener noreferrer\">San Francisco Muni operators.\u003c/a>\u003c/p>\n\u003cp>Marenco thinks the self-care ethos being birthed at VTA, just 50 miles south, should make its way up the peninsula to the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>“In terms of mental health and wellness, we at TWU are fearful what happened with San José may happen in San Francisco with SFMTA because of the harassment, trauma and stress,” Marenco said.\u003c/p>\n\u003cp>While physical assault heals, mental trauma, Marenco said, “stays with them day after day, year after year.”\u003c/p>\n\u003cp>But, Marenco said, it doesn’t have to.\u003c/p>\n\u003ch3>\u003cstrong>More resources\u003c/strong>\u003c/h3>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11860611/covid-could-impact-mental-health-for-years-to-come-heres-how-to-cope\" target=\"_blank\" rel=\"noopener noreferrer\">COVID Could Impact Mental Health for Years to Come. Here’s How to Cope\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/arts/13881725/where-to-find-affordable-culturally-competent-therapy-in-bay-area-and-beyond\" target=\"_blank\" rel=\"noopener noreferrer\">Where to Find Affordable, Culturally Competent Therapy in Bay Area and Beyond\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>If you or someone you know is having suicidal thoughts, reach out for help. The \u003c/em>\u003ca href=\"https://suicidepreventionlifeline.org/\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cem>National Suicide Prevention Lifeline\u003c/em>\u003c/a>\u003cem> is open 24 hours a day at (800) 273-8255\u003c/em>\u003c/p>\n\u003cp>\u003cem>KQED’s Michelle Wiley contributed to this story.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Valley Transportation Authority workers are pushing for more mental health consideration in the workplace, while also hoping their culture change takes hold in transit agencies nationally.",
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"title": "In the Wake of the VTA Mass Shooting, a Cultural Shift to Mental Health for Bus and Train Workers | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>If you or someone you know is having suicidal thoughts, reach out for help. The \u003c/em>\u003ca href=\"https://suicidepreventionlifeline.org/\">\u003cem>National Suicide Prevention Lifeline\u003c/em>\u003c/a>\u003cem> is open 24 hours a day at (800) 273-8255.\u003c/em>\u003c/p>\n\u003cp>The mass shooting at a Valley Transportation Authority rail yard that left nine people dead in May was heartbreaking enough. But the tragedy also rippled throughout the region in other ways.\u003c/p>\n\u003cp>Valley transit riders waited as service gaps — intentionally created while train and bus operators took the necessary time to heal — were slowly restored over the course of months.\u003c/p>\n\u003cp>Five months later\u003cstrong>,\u003c/strong> with the return of the light-rail Green Line from Winchester Station to Old Ironsides Station\u003cstrong>,\u003c/strong> transit service systemwide was finally restored.\u003c/p>\n\u003cp>“We’ve been waiting for this,” said Iqbal Dhillon, a VTA train operator. Dhillon spoke to KQED in September, the day of the system-wide reopening and mere minutes before he hopped behind the controls of his train to ferry passengers on the newly restored Green Line.\u003c/p>\n\u003cfigure id=\"attachment_11891761\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11891761 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/VTA_Iqbal_2-800x600.jpg\" alt=\"A man wearing a blue work jacket with an American flag patch on the left shoulder sits at the controls of a train, looking through the windshield.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/VTA_Iqbal_2-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/VTA_Iqbal_2-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/VTA_Iqbal_2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/VTA_Iqbal_2-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/VTA_Iqbal_2-1920x1440.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/VTA_Iqbal_2.jpg 2016w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Iqbal Dhillon, a VTA train operator, hops behind the controls of a train on the Green Line the first day the route was fully back in service on Sept. 18, 2021. The day marked the first that all VTA routes were restored following the May mass shooting that led to the death of 9 VTA employees. \u003ccite>(Photo courtesy VTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“There’s no words to express how I felt that day,” he said. The people who died, and the survivors, will forever be with him, Dhillon said. “There’s no day we are not remembering them. Every day we walk through those doors.”\u003c/p>\n\u003cp>While operators described the restoration of train service as a symbolic win, it isn’t a full return to normalcy. True healing will take time, effort and intentional mental health support.\u003c/p>\n\u003cp>That need to heal the hearts and minds of VTA employees may lead to a culture shift in the agency, its management and union told KQED, one that prioritizes mental health not just for traumatic incidents like May’s mass shooting, but the constant emotional challenges faced every day by workers who sit behind a wheel.\u003c/p>\n\u003cp>“Through this experience, this horrible experience, we’re starting to identify all the many traumas in our lives as bus operators and as train operators, as mechanics and maintenance folks who work in the public,” said John Courtney, head of Amalgamated Transit Union, or ATU, Local 265. “Every time that door opens we don’t know if we’re going to get assaulted, spat on, cursed at. These are little traumas, mini-traumas, that happen every single day.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>ATU Local 265 represents VTA operators, and Courtney in particular is charged with charting a path forward for his members with a focus on their mental health.\u003c/p>\n\u003cp>“That’s where we’re at right now,” he said, “we need to figure out what’s long term for all of our people.”\u003c/p>\n\u003cp>Yet the agency’s mental health crossroads comes at a similar moment for the transit workers nationally. The COVID-19 pandemic has brought a strain on transit agencies from San Francisco to New York City, which is beginning to see workers’ unions respond to a rising need for mental health support.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>From the ashes of tragedy, Courtney thinks that VTA can build a new future that prioritizes mental health, laying down tracks for the nation’s transit agencies to follow.\u003c/p>\n\u003ch3>\u003cstrong>Starting the process\u003c/strong>\u003c/h3>\n\u003cp>Courtney was raised in a row home in Philadelphia, from what he called a tough part of town. In that environment, he said, you’re taught not to tell people how you feel.\u003c/p>\n\u003cp>“I don’t even think I heard the word ‘feelings’ my whole life,” he said.\u003c/p>\n\u003cp>That’s the same culture VTA and other transit agencies still have, some officials said.\u003c/p>\n\u003cp>“It’s very kind of, you know, strap your boots up and go to work and get behind that wheel,” said Brandi Childress, a spokesperson for the VTA.\u003c/p>\n\u003cp>When it comes to getting work done, that kind of mentality can be a plus. But it doesn’t leave much room to discuss mental health, Courtney and others said.\u003c/p>\n\u003cp>That changed May 26, when Samuel James Cassidy, 57, a disgruntled VTA employee, opened fire at a Santa Clara Valley Transportation Authority rail yard in San José. He killed nine people, then fatally turned the gun on himself.\u003c/p>\n\u003cp>Courtney was there. So were at least another hundred of his union members.\u003c/p>\n\u003cp>“I watched,” he said.\u003c/p>\n\u003cp>It’s an enormous thing to go through. Courtney began to open up to the need for not only crisis counseling, but long-term therapy that may benefit all of his members.\u003c/p>\n\u003cp>Healing took time — or rather, is still taking time. And not everyone made it through that journey.\u003c/p>\n\u003cp>One of ATU 265’s board members, Henry Gonzales, \u003ca href=\"https://sanjosespotlight.com/san-jose-union-blames-vta-after-worker-suicide/\">took his own life three months after the shooting\u003c/a>, further highlighting the need to support the workers.\u003c/p>\n\u003cfigure id=\"attachment_11891764\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11891764 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/GettyImages-1233144756-800x533.jpg\" alt='A nighttime shot of dozens of glassed-in candles lining a low wall alongside a sign that reads, \"VTA [heart] San Jose.\"' width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233144756-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233144756-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233144756-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233144756-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233144756-2048x1365.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233144756-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A memorial with candles for the victims of the San José VTA rail yard shooting is seen at San José City Hall in San José, California, on May 27, 2021. \u003ccite>(Amy Osborne / AFP) (Photo by AMY OSBORNE/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I’m fighting my own demons, and regarding Henry, that was so hard, because he was so strong, for so many. He was there immediately afterward, a pillar of strength. And we didn’t recognize it. There’s a level of, I don’t want to say guilt, but we didn’t recognize Henry’s pain, because he was so strong for others,” Courtney said.\u003c/p>\n\u003cp>VTA has ushered in resources for its employees: discussion and support groups, behavioral health clinicians, Kaiser psychiatry, support from the Bill Wilson Center’s Centre for Living with Dying and its Critical Incident Response, and onsite counseling. Employees who were at the Guadalupe Railyard, the site of the shooting, were reassigned to other VTA locations.\u003c/p>\n\u003cp>For Courtney, relief didn’t come until he took the time to directly address his own trauma. He, like many, was focused on supporting the healing of others — even at his own expense.\u003c/p>\n\u003cp>“I was trying to support my family, my wife and kids … and trying to be there for all of those folks. And I wasn’t dealing with my own demons,” he said.\u003c/p>\n\u003cp>But he buckled down and got help. Courtney went to a retreat in Florida and met with experts who specialize in acute post-traumatic stress disorder, which he has. And for someone who’d never been comfortable expressing his feelings, suddenly things started to click.\u003c/p>\n\u003cp>“The light bulb went on, you know, in my head about all the traumas that I’ve gone through in my lifetime — not only this one — and how they accumulate and cumulatively can really just kind of hold you back from being a complete person,” he said, “So definitely an awakening after this.”\u003c/p>\n\u003cp>But despite efforts from the VTA and amplified conversations around mental health, employees are still struggling. Workers have previously described \u003ca href=\"https://sanjosespotlight.com/vta-is-not-a-family-san-jose-transit-agency-seeks-help-to-fix-toxic-work-culture/\">VTA’s workplace culture as toxic\u003c/a>, according to a recent report from San José Spotlight, which obtained records where \u003ca href=\"https://sanjosespotlight.com/san-jose-fare-inspectors-faced-hostile-work-environment-vta-records-show/\" target=\"_blank\" rel=\"noopener noreferrer\">workers complained of a hostile environment\u003c/a>. In it, they claim that the VTA is “largely unresponsive” to complaints filed to the Office of Civil Rights, and some workers feel their concerns are being cast aside.\u003c/p>\n\u003cp>Part of the long-term work at VTA, then, is changing its culture, Courtney said.\u003c/p>\n\u003cp>“They’re trying to do the right thing,” he said. “They were so entrenched in their old ways.”\u003c/p>\n\u003cp>Investment is needed for that cultural change. State Sen. Dave Cortese and Assemblymember Ash Kalra obtained $20 million in state funding to make that process a reality.\u003c/p>\n\u003cp>Part of that funding may already have found a use. In August, Santa Clara County Supervisor Cindy Chavez, who is also a member of the VTA Board of Directors, proposed a new trauma center that would help VTA survivors with their mental health recovery, but also serve as a future recovery center for anyone facing stark trauma in the county.\u003c/p>\n\u003cp>While that trauma center is still going through an approval process, a joint union/management committee is determining how best to spend that $20 million toward worker mental health, and to change the agency’s work culture to wrap around emotional well-being. All of this money also brings a level of scrutiny to how the VTA figures out its worker support moving forward.\u003c/p>\n\u003cp>“It’s a blessing and a curse,” Childress, the VTA spokesperson, said. “Now we are under a microscope. We’re in a spotlight of how we figure this out.”\u003c/p>\n\u003cp>But, she said, no matter what disagreements may come, there is a lot of support toward their shared goal, both inside and outside VTA.\u003c/p>\n\u003cp>“There’s a lot of people who are really, you know, they’re really believing in this and they’re really supporting it,” she said.\u003c/p>\n\u003cp>With more than 400 employees who worked at the Guadalupe Rail Yard, the site of the shooting, the need was great, she said. Whereas before, protocol may only have centered on vehicle safety checks — necessary mechanical measures — now staffers are trying to check in on each other’s well-being as often as on the trains they operate. That includes a “red flag training” protocol, to ensure warning signs of future disgruntled employees are seen so interventions can happen sooner.\u003c/p>\n\u003cfigure id=\"attachment_11891772\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11891772 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/GettyImages-1233121565-1.jpg\" alt=\"A faraway shot of a rail yard with a line of trains, as a small crowd of people in tactical gear walk toward the camera. \" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233121565-1.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233121565-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233121565-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233121565-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/GettyImages-1233121565-1-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Tactical law enforcement officers move through the Valley Transportation Authority (VTA) light-rail yard where a mass shooting occurred on May 26, 2021, in San José, California. \u003ccite>(Philip Pacheco/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While these efforts are currently designed for those who experienced the trauma of the May shooting, Courtney says this kind of mental health support is needed nationally — not just for incidents like mass shootings, but for the everyday trauma experienced by transit workers.\u003c/p>\n\u003ch3>Everyday traumas\u003c/h3>\n\u003cp>Imagine a job where every day, a spat between you and another person is as regular as punching in your time card. You may get into a heated argument, punched from behind, sworn at, or even — yes, this has happened — \u003ca href=\"https://www.sfexaminer.com/news/muni-operators-tell-assault-stories-plead-for-safety/\">vomited on\u003c/a>.\u003c/p>\n\u003cp>Welcome to the life of a transit operator.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Those incidents, and the associated traumas, add up — day in, day out — forming emotional gunk in a person’s emotional framework that builds up over days, months and years, Courtney said.\u003c/p>\n\u003cp>“It’s cumulative,” Courtney said. “As a bus operator, I know that a lot of folks, when I drove a bus, they took out what they were going through on me.”\u003c/p>\n\u003cp>And that’s not just at VTA, it’s all over the country. Just ask Tony Utano, president of Transport Workers Union Local 100 in New York City.\u003c/p>\n\u003cp>“We’ve been getting assaulted, spit on, stabbed, punched, slapped,” he told KQED. “And you know, when that stuff happens, it’s traumatic. You go home, you think about it, and it’s a hard thing to get over. You need, in most cases, you need some psychiatric help to get over it.”\u003c/p>\n\u003cp>And, Utano said, mental health for transit workers has only gotten worse during the pandemic. In New York, they decided to study the extent of it.\u003c/p>\n\u003cp>An NYU School of Global Public Health Survey of nearly 700 New York transit operators \u003ca href=\"https://www.nyu.edu/about/news-publications/news/2020/october/transit-workers-covid-pilot-study.html\" target=\"_blank\" rel=\"noopener noreferrer\">found fear and work stress tied directly to the pandemic\u003c/a>. Nearly 70% of respondents feared for their safety at work, specifically due to riders not wearing masks, getting angry when asked to wear a mask, attacking them if asked to wear a mask or attacking them if they didn’t enforce mask use on other riders.\u003c/p>\n\u003cp>Utano said his union wants that study to go even deeper. He also noted some New York operators he’s spoken to have some of the same hesitancy to get the help they need that Courtney mentioned about San José.\u003c/p>\n\u003cp>“I can tell you from experience what people have said. ‘What are you depressed about? You got a good job. You got money. You’re doing well,'” Utano said.\u003c/p>\n\u003cp>That’s why speaking out about mental health can be so powerful. People who are suffering can recognize that they’re not alone, and punch through that culture of silence.\u003c/p>\n\u003cp>“They don’t have to hide it,” Utano said. “There’s millions of people who are having this problem.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch3>Spreading the word\u003c/h3>\n\u003cp>Despite initial hesitancy, a new appreciation for mental health care may be spreading in the transit industry, Utano said. At the Transport Workers Union’s annual convention in Las Vegas last month, representatives from transit unions across the country convened and talked. And mental health was on the lips of some.\u003c/p>\n\u003cp>One of those union leaders in Las Vegas was Roger Marenco, the president of TWU Local 250A, representing familiar figures in Bay Area transit — \u003ca href=\"https://www.sfexaminer.com/news/muni-operators-tell-assault-stories-plead-for-safety/\" target=\"_blank\" rel=\"noopener noreferrer\">San Francisco Muni operators.\u003c/a>\u003c/p>\n\u003cp>Marenco thinks the self-care ethos being birthed at VTA, just 50 miles south, should make its way up the peninsula to the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>“In terms of mental health and wellness, we at TWU are fearful what happened with San José may happen in San Francisco with SFMTA because of the harassment, trauma and stress,” Marenco said.\u003c/p>\n\u003cp>While physical assault heals, mental trauma, Marenco said, “stays with them day after day, year after year.”\u003c/p>\n\u003cp>But, Marenco said, it doesn’t have to.\u003c/p>\n\u003ch3>\u003cstrong>More resources\u003c/strong>\u003c/h3>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11860611/covid-could-impact-mental-health-for-years-to-come-heres-how-to-cope\" target=\"_blank\" rel=\"noopener noreferrer\">COVID Could Impact Mental Health for Years to Come. Here’s How to Cope\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/arts/13881725/where-to-find-affordable-culturally-competent-therapy-in-bay-area-and-beyond\" target=\"_blank\" rel=\"noopener noreferrer\">Where to Find Affordable, Culturally Competent Therapy in Bay Area and Beyond\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>If you or someone you know is having suicidal thoughts, reach out for help. The \u003c/em>\u003ca href=\"https://suicidepreventionlifeline.org/\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cem>National Suicide Prevention Lifeline\u003c/em>\u003c/a>\u003cem> is open 24 hours a day at (800) 273-8255\u003c/em>\u003c/p>\n\u003cp>\u003cem>KQED’s Michelle Wiley contributed to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "How Daly City Became One of the Most Densely Populated Cities in the Country",
"headTitle": "How Daly City Became One of the Most Densely Populated Cities in the Country | KQED",
"content": "\u003cp>In Daly City, looking down a block of manicured lawns and “cookie cutter houses,” it’s easy to feel like you’re in the heart of suburbia. That’s why listener Nick Crescenzi was surprised when a few years ago he read that Daly City is one of the densest cities in the country.\u003c/p>\n\u003cp>Nick, who works for the city’s parks and recreation department, wanted to know how this suburb, with its malls, cineplex and drive-through restaurants came to \u003ca href=\"https://www.census.gov/content/dam/Census/library/publications/2015/demo/p25-1142.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">rank alongside places like Boston, Chicago and, yes, San Francisco\u003c/a>, in terms of the number of residents per square mile. According to a 2015 analysis of U.S. cities with populations over 100,000 people, Daly City is the 6th most densely populated.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>The answer leads to a history unknown to many who haven’t lived it, or to those who mistakenly choose to brush Daly City off like a B-side of a chart-topping single. And perhaps most importantly, the history shines light on some of America’s cruelest policies.\u003c/p>\n\u003ch2>Smaller Lots but Lots of Them\u003c/h2>\n\u003cp>Daly City came to be densely populated for four main reasons, says Tatum Mothershead, director of economic and community development for Daly City: A relatively high percentage of land in Daly City is used for housing; on average, families in Daly City have more people in them than families in other places; the average lot size in Daly City is small; and lastly, the architecture of the homes that were built.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The amount of land used in Daly City for residential purposes is apparent to anyone who has driven through the city. If you’re driving on the freeway or staring out a BART window, hill after hill reveals itself, each one dotted with lines of houses, like cars on an endless train. Those rows of houses are said to have inspired Malvina Reynolds’ anti-conformity song, “Little Boxes.”\u003c/p>\n\u003cp>The average lot size for a house in Daly City is well below that in the rest of San Mateo County. If you drive down Mission Street, through the neighborhood that long-time residents call “Top of the Hill” and take a left on any of the side streets, many of the houses you’ll see are either connected or within an arm’s length of one another. Most of those residences were built before World War II, and on lots around 2,500 square feet.\u003c/p>\n\u003cp>Even when Daly City expanded in the the post-World War II housing boom, Daly City’s parcel size stayed small, in large part because of the success of a housing developer named Henry Doelger.\u003c/p>\n\u003cfigure id=\"attachment_11882836\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11882836\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0333-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0333-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0333-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0333-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0333-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0333-2048x1366.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0333-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">For decades, a homeowners association enforced limits on the type of exterior changes that could be made to houses in Westlake, including what kind of trees could be planted. \u003ccite>((Sebastian Miño-Bucheli/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>The Henry Ford of Housing\u003c/h2>\n\u003cp>If Daly City owes \u003ca href=\"https://youtu.be/DUiay1VPHUw\" target=\"_blank\" rel=\"noopener noreferrer\">its founding to John Daly\u003c/a>, it owes its expansion to Henry Doelger.\u003c/p>\n\u003cp>“Henry Doelger was a very smart man and he could see the World War II housing boom coming,” says Rob Keil, author of the book “Little Boxes: The Architecture of a Classic Midcentury Suburb,” which was also made into a movie.\u003c/p>\n\u003cp>Doelger built a lot of military housing — very quickly — in the Bay Area during World War II. He also built about 11,000 homes in San Francisco, largely in the Sunset and Richmond districts. There’s even a section deemed Doelger City, and Herb Caen, the former San Francisco Chronicle columnist, jokingly called the city’s western coast line “the white cliffs of Doelger.” But land in San Francisco was starting to be in short supply and Doelger was able to secure 1,350 acres of land just to the south of the city for a good price.\u003c/p>\n\u003cp>https://youtu.be/nsPO8-CXpM0\u003c/p>\n\u003cp>There, Doelger aimed to build Westlake, a city unto itself, that would be affordable for first-time homebuyers.\u003c/p>\n\u003cp>“From an economic standpoint, you obviously want to build as many homes on a piece of land as you can because you make money by selling homes,” says Keil. “However, he had to give people a reason to leave [San Francisco.]”\u003c/p>\n\u003cp>That reason for many customers was a yard and the opportunity to own a stand-alone house that didn’t share walls with the neighbors.\u003c/p>\n\u003cfigure id=\"attachment_11882845\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11882845\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/WestlakeConstruction-800x423.jpg\" alt=\"\" width=\"800\" height=\"423\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/WestlakeConstruction-800x423.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/WestlakeConstruction-160x85.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/WestlakeConstruction.jpg 1000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A view of Westlake while under construction, near the intersection of Higate Drive and Southdale Avenue. The undeveloped area would become Westmoor High School. \u003ccite>(OpenSFHistory / wnp25.6643)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In Westlake, Doelger gave people \u003cem>juuust\u003c/em> enough room for a lawn and a bit of privacy. But not much.\u003c/p>\n\u003cp>“The lotting size attributed to the homes that Doelger built … was 3,300 square feet, which is still significantly smaller than what we’re seeing in other communities down the peninsula,” says Mothershead. The tendency toward smaller parcels was continued by developers like the Gellert Brothers who began building in Daly City after Doelger.\u003c/p>\n\u003cp>As decades passed and Bay Area wealth grew, houses and their yards did, too.\u003c/p>\n\u003cp>“It’s pretty typical that some of our neighboring communities have lots that are 5,000 square feet or greater,” Mothershead said.\u003c/p>\n\u003cp>But 40% of Daly City’s housing stock was built before 1950, before a super-sized McMansion was even something one might aspire to.\u003c/p>\n\u003cfigure id=\"attachment_11882837\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11882837\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0427-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0427-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0427-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0427-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0427-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0427-2048x1366.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0427-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A house in Daly City’s Westlake neighborhood. \u003ccite>((Sebastian Miño-Bucheli/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The nickname “The Henry Ford of Housing” was given to Doelger because he created so many ways to streamline the building process, saving himself time and money. Those innovations, coupled with the small houses and yards, allowed Doelger to make high-quality houses that first-time buyers could afford … but that still made him a profit.\u003c/p>\n\u003cp>Doelger’s innovations ran the gamut, from process to plumbing.\u003c/p>\n\u003cp>Waiting for trucks to be fixed could stall operations, so Doelger included a car repair shop in his operations. He built with redwood, but to keep costs down, he put his own lumber mill on what is now John Daly Boulevard. That mill would cut wood into pre-labeled components that were delivered straight to the worksites, where workers could start framing houses right away. Doelger even manufactured his own windows and doors.\u003c/p>\n\u003cfigure id=\"attachment_11882838\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11882838\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0431-800x468.jpg\" alt=\"\" width=\"800\" height=\"468\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0431-800x468.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0431-1020x597.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0431-160x94.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0431-1536x899.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0431-2048x1198.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0431-1920x1124.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Today The Boulevard Cafe sits on the location where Henry Doelger built a former lumber yard to help streamline the construction of the Westlake subdivision. \u003ccite>((Sebastian Miño-Bucheli/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The quest for efficiency carried into the floor plans that Doelger created. He was one of the first West Coast developers to use sheetrock, and because sheetrock came in 8-foot pieces, Doelger rarely incorporated ceilings that were taller than 8 feet high.\u003c/p>\n\u003cp>Bathrooms shared walls with kitchens to centralize a house’s plumbing, a big cost cutter, says Keil. And the houses were “designed in such a way that they were easy to build.”\u003c/p>\n\u003cp>Those easy-to-build floor plans often put all of the living space upstairs while the downstairs remained open as a basement or a garage. That design, in turn, contributes to how Daly City became so densely populated (and to the city’s propensity for \u003ca href=\"https://www.kqed.org/arts/13812554/how-daly-citys-filipino-mobile-dj-scene-changed-hip-hop-forever\">garage parties\u003c/a>).\u003c/p>\n\u003cp>“Over time, people were finding that they could add habitable space at the ground floor level and they could do it for a very low cost,” says Mothershead. “You can drive by a modest-looking house in Daly City and, you know, it probably doesn’t look any different than a home you might see somewhere else that’s three bedrooms, two baths, but [in Daly City] you could easily have six bedrooms in that house.”\u003c/p>\n\u003cp>That’s space that families can use for bedrooms as they grow, or rent out for supplemental income.\u003c/p>\n\u003ch2>A City Within a City\u003c/h2>\n\u003cp>Doelger’s vision for Westlake was much grander than what he had built before; he imagined a city within a city, and in many ways delivered on that idea.\u003c/p>\n\u003cp>“There was a bank, there was a post office, there were grocery stores,” says Keil. “All the stuff was planned in advance so that the people who moved in right from the beginning had access to these things.”\u003c/p>\n\u003cp>Doelger planned for parks and schools, and an outdoor shopping mall, a novelty at the time.\u003c/p>\n\u003cp>“If you lived out there, you were not in no man’s land,” says Keil. “You could go out and buy things you needed and not have to travel into San Francisco.”\u003c/p>\n\u003cp>Soon, Daly City was getting noticed.\u003c/p>\n\u003cp>The Ladies’ Home Journal magazine put it on its list of Top Ten Suburbs in America in 1975. Its schools were designed by architect Mario Ciampi and were featured in LIFE magazine. Community gatherings were held at the mall. Though many architects derided Doelger’s designs, his attention to detail shone through — and still does — when one walks through Westlake. The corner windows, slanted roofs, detailed facades — buyers loved it all.\u003c/p>\n\u003cp>\u003cem>White\u003c/em> buyers that is.\u003c/p>\n\u003cfigure id=\"attachment_11882841\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11882841\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0376-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0376-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0376-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0376-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0376-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0376-2048x1366.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0376-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A Westlake entry sign near Eastgate Drive and John Daly Boulevard. Black, Indigenous and other people of color were banned from owning houses in Westlake, as in most suburbs built during the post-World War II housing boom. \u003ccite>((Sebastian Miño-Bucheli/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Discrimination by Law\u003c/h2>\n\u003cp>“The federal government required Doelger not only to refuse to sell homes to African Americans, but to put a clause in every deed that prohibited the owner from reselling to African Americans or renting to African Americans,” said Richard Rothstein, author of “The Color of Law,” on \u003ca href=\"https://www.kqed.org/forum/2010101866675/from-historical-redlining-to-modern-day-discrimination-how-race-affects-homeownership\">KQED’s Forum\u003c/a>.\u003c/p>\n\u003cp>A lot of “The Color of Law: A Forgotten History of How Our Government Segregated America” is devoted to housing policy, with post-war housing developments like New York’s Levittown and Daly City’s Westlake serving as Rothstein’s evidence that federal policy — not personal preference or economic differences — is largely what segregated America.\u003c/p>\n\u003cp>Rothstein focuses on African Americans in his book, because in a lot of places, that’s who racial covenants and deeds specified. But in Daly City, and across the Bay Area, it wasn’t just African Americans who were excluded — it was anyone who couldn’t pass as white. That included Filipinos — who make up about 30% of Daly City’s current population — as well as Latinos and Asians.\u003c/p>\n\u003cp>“The only way someone like Doelger could have gotten the capital to build that subdivision was by going to the federal government and getting a guarantee loan,” said Rothstein. And that was true for almost any developer who wanted to build on a large scale at that time.\u003c/p>\n\u003cp>In “The Color of Law,” Rothstein discusses two attempts to build integrated housing developments in the Bay Area, one by the writer Wallace Stegner and the other by a local union. Both failed, Rothstein writes, as just about all attempts to build integrated housing did.\u003c/p>\n\u003cp>Other than architect and developer \u003ca href=\"https://www.kqed.org/news/11635574/how-joseph-eichler-introduced-stylish-housing-for-the-masses\">Joseph Eichler (the subject of another Bay Curious episode\u003c/a>), Keil doesn’t know of a housing developer who would sell to buyers of color. He adds that discrimination was so prevalent that even Willie Mays, the beloved Say Hey Kid, was barred from buying a house in San Francisco.\u003c/p>\n\u003cp>Racist policies not only kept families of color out of suburban neighborhoods like Westlake, they blocked families of color from one of the most consistent ways to build wealth in America.\u003c/p>\n\u003cfigure id=\"attachment_11882843\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11882843\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0102-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0102-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0102-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0102-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0102-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0102-2048x1366.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0102-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Daly City is said to have inspired the singer Malvina Reynolds to write “Little Boxes.” \u003ccite>((Sebastian Miño-Bucheli/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rothstein notes that white families that bought homes in the mid-20th century used their equity and earnings to great advantage: “They used it to send their children to college. They use that to take care of emergencies and they use it to bequeath it to their children, who [use it for] down payments for their own homes. African Americans were explicitly denied those opportunities by federal government, not by banks, but by federal government in the mid-20th century.”\u003c/p>\n\u003cp>Eventually, in 1968, the Fair Housing Act outlawed denying housing to someone based on their race.\u003c/p>\n\u003cp>Next week on the Bay Curious podcast, we’ll look into how Daly City went from a predominantly whites-only population, to having a thriving Filipino community.\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In Daly City, looking down a block of manicured lawns and “cookie cutter houses,” it’s easy to feel like you’re in the heart of suburbia. That’s why listener Nick Crescenzi was surprised when a few years ago he read that Daly City is one of the densest cities in the country.\u003c/p>\n\u003cp>Nick, who works for the city’s parks and recreation department, wanted to know how this suburb, with its malls, cineplex and drive-through restaurants came to \u003ca href=\"https://www.census.gov/content/dam/Census/library/publications/2015/demo/p25-1142.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">rank alongside places like Boston, Chicago and, yes, San Francisco\u003c/a>, in terms of the number of residents per square mile. According to a 2015 analysis of U.S. cities with populations over 100,000 people, Daly City is the 6th most densely populated.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The answer leads to a history unknown to many who haven’t lived it, or to those who mistakenly choose to brush Daly City off like a B-side of a chart-topping single. And perhaps most importantly, the history shines light on some of America’s cruelest policies.\u003c/p>\n\u003ch2>Smaller Lots but Lots of Them\u003c/h2>\n\u003cp>Daly City came to be densely populated for four main reasons, says Tatum Mothershead, director of economic and community development for Daly City: A relatively high percentage of land in Daly City is used for housing; on average, families in Daly City have more people in them than families in other places; the average lot size in Daly City is small; and lastly, the architecture of the homes that were built.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The amount of land used in Daly City for residential purposes is apparent to anyone who has driven through the city. If you’re driving on the freeway or staring out a BART window, hill after hill reveals itself, each one dotted with lines of houses, like cars on an endless train. Those rows of houses are said to have inspired Malvina Reynolds’ anti-conformity song, “Little Boxes.”\u003c/p>\n\u003cp>The average lot size for a house in Daly City is well below that in the rest of San Mateo County. If you drive down Mission Street, through the neighborhood that long-time residents call “Top of the Hill” and take a left on any of the side streets, many of the houses you’ll see are either connected or within an arm’s length of one another. Most of those residences were built before World War II, and on lots around 2,500 square feet.\u003c/p>\n\u003cp>Even when Daly City expanded in the the post-World War II housing boom, Daly City’s parcel size stayed small, in large part because of the success of a housing developer named Henry Doelger.\u003c/p>\n\u003cfigure id=\"attachment_11882836\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11882836\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0333-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0333-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0333-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0333-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0333-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0333-2048x1366.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0333-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">For decades, a homeowners association enforced limits on the type of exterior changes that could be made to houses in Westlake, including what kind of trees could be planted. \u003ccite>((Sebastian Miño-Bucheli/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>The Henry Ford of Housing\u003c/h2>\n\u003cp>If Daly City owes \u003ca href=\"https://youtu.be/DUiay1VPHUw\" target=\"_blank\" rel=\"noopener noreferrer\">its founding to John Daly\u003c/a>, it owes its expansion to Henry Doelger.\u003c/p>\n\u003cp>“Henry Doelger was a very smart man and he could see the World War II housing boom coming,” says Rob Keil, author of the book “Little Boxes: The Architecture of a Classic Midcentury Suburb,” which was also made into a movie.\u003c/p>\n\u003cp>Doelger built a lot of military housing — very quickly — in the Bay Area during World War II. He also built about 11,000 homes in San Francisco, largely in the Sunset and Richmond districts. There’s even a section deemed Doelger City, and Herb Caen, the former San Francisco Chronicle columnist, jokingly called the city’s western coast line “the white cliffs of Doelger.” But land in San Francisco was starting to be in short supply and Doelger was able to secure 1,350 acres of land just to the south of the city for a good price.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/nsPO8-CXpM0'\n title='//www.youtube.com/embed/nsPO8-CXpM0'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>There, Doelger aimed to build Westlake, a city unto itself, that would be affordable for first-time homebuyers.\u003c/p>\n\u003cp>“From an economic standpoint, you obviously want to build as many homes on a piece of land as you can because you make money by selling homes,” says Keil. “However, he had to give people a reason to leave [San Francisco.]”\u003c/p>\n\u003cp>That reason for many customers was a yard and the opportunity to own a stand-alone house that didn’t share walls with the neighbors.\u003c/p>\n\u003cfigure id=\"attachment_11882845\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11882845\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/WestlakeConstruction-800x423.jpg\" alt=\"\" width=\"800\" height=\"423\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/WestlakeConstruction-800x423.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/WestlakeConstruction-160x85.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/WestlakeConstruction.jpg 1000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A view of Westlake while under construction, near the intersection of Higate Drive and Southdale Avenue. The undeveloped area would become Westmoor High School. \u003ccite>(OpenSFHistory / wnp25.6643)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In Westlake, Doelger gave people \u003cem>juuust\u003c/em> enough room for a lawn and a bit of privacy. But not much.\u003c/p>\n\u003cp>“The lotting size attributed to the homes that Doelger built … was 3,300 square feet, which is still significantly smaller than what we’re seeing in other communities down the peninsula,” says Mothershead. The tendency toward smaller parcels was continued by developers like the Gellert Brothers who began building in Daly City after Doelger.\u003c/p>\n\u003cp>As decades passed and Bay Area wealth grew, houses and their yards did, too.\u003c/p>\n\u003cp>“It’s pretty typical that some of our neighboring communities have lots that are 5,000 square feet or greater,” Mothershead said.\u003c/p>\n\u003cp>But 40% of Daly City’s housing stock was built before 1950, before a super-sized McMansion was even something one might aspire to.\u003c/p>\n\u003cfigure id=\"attachment_11882837\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11882837\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0427-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0427-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0427-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0427-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0427-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0427-2048x1366.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0427-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A house in Daly City’s Westlake neighborhood. \u003ccite>((Sebastian Miño-Bucheli/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The nickname “The Henry Ford of Housing” was given to Doelger because he created so many ways to streamline the building process, saving himself time and money. Those innovations, coupled with the small houses and yards, allowed Doelger to make high-quality houses that first-time buyers could afford … but that still made him a profit.\u003c/p>\n\u003cp>Doelger’s innovations ran the gamut, from process to plumbing.\u003c/p>\n\u003cp>Waiting for trucks to be fixed could stall operations, so Doelger included a car repair shop in his operations. He built with redwood, but to keep costs down, he put his own lumber mill on what is now John Daly Boulevard. That mill would cut wood into pre-labeled components that were delivered straight to the worksites, where workers could start framing houses right away. Doelger even manufactured his own windows and doors.\u003c/p>\n\u003cfigure id=\"attachment_11882838\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11882838\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0431-800x468.jpg\" alt=\"\" width=\"800\" height=\"468\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0431-800x468.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0431-1020x597.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0431-160x94.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0431-1536x899.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0431-2048x1198.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0431-1920x1124.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Today The Boulevard Cafe sits on the location where Henry Doelger built a former lumber yard to help streamline the construction of the Westlake subdivision. \u003ccite>((Sebastian Miño-Bucheli/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The quest for efficiency carried into the floor plans that Doelger created. He was one of the first West Coast developers to use sheetrock, and because sheetrock came in 8-foot pieces, Doelger rarely incorporated ceilings that were taller than 8 feet high.\u003c/p>\n\u003cp>Bathrooms shared walls with kitchens to centralize a house’s plumbing, a big cost cutter, says Keil. And the houses were “designed in such a way that they were easy to build.”\u003c/p>\n\u003cp>Those easy-to-build floor plans often put all of the living space upstairs while the downstairs remained open as a basement or a garage. That design, in turn, contributes to how Daly City became so densely populated (and to the city’s propensity for \u003ca href=\"https://www.kqed.org/arts/13812554/how-daly-citys-filipino-mobile-dj-scene-changed-hip-hop-forever\">garage parties\u003c/a>).\u003c/p>\n\u003cp>“Over time, people were finding that they could add habitable space at the ground floor level and they could do it for a very low cost,” says Mothershead. “You can drive by a modest-looking house in Daly City and, you know, it probably doesn’t look any different than a home you might see somewhere else that’s three bedrooms, two baths, but [in Daly City] you could easily have six bedrooms in that house.”\u003c/p>\n\u003cp>That’s space that families can use for bedrooms as they grow, or rent out for supplemental income.\u003c/p>\n\u003ch2>A City Within a City\u003c/h2>\n\u003cp>Doelger’s vision for Westlake was much grander than what he had built before; he imagined a city within a city, and in many ways delivered on that idea.\u003c/p>\n\u003cp>“There was a bank, there was a post office, there were grocery stores,” says Keil. “All the stuff was planned in advance so that the people who moved in right from the beginning had access to these things.”\u003c/p>\n\u003cp>Doelger planned for parks and schools, and an outdoor shopping mall, a novelty at the time.\u003c/p>\n\u003cp>“If you lived out there, you were not in no man’s land,” says Keil. “You could go out and buy things you needed and not have to travel into San Francisco.”\u003c/p>\n\u003cp>Soon, Daly City was getting noticed.\u003c/p>\n\u003cp>The Ladies’ Home Journal magazine put it on its list of Top Ten Suburbs in America in 1975. Its schools were designed by architect Mario Ciampi and were featured in LIFE magazine. Community gatherings were held at the mall. Though many architects derided Doelger’s designs, his attention to detail shone through — and still does — when one walks through Westlake. The corner windows, slanted roofs, detailed facades — buyers loved it all.\u003c/p>\n\u003cp>\u003cem>White\u003c/em> buyers that is.\u003c/p>\n\u003cfigure id=\"attachment_11882841\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11882841\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0376-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0376-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0376-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0376-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0376-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0376-2048x1366.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0376-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A Westlake entry sign near Eastgate Drive and John Daly Boulevard. Black, Indigenous and other people of color were banned from owning houses in Westlake, as in most suburbs built during the post-World War II housing boom. \u003ccite>((Sebastian Miño-Bucheli/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Discrimination by Law\u003c/h2>\n\u003cp>“The federal government required Doelger not only to refuse to sell homes to African Americans, but to put a clause in every deed that prohibited the owner from reselling to African Americans or renting to African Americans,” said Richard Rothstein, author of “The Color of Law,” on \u003ca href=\"https://www.kqed.org/forum/2010101866675/from-historical-redlining-to-modern-day-discrimination-how-race-affects-homeownership\">KQED’s Forum\u003c/a>.\u003c/p>\n\u003cp>A lot of “The Color of Law: A Forgotten History of How Our Government Segregated America” is devoted to housing policy, with post-war housing developments like New York’s Levittown and Daly City’s Westlake serving as Rothstein’s evidence that federal policy — not personal preference or economic differences — is largely what segregated America.\u003c/p>\n\u003cp>Rothstein focuses on African Americans in his book, because in a lot of places, that’s who racial covenants and deeds specified. But in Daly City, and across the Bay Area, it wasn’t just African Americans who were excluded — it was anyone who couldn’t pass as white. That included Filipinos — who make up about 30% of Daly City’s current population — as well as Latinos and Asians.\u003c/p>\n\u003cp>“The only way someone like Doelger could have gotten the capital to build that subdivision was by going to the federal government and getting a guarantee loan,” said Rothstein. And that was true for almost any developer who wanted to build on a large scale at that time.\u003c/p>\n\u003cp>In “The Color of Law,” Rothstein discusses two attempts to build integrated housing developments in the Bay Area, one by the writer Wallace Stegner and the other by a local union. Both failed, Rothstein writes, as just about all attempts to build integrated housing did.\u003c/p>\n\u003cp>Other than architect and developer \u003ca href=\"https://www.kqed.org/news/11635574/how-joseph-eichler-introduced-stylish-housing-for-the-masses\">Joseph Eichler (the subject of another Bay Curious episode\u003c/a>), Keil doesn’t know of a housing developer who would sell to buyers of color. He adds that discrimination was so prevalent that even Willie Mays, the beloved Say Hey Kid, was barred from buying a house in San Francisco.\u003c/p>\n\u003cp>Racist policies not only kept families of color out of suburban neighborhoods like Westlake, they blocked families of color from one of the most consistent ways to build wealth in America.\u003c/p>\n\u003cfigure id=\"attachment_11882843\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11882843\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0102-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0102-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0102-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0102-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0102-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0102-2048x1366.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2021/07/07272021_MinoBucheli_DalyCity-0102-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Daly City is said to have inspired the singer Malvina Reynolds to write “Little Boxes.” \u003ccite>((Sebastian Miño-Bucheli/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rothstein notes that white families that bought homes in the mid-20th century used their equity and earnings to great advantage: “They used it to send their children to college. They use that to take care of emergencies and they use it to bequeath it to their children, who [use it for] down payments for their own homes. African Americans were explicitly denied those opportunities by federal government, not by banks, but by federal government in the mid-20th century.”\u003c/p>\n\u003cp>Eventually, in 1968, the Fair Housing Act outlawed denying housing to someone based on their race.\u003c/p>\n\u003cp>Next week on the Bay Curious podcast, we’ll look into how Daly City went from a predominantly whites-only population, to having a thriving Filipino community.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Bay Area Refineries Must Dramatically Cut Pollution, Air District Says in Historic Vote",
"title": "Bay Area Refineries Must Dramatically Cut Pollution, Air District Says in Historic Vote",
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"content": "\u003cp>Local air regulators moved Wednesday to require two of California's largest oil refineries to significantly reduce the amount of pollution they spew into the air.\u003c/p>\n\u003cp>The board that oversees the Bay Area Air Quality Management District voted 19 to 3 to force Chevron's Richmond refinery and the \u003ca href=\"https://www.pbfenergy.com/refineries/\">PBF Energy-owned refinery in Martinez\u003c/a> to cut down on the particulate matter emitted by a key part of their plants.\u003c/p>\n\u003cp>The vote came after two separate days of hours-long hearings and threats of a lawsuit from the oil industry, along with pressure from environmentalists, health advocates, refinery workers and labor leaders.\u003c/p>\n\u003cp>\"Whatever we do we're going to face a legal challenge and that's the name of the game,\" said Nate Miley, a member of the board and an Alameda County supervisor. \"I want history to show, at least my vote, that I was on the side of protecting communities, putting the health of people above cost, above money, above refineries.\"\u003c/p>\n\u003cp>To satisfy the \u003ca href=\"https://www.baaqmd.gov/rules-and-compliance/rules/reg-6-rule-5-particulate-emissions-from-refinery-fluidized-catalytic-cracking-units?rule_version=2020%20Amendment#:~:text=Description%3A,precursors%20of%20secondary%20particulate%20matter.,\" target=\"_blank\" rel=\"noopener noreferrer\">new rules\u003c/a>, the two oil companies would most likely need to buy and install air pollution devices known as wet gas scrubbers at a cost of hundreds of millions of dollars.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"John Bauters, Bay Area Air Quality Management District board director\"]'Oil and gas companies have built a multi-billion dollar industry at the expense of largely Brown, Black, impoverished or politically under-represented communities for decades. They have externalized hazardous materials, pollution and waste onto the people we as a board collectively represent.'[/pullquote]\u003c/p>\n\u003cp>The vote is the culmination of work started by air district staff in 2019. Dozens of agency workers researched the proposal, worked with outside departments and took comments from the public.\u003c/p>\n\u003cp>Wednesday's hearing was the \u003ca href=\"https://www.kqed.org/news/11878624/a-pivotal-moment-for-regulating-the-bay-areas-oil-industry\" target=\"_blank\" rel=\"noopener noreferrer\">second\u003c/a> before the full board on the proposed rule. In early June, so many environmentalists, refinery workers, union officials and local residents offered public comment that the board had to delay the hearing.\u003c/p>\n\u003cp>In all, more than 300 people spoke during the public comment periods of both meetings, according to the air district.\u003c/p>\n\u003cp>After Wednesday's public comment period, board director John Bauters, a member of the Emeryville City Council who chaired the district committee that first approved the rule, implored his colleagues to act aggressively to protect people who live near the region's refineries.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Oil and gas companies have built a multi-billion dollar industry at the expense of largely brown, Black, impoverished or politically underrepresented communities for decades,\" Bauters said. \"They have externalized hazardous materials, pollution and waste onto the people we as a board collectively represent.\"\u003c/p>\n\u003cp>Environmentalists and health advocates have \u003ca href=\"https://www.kqed.org/news/11874932/air-regulators-weigh-plan-aimed-at-dramatically-cutting-bay-area-refinery-pollution\">urged\u003c/a> the board to approve the proposal. They emphasized the need to protect the health of residents who live near the refineries, many of whom are low-income people of color in areas with higher rates of respiratory disease. Refineries in other parts of the country use the wet gas scrubbers, they said, and the ones in the Bay Area could easily follow suit.\u003c/p>\n\u003cp>\"I am asking the air district to stand with me for our mothers and our babies and to remain true to their mission,\" said Dr. Teresa Muñoz, an obstetrician-gynecologist in Richmond, at a press conference in late May held a few blocks from the Chevron refinery. \"Please keep your word.\"\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Davina Hurt, Bay Area Air Quality Management District board director\"]'People are being asked to wait. It's very reminiscent to what my parents and their parents have heard living in the South... In this case you need to wait to breathe clean air. 'Wait' almost always means 'never.' '[/pullquote]Some oil executives, labor leaders and refinery workers urged directors to go with a less stringent proposal. They said the one the board approved Wednesday will hurt jobs, raise the cost of gasoline and hurt local airports that rely on the two refineries. They also said the large devices they may need to buy to satisfy the new rule use too much water and won't achieve the environmental gains predicted by the air agency.\u003c/p>\n\u003cp>In a statement after the vote, Chevron said it has already reduced its particulate matter releases, argued those reductions were greater than the ones required under the new rule and indicated it might sue the district.\u003c/p>\n\u003cp>\"Unfortunately, rather than rely on actual data from our facility, Air Board Members adopted a rule based on erroneous data that fails to significantly improve local air quality at an extreme cost that could impact Bay Area consumers who rely on affordable energy in their daily lives,\" company spokesman Brian Hubinger said in an email.\u003c/p>\n\u003cp>\"The rule threatens the supply of affordable, reliable and ever-cleaner energy at a time when our regional economy is still struggling to recover from the COVID-19 pandemic. In this case, the rulemaking effort is so flawed that we will investigate our legal options to ensure we can meet environmental goals, continue to provide fuels that meet strict environmental standards and save energy jobs in our community,\" Chevron's Hubinger said.\u003c/p>\n\u003cp>PBF Energy executives have told the air district the rule would force them to close down their refinery.\u003c/p>\n\u003cp>In a statement after Wednesday's hearing, PBF's Western Region President, Paul Davis, said the company expected the vote would come down the way it did and emphasized that the new rule only required emissions reductions, not necessarily the installation of a wet gas scrubber.\u003c/p>\n\u003cp>\"PBF has previously planned projects that will be implemented over the coming months that will allow our Martinez refinery to achieve emissions reductions significantly closer to the desired level in the first quarter of 2022,\" Davis said.\u003c/p>\n\u003cp>\"We will continue to work with the BAAQMD to arrive at our mutually desired goal of improving air quality and continuing to provide our vital products to one of the largest fuel markets in the world,\" he said.\u003c/p>\n\u003cp>[aside label='Related Coverage' tag='refineries']A proposal floated during Wednesday's meeting to delay the vote and bring along the other, less-stringent rule to a future hearing lost steam after a growing number of directors indicated they wanted to move forward now.\u003c/p>\n\u003cp>Director Davina Hurt, a Belmont City Council member, likened efforts to delay the vote to the nation's slow pace in responding to calls for racial equality.\u003c/p>\n\u003cp>\"People are being asked to wait. It's very reminiscent to what my parents and their parents have heard living in the South and in Indiana and [which was] prominent during the civil rights movement and even emancipation,\" Hurt said.\u003c/p>\n\u003cp>\"In this case, you need to wait to breathe clean air,\" she said. \"'Wait' almost always means 'never.'\"\u003c/p>\n\u003cp>The rule change is aimed at cutting down the amount of particulate matter released into the air from refineries' fluidized catalytic cracking units. Those units use a chemical catalyst to help break down heavy crude oil into lighter components for products like gasoline. During the cracking process, the catalyst is coated with a carbon material called coke, which is then burned off.\u003c/p>\n\u003cp>The air district said that the procedure emits more particulate matter than any other part of the refining process and makes up a significant portion of each plant's total emissions.\u003c/p>\n\u003cp>Air district staff said the rule change will save lives and millions of dollars in health costs. They said agency studies found that the predominantly Latino and Black communities in the areas around the refineries were exposed to particulate matter at a disproportionately higher rate than others in the Bay Area.\u003c/p>\n\u003cp>Some directors and others expressed concern about the amount of water wet gas scrubbers use - and that bringing them on in a drought would exacerbate the region's worsening water supply. Air district staff and other supporters of the proposal said the increase in water use is small compared to what the refineries already use.\u003c/p>\n\u003cp>The rule is set to take effect in five years.\u003c/p>\n\u003cp>\u003cem>This story has been updated.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Air regulators voted 19-3 to move forward on a plan health advocates had urged them to approve, emphasizing the need to protect the health of residents who live near refineries, many of whom are low-income people of color.",
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"description": "Air regulators voted 19-3 to move forward on a plan health advocates had urged them to approve, emphasizing the need to protect the health of residents who live near refineries, many of whom are low-income people of color.",
"title": "Bay Area Refineries Must Dramatically Cut Pollution, Air District Says in Historic Vote | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Local air regulators moved Wednesday to require two of California's largest oil refineries to significantly reduce the amount of pollution they spew into the air.\u003c/p>\n\u003cp>The board that oversees the Bay Area Air Quality Management District voted 19 to 3 to force Chevron's Richmond refinery and the \u003ca href=\"https://www.pbfenergy.com/refineries/\">PBF Energy-owned refinery in Martinez\u003c/a> to cut down on the particulate matter emitted by a key part of their plants.\u003c/p>\n\u003cp>The vote came after two separate days of hours-long hearings and threats of a lawsuit from the oil industry, along with pressure from environmentalists, health advocates, refinery workers and labor leaders.\u003c/p>\n\u003cp>\"Whatever we do we're going to face a legal challenge and that's the name of the game,\" said Nate Miley, a member of the board and an Alameda County supervisor. \"I want history to show, at least my vote, that I was on the side of protecting communities, putting the health of people above cost, above money, above refineries.\"\u003c/p>\n\u003cp>To satisfy the \u003ca href=\"https://www.baaqmd.gov/rules-and-compliance/rules/reg-6-rule-5-particulate-emissions-from-refinery-fluidized-catalytic-cracking-units?rule_version=2020%20Amendment#:~:text=Description%3A,precursors%20of%20secondary%20particulate%20matter.,\" target=\"_blank\" rel=\"noopener noreferrer\">new rules\u003c/a>, the two oil companies would most likely need to buy and install air pollution devices known as wet gas scrubbers at a cost of hundreds of millions of dollars.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "'Oil and gas companies have built a multi-billion dollar industry at the expense of largely Brown, Black, impoverished or politically under-represented communities for decades. They have externalized hazardous materials, pollution and waste onto the people we as a board collectively represent.'",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The vote is the culmination of work started by air district staff in 2019. Dozens of agency workers researched the proposal, worked with outside departments and took comments from the public.\u003c/p>\n\u003cp>Wednesday's hearing was the \u003ca href=\"https://www.kqed.org/news/11878624/a-pivotal-moment-for-regulating-the-bay-areas-oil-industry\" target=\"_blank\" rel=\"noopener noreferrer\">second\u003c/a> before the full board on the proposed rule. In early June, so many environmentalists, refinery workers, union officials and local residents offered public comment that the board had to delay the hearing.\u003c/p>\n\u003cp>In all, more than 300 people spoke during the public comment periods of both meetings, according to the air district.\u003c/p>\n\u003cp>After Wednesday's public comment period, board director John Bauters, a member of the Emeryville City Council who chaired the district committee that first approved the rule, implored his colleagues to act aggressively to protect people who live near the region's refineries.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Oil and gas companies have built a multi-billion dollar industry at the expense of largely brown, Black, impoverished or politically underrepresented communities for decades,\" Bauters said. \"They have externalized hazardous materials, pollution and waste onto the people we as a board collectively represent.\"\u003c/p>\n\u003cp>Environmentalists and health advocates have \u003ca href=\"https://www.kqed.org/news/11874932/air-regulators-weigh-plan-aimed-at-dramatically-cutting-bay-area-refinery-pollution\">urged\u003c/a> the board to approve the proposal. They emphasized the need to protect the health of residents who live near the refineries, many of whom are low-income people of color in areas with higher rates of respiratory disease. Refineries in other parts of the country use the wet gas scrubbers, they said, and the ones in the Bay Area could easily follow suit.\u003c/p>\n\u003cp>\"I am asking the air district to stand with me for our mothers and our babies and to remain true to their mission,\" said Dr. Teresa Muñoz, an obstetrician-gynecologist in Richmond, at a press conference in late May held a few blocks from the Chevron refinery. \"Please keep your word.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "'People are being asked to wait. It's very reminiscent to what my parents and their parents have heard living in the South... In this case you need to wait to breathe clean air. 'Wait' almost always means 'never.' '",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Some oil executives, labor leaders and refinery workers urged directors to go with a less stringent proposal. They said the one the board approved Wednesday will hurt jobs, raise the cost of gasoline and hurt local airports that rely on the two refineries. They also said the large devices they may need to buy to satisfy the new rule use too much water and won't achieve the environmental gains predicted by the air agency.\u003c/p>\n\u003cp>In a statement after the vote, Chevron said it has already reduced its particulate matter releases, argued those reductions were greater than the ones required under the new rule and indicated it might sue the district.\u003c/p>\n\u003cp>\"Unfortunately, rather than rely on actual data from our facility, Air Board Members adopted a rule based on erroneous data that fails to significantly improve local air quality at an extreme cost that could impact Bay Area consumers who rely on affordable energy in their daily lives,\" company spokesman Brian Hubinger said in an email.\u003c/p>\n\u003cp>\"The rule threatens the supply of affordable, reliable and ever-cleaner energy at a time when our regional economy is still struggling to recover from the COVID-19 pandemic. In this case, the rulemaking effort is so flawed that we will investigate our legal options to ensure we can meet environmental goals, continue to provide fuels that meet strict environmental standards and save energy jobs in our community,\" Chevron's Hubinger said.\u003c/p>\n\u003cp>PBF Energy executives have told the air district the rule would force them to close down their refinery.\u003c/p>\n\u003cp>In a statement after Wednesday's hearing, PBF's Western Region President, Paul Davis, said the company expected the vote would come down the way it did and emphasized that the new rule only required emissions reductions, not necessarily the installation of a wet gas scrubber.\u003c/p>\n\u003cp>\"PBF has previously planned projects that will be implemented over the coming months that will allow our Martinez refinery to achieve emissions reductions significantly closer to the desired level in the first quarter of 2022,\" Davis said.\u003c/p>\n\u003cp>\"We will continue to work with the BAAQMD to arrive at our mutually desired goal of improving air quality and continuing to provide our vital products to one of the largest fuel markets in the world,\" he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>A proposal floated during Wednesday's meeting to delay the vote and bring along the other, less-stringent rule to a future hearing lost steam after a growing number of directors indicated they wanted to move forward now.\u003c/p>\n\u003cp>Director Davina Hurt, a Belmont City Council member, likened efforts to delay the vote to the nation's slow pace in responding to calls for racial equality.\u003c/p>\n\u003cp>\"People are being asked to wait. It's very reminiscent to what my parents and their parents have heard living in the South and in Indiana and [which was] prominent during the civil rights movement and even emancipation,\" Hurt said.\u003c/p>\n\u003cp>\"In this case, you need to wait to breathe clean air,\" she said. \"'Wait' almost always means 'never.'\"\u003c/p>\n\u003cp>The rule change is aimed at cutting down the amount of particulate matter released into the air from refineries' fluidized catalytic cracking units. Those units use a chemical catalyst to help break down heavy crude oil into lighter components for products like gasoline. During the cracking process, the catalyst is coated with a carbon material called coke, which is then burned off.\u003c/p>\n\u003cp>The air district said that the procedure emits more particulate matter than any other part of the refining process and makes up a significant portion of each plant's total emissions.\u003c/p>\n\u003cp>Air district staff said the rule change will save lives and millions of dollars in health costs. They said agency studies found that the predominantly Latino and Black communities in the areas around the refineries were exposed to particulate matter at a disproportionately higher rate than others in the Bay Area.\u003c/p>\n\u003cp>Some directors and others expressed concern about the amount of water wet gas scrubbers use - and that bringing them on in a drought would exacerbate the region's worsening water supply. Air district staff and other supporters of the proposal said the increase in water use is small compared to what the refineries already use.\u003c/p>\n\u003cp>The rule is set to take effect in five years.\u003c/p>\n\u003cp>\u003cem>This story has been updated.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "The Beautiful Bay Bridge Frank Lloyd Wright Never Got to Build",
"headTitle": "The Beautiful Bay Bridge Frank Lloyd Wright Never Got to Build | KQED",
"content": "\u003cp>\u003cem>This article was first published on Jan. 25, 2018. \u003c/em>\u003c/p>\n\u003cp>Did you know the great American architect Frank Lloyd Wright wanted to build a bridge across the San Francisco Bay?\u003c/p>\n\u003cp>Bay Curious question-asker Duncan Keefe of San Jose did. He studied architecture in school.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>“It would have been brilliant, and I think it would have been very influential — and possibly changed the course of how other bridges subsequent to it would have been designed,” he says.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Frank Lloyd Wright loved the San Francisco Bay Area. But you wouldn’t know it, because there just aren’t a lot of his buildings around here.\u003c/p>\n\u003cp>“Seven or eight, depending on how you count them, including the houses,” says \u003ca href=\"https://art.stanford.edu/people/paul-v-turner\" target=\"_blank\" rel=\"noopener noreferrer\">Paul Turner\u003c/a>, a professor emeritus in architectural history at Stanford. He’s the author of “Frank Lloyd Wright and San Francisco,” a book that’s as much about the projects that \u003ci>didn’t\u003c/i> get built as the ones that did.\u003c/p>\n\u003cp>“Frank Lloyd Wright actually designed close to 30 projects for the Bay Area, and they include some of his most unusual and really amazing buildings,” Turner says.\u003c/p>\n\u003cfigure id=\"attachment_11642709\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11642709 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/RS28908_wright-qut-800x992.jpg\" alt=\"Master architect Frank Lloyd Wright in 1956, looking over his drawing of the Butterfly Bridge.\" width=\"800\" height=\"992\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-800x992.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-160x198.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-1020x1265.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-1180x1463.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-960x1191.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-240x298.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-375x465.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-520x645.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Master architect Frank Lloyd Wright in 1956, looking over his drawing of the ‘Butterfly Bridge’. \u003ccite>(Photo: Courtesy of Gordon Peters/San Francisco Chronicle)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Why did Wright’s proposals fail to get the go-ahead? A lot of times he was just dreaming too big (read: expensive) for the client. But that didn’t stop him from dreaming big.\u003c/p>\n\u003cp>“For example, his first skyscraper was designed for Market Street in San Francisco,” Turner says. “If there were some project that he found interesting, he would do the design and just hope that it would get built.”\u003c/p>\n\u003cp>Wright never got the commission for a San Francisco skyscraper. Just as he never got a commission to design another Bay Bridge.\u003c/p>\n\u003cp>There was talk of a second span \u003ca href=\"http://www.sfgate.com/thetake/article/Another-Bay-Bridge-70-years-of-absurd-crazy-and-12420536.php?t=8ed45000dc#photo-14668490\">almost as soon as the Bay Bridge was completed\u003c/a> in the 1930s. That’s right: Traffic was that bad, that early.\u003c/p>\n\u003cp>In the late 1940s, Wright was competing for projects all across the country. Jaroslav Joseph Polivka, a San Francisco Bay Area engineer and fan of Wright’s, suggested he throw his hat in the ring for the proposed second Bay Bridge.\u003c/p>\n\u003cfigure id=\"attachment_11642654\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11642654 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-800x337.jpg\" alt=\"Frank Lloyd Wright's proposed "Butterfly Bridge." It would have stretched between San Francisco and Oakland, somewhere south of the Bay Bridge.\" width=\"800\" height=\"337\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-800x337.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-160x67.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-1020x430.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-1920x810.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-1180x498.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-960x405.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-240x101.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-375x158.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-520x219.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Frank Lloyd Wright’s proposed ‘Butterfly Bridge.’ It would have stretched between San Francisco and Oakland, somewhere south of the Bay Bridge. \u003ccite>(Photo: Courtesy of the Frank Lloyd Wright Foundation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That was in 1949, and Wright would spend the last decade of his life trying to win over decision-makers in California. Essentially, he fell in love with his own proposal, which he called the “Butterfly Bridge.”\u003c/p>\n\u003cp>“The structure had the form of a thorax and wings of a butterfly in reinforced concrete. It’s a beautiful sculptural form when you look at the drawings that he did of it,” Turner says.\u003c/p>\n\u003cp>The Butterfly Bridge would have started on the San Francisco end of the bridge, at the terminus of Army Street, now Cesar Chavez. Long, curved, concrete arms stretch across the water toward Oakland, carrying six lanes of traffic and two pedestrian walkways.\u003c/p>\n\u003cp>The literal centerpiece of the bridge: a hanging garden.\u003c/p>\n\u003cp>“People driving across the bridge could pull off into this landscape park and enjoy the views from high above over the bay. It’s kind of a crazy idea that traffic going across the bay could stop and there would be enough room for parking and everything, but that was the idea,” Turner says.\u003c/p>\n\u003cp>[youtube https://www.youtube.com/watch?v=ZpPZVKMODqs]\u003c/p>\n\u003cp>The idea doesn’t sound too crazy to me. After all, the Golden Gate Bridge is a tourist destination as well as a throughput for traffic. The proposal for the Butterfly Bridge was received enthusiastically by the San Francisco press. But the state Assembly committee rejected the plan, influenced by consulting engineers dubious about the details.\u003c/p>\n\u003cp>“The engineers in Sacramento were able to say, ‘Well, it’s just not worked out in enough detail. We don’t think it’s going to work. It’s too radical,’ ” Turner says.\u003c/p>\n\u003cp>To be fair to the pencil pushers in the state Capitol, Turner adds we have to imagine how things looked back in the mid-20th century.\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>“The idea was so unusual, was so radical, it was unlike any earlier bridge that had been designed,” he says. “And because Wright had not gotten a commission to do it, wasn’t being paid anything, they weren’t able to design the bridge in the kind of detail that would really be required, with all of the structural analysis and everything. That would have to come later.”\u003c/p>\n\u003cp>Ultimately, they decided it wasn’t necessary, because a few years later people started talking about BART under the bay, and so that became the solution to this traffic problem.\u003c/p>\n\u003cp>Wright called that idea “suicidal,” which turns out to be an overstatement as the Transbay Tube is still going strong after nearly 50 years.\u003c/p>\n\u003cp>In the end, Wright died, and with it, serious thoughts of doing something with his plans. Especially after the new, expanded San Mateo Bridge opened in 1967.\u003c/p>\n\u003cfigure id=\"attachment_11642655\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11642655\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-800x448.jpg\" alt=\"The Bazett House in Hillsborough, drawing by Wright, 1939. This was one of the few Wright commissions that got built in the San Francisco Bay Area.\" width=\"800\" height=\"448\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-800x448.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-160x90.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-1020x571.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-1920x1075.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-1180x661.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-960x538.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-240x134.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-375x210.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-520x291.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The Bazett House in Hillsborough, drawing by Wright, 1939. This was one of the few Wright commissions that got built in the San Francisco Bay Area. \u003ccite>(Photo: Courtesy of the Frank Lloyd Wright Foundation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>People still talk of building another bridge to span the bay. Just a few years ago, Sen. Dianne Feinstein and East Bay Rep. Mark DeSaulnier \u003ca href=\"https://ww2.kqed.org/news/2017/12/18/you-say-you-want-a-new-bridge-or-2nd-bart-tube-heres-how-you-might-pay-for-it/\" target=\"_blank\" rel=\"noopener noreferrer\">called for another bay bridge\u003c/a>, a so-called Southern Crossing south of the Bay Bridge.\u003c/p>\n\u003cp>“Every now and then, people talk about an extra possible bridge and there’ll be stories in the newspapers. So it still captivates the imagination of the public because it is so beautiful,” Turner says, sighing.\u003c/p>\n\u003cp>So what does Duncan Keefe of San Jose think? Should we resurrect Frank Lloyd Wright’s Butterfly Bridge?\u003c/p>\n\u003cp>“As much as I would have liked to see this bridge have been built, it was for a different time. These days, if we’re going to make any investment, it ought to be in getting trains across the bay, not cars. We have enough cars already, and you know, throwing more cars across the bay is only going to make the traffic situation on the Peninsula and in San Francisco even worse,” Keefe says.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>This article was first published on Jan. 25, 2018. \u003c/em>\u003c/p>\n\u003cp>Did you know the great American architect Frank Lloyd Wright wanted to build a bridge across the San Francisco Bay?\u003c/p>\n\u003cp>Bay Curious question-asker Duncan Keefe of San Jose did. He studied architecture in school.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“It would have been brilliant, and I think it would have been very influential — and possibly changed the course of how other bridges subsequent to it would have been designed,” he says.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Frank Lloyd Wright loved the San Francisco Bay Area. But you wouldn’t know it, because there just aren’t a lot of his buildings around here.\u003c/p>\n\u003cp>“Seven or eight, depending on how you count them, including the houses,” says \u003ca href=\"https://art.stanford.edu/people/paul-v-turner\" target=\"_blank\" rel=\"noopener noreferrer\">Paul Turner\u003c/a>, a professor emeritus in architectural history at Stanford. He’s the author of “Frank Lloyd Wright and San Francisco,” a book that’s as much about the projects that \u003ci>didn’t\u003c/i> get built as the ones that did.\u003c/p>\n\u003cp>“Frank Lloyd Wright actually designed close to 30 projects for the Bay Area, and they include some of his most unusual and really amazing buildings,” Turner says.\u003c/p>\n\u003cfigure id=\"attachment_11642709\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11642709 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/RS28908_wright-qut-800x992.jpg\" alt=\"Master architect Frank Lloyd Wright in 1956, looking over his drawing of the Butterfly Bridge.\" width=\"800\" height=\"992\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-800x992.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-160x198.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-1020x1265.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-1180x1463.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-960x1191.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-240x298.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-375x465.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/RS28908_wright-qut-520x645.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Master architect Frank Lloyd Wright in 1956, looking over his drawing of the ‘Butterfly Bridge’. \u003ccite>(Photo: Courtesy of Gordon Peters/San Francisco Chronicle)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Why did Wright’s proposals fail to get the go-ahead? A lot of times he was just dreaming too big (read: expensive) for the client. But that didn’t stop him from dreaming big.\u003c/p>\n\u003cp>“For example, his first skyscraper was designed for Market Street in San Francisco,” Turner says. “If there were some project that he found interesting, he would do the design and just hope that it would get built.”\u003c/p>\n\u003cp>Wright never got the commission for a San Francisco skyscraper. Just as he never got a commission to design another Bay Bridge.\u003c/p>\n\u003cp>There was talk of a second span \u003ca href=\"http://www.sfgate.com/thetake/article/Another-Bay-Bridge-70-years-of-absurd-crazy-and-12420536.php?t=8ed45000dc#photo-14668490\">almost as soon as the Bay Bridge was completed\u003c/a> in the 1930s. That’s right: Traffic was that bad, that early.\u003c/p>\n\u003cp>In the late 1940s, Wright was competing for projects all across the country. Jaroslav Joseph Polivka, a San Francisco Bay Area engineer and fan of Wright’s, suggested he throw his hat in the ring for the proposed second Bay Bridge.\u003c/p>\n\u003cfigure id=\"attachment_11642654\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11642654 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-800x337.jpg\" alt=\"Frank Lloyd Wright's proposed "Butterfly Bridge." It would have stretched between San Francisco and Oakland, somewhere south of the Bay Bridge.\" width=\"800\" height=\"337\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-800x337.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-160x67.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-1020x430.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-1920x810.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-1180x498.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-960x405.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-240x101.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-375x158.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Butterfly20Bridge20drawing-520x219.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Frank Lloyd Wright’s proposed ‘Butterfly Bridge.’ It would have stretched between San Francisco and Oakland, somewhere south of the Bay Bridge. \u003ccite>(Photo: Courtesy of the Frank Lloyd Wright Foundation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That was in 1949, and Wright would spend the last decade of his life trying to win over decision-makers in California. Essentially, he fell in love with his own proposal, which he called the “Butterfly Bridge.”\u003c/p>\n\u003cp>“The structure had the form of a thorax and wings of a butterfly in reinforced concrete. It’s a beautiful sculptural form when you look at the drawings that he did of it,” Turner says.\u003c/p>\n\u003cp>The Butterfly Bridge would have started on the San Francisco end of the bridge, at the terminus of Army Street, now Cesar Chavez. Long, curved, concrete arms stretch across the water toward Oakland, carrying six lanes of traffic and two pedestrian walkways.\u003c/p>\n\u003cp>The literal centerpiece of the bridge: a hanging garden.\u003c/p>\n\u003cp>“People driving across the bridge could pull off into this landscape park and enjoy the views from high above over the bay. It’s kind of a crazy idea that traffic going across the bay could stop and there would be enough room for parking and everything, but that was the idea,” Turner says.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/ZpPZVKMODqs'\n title='//www.youtube.com/embed/ZpPZVKMODqs'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The idea doesn’t sound too crazy to me. After all, the Golden Gate Bridge is a tourist destination as well as a throughput for traffic. The proposal for the Butterfly Bridge was received enthusiastically by the San Francisco press. But the state Assembly committee rejected the plan, influenced by consulting engineers dubious about the details.\u003c/p>\n\u003cp>“The engineers in Sacramento were able to say, ‘Well, it’s just not worked out in enough detail. We don’t think it’s going to work. It’s too radical,’ ” Turner says.\u003c/p>\n\u003cp>To be fair to the pencil pushers in the state Capitol, Turner adds we have to imagine how things looked back in the mid-20th century.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“The idea was so unusual, was so radical, it was unlike any earlier bridge that had been designed,” he says. “And because Wright had not gotten a commission to do it, wasn’t being paid anything, they weren’t able to design the bridge in the kind of detail that would really be required, with all of the structural analysis and everything. That would have to come later.”\u003c/p>\n\u003cp>Ultimately, they decided it wasn’t necessary, because a few years later people started talking about BART under the bay, and so that became the solution to this traffic problem.\u003c/p>\n\u003cp>Wright called that idea “suicidal,” which turns out to be an overstatement as the Transbay Tube is still going strong after nearly 50 years.\u003c/p>\n\u003cp>In the end, Wright died, and with it, serious thoughts of doing something with his plans. Especially after the new, expanded San Mateo Bridge opened in 1967.\u003c/p>\n\u003cfigure id=\"attachment_11642655\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11642655\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-800x448.jpg\" alt=\"The Bazett House in Hillsborough, drawing by Wright, 1939. This was one of the few Wright commissions that got built in the San Francisco Bay Area.\" width=\"800\" height=\"448\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-800x448.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-160x90.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-1020x571.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-1920x1075.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-1180x661.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-960x538.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-240x134.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-375x210.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/01/Bazett-FLW20drwg2c20red27d-520x291.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The Bazett House in Hillsborough, drawing by Wright, 1939. This was one of the few Wright commissions that got built in the San Francisco Bay Area. \u003ccite>(Photo: Courtesy of the Frank Lloyd Wright Foundation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>People still talk of building another bridge to span the bay. Just a few years ago, Sen. Dianne Feinstein and East Bay Rep. Mark DeSaulnier \u003ca href=\"https://ww2.kqed.org/news/2017/12/18/you-say-you-want-a-new-bridge-or-2nd-bart-tube-heres-how-you-might-pay-for-it/\" target=\"_blank\" rel=\"noopener noreferrer\">called for another bay bridge\u003c/a>, a so-called Southern Crossing south of the Bay Bridge.\u003c/p>\n\u003cp>“Every now and then, people talk about an extra possible bridge and there’ll be stories in the newspapers. So it still captivates the imagination of the public because it is so beautiful,” Turner says, sighing.\u003c/p>\n\u003cp>So what does Duncan Keefe of San Jose think? Should we resurrect Frank Lloyd Wright’s Butterfly Bridge?\u003c/p>\n\u003cp>“As much as I would have liked to see this bridge have been built, it was for a different time. These days, if we’re going to make any investment, it ought to be in getting trains across the bay, not cars. We have enough cars already, and you know, throwing more cars across the bay is only going to make the traffic situation on the Peninsula and in San Francisco even worse,” Keefe says.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "'Lyft's Got to Look Into Its Own Soul': Judge Weighs Requiring Lyft to Provide Wheelchair Users Equal Service",
"title": "'Lyft's Got to Look Into Its Own Soul': Judge Weighs Requiring Lyft to Provide Wheelchair Users Equal Service",
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"content": "\u003cp>A trial to determine if Lyft violates the Americans With Disabilities Act concluded in San Francisco on Tuesday. A pending decision by Judge William Alsup may soon determine if the ride-hail company will be compelled to provide service for those who use powered wheelchairs.\u003c/p>\n\u003cp>The Berkeley and New York-based Disability Rights Advocates group filed the class-action \u003ca href=\"https://assets.documentcloud.org/documents/5776959/Disability-Rights-Lawsuit-versus-Lyft.pdf\">complaint\u003c/a> in US Northern District Court \u003ca href=\"https://www.kqed.org/news/11734339/lawsuit-seeks-to-force-lyft-to-provide-full-equal-service-to-the-disabled\">against Lyft in 2019\u003c/a>, alleging it ran afoul of the ADA by failing to ensure service for those who require special wheelchair accessible vehicles (WAVs) to get around.\u003c/p>\n\u003cp>The suit didn't aim to pinch Lyft's purse — instead, disability community advocates wished to push the ride-hail giant to provide wheelchair-accessible service in the Bay Area that's \"full and equal\" to the service it provides the rest of the public.\u003c/p>\n\u003cp>In court, Alsup said his decision would likely not come later than August.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch3>Wheelchair Users Left in Limbo\u003c/h3>\n\u003cp>Powered wheelchairs are preferred in the disability community for the independence they allow, but vehicles able to fit them properly can cost tens of thousands of dollars to retrofit.\u003c/p>\n\u003cp>The Bay Area's traditional taxi industry used to have a robust number of drivers \u003ca href=\"https://www.sfexaminer.com/news/luxor-cabs-financial-strain-jeopardizes-crucial-wheelchair-taxi-trips/\">behind a fleet equipped with wheelchair-accessible vans\u003c/a>. But as Lyft and competitor Uber, which \u003ca href=\"https://www.cnet.com/news/uber-discriminates-against-people-in-wheelchairs-lawsuit-says/\">faced a similar lawsuit in 2018\u003c/a>, rose to prominence over the last decade, taxi drivers fled the industry by the hundreds. Those wheelchair rides vanished with them.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Dorene Giacopini, lawsuit plaintiff and member of the Metropolitan Transportation Commission\"]'[There's an] exhaustion that I think our community feels ... And the frustration that after having worked so hard and won such great success with the ADA, that these companies have come along and caused us to lose some of the independence we had gained.'[/pullquote]And since ride-hail companies contend they are merely app services which connect drivers with riders, instead of owning fleets of vehicles themselves, Lyft's attorneys argued in court that providing a wheelchair service would be an entirely new business altogether — and that it's therefore outside the bounds of what the ADA mandates.\u003c/p>\n\u003cp>Without that service, however, wheelchair users are left in limbo, said Dorene Giacopini, one of the suit's plaintiffs. Giacopini also sits on the Bay Area Metropolitan Transportation Commission, and is president of the board of Community Resources for Independent Living in Hayward. She uses a powered wheelchair for her mobility.\u003c/p>\n\u003cp>When talking about Lyft's lack of wheelchair accessibility, and the ride-hailing industry's decimation of similar services from taxis, Giacopini likened the situation to what she called the \"bad old days\" when people with disabilities were confined to their bedrooms by their families. Often they were trapped there for life.\u003c/p>\n\u003cp>\"I remember being a kid and people talking about shut-ins, people who are just stuck in their houses\" due to a family's shame about their disability. Lyft's indifference to the effect their company's growth had on people with disabilities hearkened back to those times, she said.\u003c/p>\n\u003cp>Giacopini's own parents fought against her grandparents, who said \"don't talk about her disability, keep her home.\" Lyft's practices are contributing to making some people with disabilities become shut-ins again, Giacopini told KQED.\u003c/p>\n\u003cp>She said there's an \"exhaustion that I think our community feels with having to deal with the inaccessible environment ... And the frustration that after having worked so hard and won such great success with the Americans with Disabilities Act, that these companies have come along and caused us to lose some of the independence we had gained.\"\u003c/p>\n\u003ch3>'Lyft Simply Refuses to Try'\u003c/h3>\n\u003cp>Lyft defended its early wheelchair accessibility pilot in the Bay Area, which it has attempted in fits and starts since 2019. The program started with just five vehicles for the nine-county region, but a planned partnership with rental car company Hertz was to scale up its fleet to 65 vehicles, which would be owned by Hertz. That pilot project never got off the ground, as Hertz declared bankruptcy in May 2020. After that, Lyft reduced its number of WAVs to just two.\u003c/p>\n\u003cp>\"Lyft’s goal is to provide access to WAV service in a reliable and sustainable way, and this trial has highlighted how incredibly challenging it is to facilitate WAV service on-demand,\" a Lyft spokesperson wrote in a statement.\u003c/p>\n\u003cp>During the trial, attorneys for disability community advocates argued Lyft already had WAV programs running in 10 different markets, including New York and Oregon, and could replicate that service in the Bay Area.\u003c/p>\n\u003cp>They also pointed out Lyft got roughly $2 million from its state regulators – the California Public Utilities Commission – to help get its WAV pilot project. They argued that Lyft itself determined it could potentially cover 80% of the demand for wheelchair service with a fleet of 65 vehicles, though Lyft witnesses later countered that claim.\u003c/p>\n\u003cp>Advocates' attorney Stuart Seaborn argued Lyft scrapped its large-scale plan to provide wheelchair-accessible service at the start of the pandemic before it even had a chance to fail. \u003c/p>\n\u003cp>\"The evidence has shown Lyft, a company that revolutionized the way people travel in this country, is fully capable of implementing wheelchair-accessible service in the Bay Area,\" Seaborn said in the case's closing arguments. \"The evidence shows Lyft simply refuses to try.\"\u003c/p>\n\u003cp>[aside label='Disability Community Coverage' tag='disability-community']Attorneys want to give Lyft a year to get a program for the disability community off the ground.\u003c/p>\n\u003cp>Judge Alsup spelled some doubt for the disability community advocates, indicating they weren't asking for a specific enough change to Lyft's service, like a direct modification to the design of a vehicle, to meet ADA requirements. Instead, Alsup said, they were asking the court to order Lyft to begin a process to discover what business modifications are needed to run a wheelchair service in California.\u003c/p>\n\u003cp>\"Lyft implements these programs all over the country,\" Seaborn countered. \"The fact of the matter is, they do provide those services.\"\u003c/p>\n\u003cp>Alsup also took aim at advocates' arguments that Lyft could still feasibly implement the 65 wheelchair-accessible vehicle program in the Bay Area without Hertz.\u003c/p>\n\u003cp>\"You make it sound so easy. I think Lyft should just hire you, stick you in charge, and then you be responsible for making it cost-effective,\" Alsup told Seaborn, the advocates' attorney. \"It's a problem for me as a judge to wonder where that 65 [vehicles] will come from.\"\u003c/p>\n\u003cp>Attorneys for the advocates then pointed out that despite Hertz's bankruptcy, Lyft failed to reach out to other car companies to form partnerships to supply wheelchair-accessible vehicles, including Enterprise, or MobilityWorks.\u003c/p>\n\u003cp>Throughout the trial, Lyft argued that although they have wheelchair-accessible vehicles in other cities, they are only provided because cities or states have regulations that mandated them. Those wheelchair programs don't make money or break even, they argued.\u003c/p>\n\u003cp>\"We are trying to solve this problem long term for our business overall,\" Joyce Chan, vice president of product operations at Lyft testified.\u003c/p>\n\u003ch3>'You're Just Donating That Money to the State Treasury?'\u003c/h3>\n\u003cp>Some California lawmakers have tried to help Lyft help itself, by creating a program that charges Lyft a 10-cent-per-ride fee that is deposited in a fund expressly for wheelchair operations. That program, compelled by Senate Bill 1376, authored by Sen. Jerry Hill, D-San Mateo, was signed into law by former Gov. Jerry Brown in late 2018.\u003c/p>\n\u003cp>While the program made $1.8 million available to Lyft since 2019, Chan argued it needed at least $2 million annually to run a wheelchair-accessible program locally. The funding also fluctuates so often that they cannot effectively calculate the amount into their annual budget, Chan argued, another complicating factor for utilizing it.\u003c/p>\n\u003cp>So Lyft pays the fee and it goes to the CPUC, largely unused, Chan said.\u003c/p>\n\u003cp>Judge Alsup was skeptical of that practice.\u003c/p>\n\u003cp>\"You're just donating that money to the State Treasury without trying to put a program in place?\" he asked Chan, to which she replied, \"Yes, sir.\"\u003c/p>\n\u003cp>The CPUC is also in the process of ruling on wheelchair accessibility regulations for Lyft and Uber, but witnesses said the CPUC may not finish deliberating on those rules until 2025. Alsup said that CPUC proceeding may have impacted his ruling, but only if it were closer to fruition.\u003c/p>\n\u003cp>\"A lot of people who need these wheelchair vehicles are going to be dead by 2025,\" Alsup told attorneys.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"US District Court Judge William Alsup\"]'The people you're leaving out are these disabled people, who want to go out and have a drink every now and then too, but Lyft will not serve them ... And you ought to think about how that looks, while all those cool people are going out and having their drinks and you're cashing in on that business model.'[/pullquote]Data scientists and technical experts also testified for Lyft, arguing that the disability community was so small that the company could not generate enough data to effectively serve them. The only way to do so would be for Lyft to manually dispatch drivers, almost like a taxi service.\u003c/p>\n\u003cp>Alsup was skeptical of that claim, as well.\u003c/p>\n\u003cp>\"But you know, your entire company started with zero data points,\" he told one witness. \"You're making it sound like you're mentally paralyzed and can't make a decision unless you've got a million data points.\" So, Alsup said, \"You're exaggerating.\"\u003c/p>\n\u003cp>In her closing arguments Tuesday, Jiyun Lee, an attorney for Lyft, asked the judge, \"who should bear the financial burden\" of learning and experimentation to create an on-demand service for wheelchair users that has \"never been done before?\" Private entities shouldn't bear the burden of modifying vehicles to be wheelchair accessible, which can cost more than $20,000 per vehicle, Lee said.\u003c/p>\n\u003cp>Ultimately, Lee argued, the ADA says people with disabilities can ask for \"reasonable\" modification to make services accessible, but what disability community advocates are asking for is too much.\u003c/p>\n\u003cp>That burden surpasses what the ADA calls for, with \"reasonable\" accommodations, Lee said. In fact, she said, \"that's just outright establishing a new transportation service.\"\u003c/p>\n\u003cp>Seaborn shot back that Lyft already runs wheelchair-accessible programs throughout the country, and therefore \"cannot argue that something it is already doing would fundamentally alter its business, though doing so may be cost-prohibitive in our region.\"\u003c/p>\n\u003cp>While the outcome of the trial may not be known until August, Alsup had harsh words for the ride-hail company on the case writ large.\u003c/p>\n\u003cp>\"Your business model is based on the cool people in their 20s and 30s who like to go to bars and spend money and get a ride home, the people who are fully able to walk around, and people in this part of the world who have lots of money to spend,\" he said.\u003c/p>\n\u003cp>\"So you're cashing in on that model. And the people you're leaving out are these disabled people, who want to go out and have a drink every now and then too, but Lyft will not serve them. Lyft just will not serve them ... And you ought to think about how that looks, while all those cool people are going out and having their drinks and you're cashing in on that business model.\"\u003c/p>\n\u003cp>A Lyft attorney tried to interrupt him at this point, but Alsup continued, \"I think Lyft's got to look into its own soul to see what's best and what looks best. This is just me talking as a citizen. As a judge, I'm going to rule according to the law, and the plaintiffs may lose on account of this, because the law is not as favorable to the plaintiffs as they seem to think.\"\u003c/p>\n\u003cp>However, Alsup said, \"I'm telling you how it looks.\"\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "A 2019 class-action lawsuit alleges Lyft violates the ADA by failing to provide service for those who require special wheelchair accessible vehicles. A trial in the case ended Tuesday in San Francisco.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A trial to determine if Lyft violates the Americans With Disabilities Act concluded in San Francisco on Tuesday. A pending decision by Judge William Alsup may soon determine if the ride-hail company will be compelled to provide service for those who use powered wheelchairs.\u003c/p>\n\u003cp>The Berkeley and New York-based Disability Rights Advocates group filed the class-action \u003ca href=\"https://assets.documentcloud.org/documents/5776959/Disability-Rights-Lawsuit-versus-Lyft.pdf\">complaint\u003c/a> in US Northern District Court \u003ca href=\"https://www.kqed.org/news/11734339/lawsuit-seeks-to-force-lyft-to-provide-full-equal-service-to-the-disabled\">against Lyft in 2019\u003c/a>, alleging it ran afoul of the ADA by failing to ensure service for those who require special wheelchair accessible vehicles (WAVs) to get around.\u003c/p>\n\u003cp>The suit didn't aim to pinch Lyft's purse — instead, disability community advocates wished to push the ride-hail giant to provide wheelchair-accessible service in the Bay Area that's \"full and equal\" to the service it provides the rest of the public.\u003c/p>\n\u003cp>In court, Alsup said his decision would likely not come later than August.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch3>Wheelchair Users Left in Limbo\u003c/h3>\n\u003cp>Powered wheelchairs are preferred in the disability community for the independence they allow, but vehicles able to fit them properly can cost tens of thousands of dollars to retrofit.\u003c/p>\n\u003cp>The Bay Area's traditional taxi industry used to have a robust number of drivers \u003ca href=\"https://www.sfexaminer.com/news/luxor-cabs-financial-strain-jeopardizes-crucial-wheelchair-taxi-trips/\">behind a fleet equipped with wheelchair-accessible vans\u003c/a>. But as Lyft and competitor Uber, which \u003ca href=\"https://www.cnet.com/news/uber-discriminates-against-people-in-wheelchairs-lawsuit-says/\">faced a similar lawsuit in 2018\u003c/a>, rose to prominence over the last decade, taxi drivers fled the industry by the hundreds. Those wheelchair rides vanished with them.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "'[There's an] exhaustion that I think our community feels ... And the frustration that after having worked so hard and won such great success with the ADA, that these companies have come along and caused us to lose some of the independence we had gained.'",
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"content": "\u003cdiv class=\"post-body\">\u003cp>And since ride-hail companies contend they are merely app services which connect drivers with riders, instead of owning fleets of vehicles themselves, Lyft's attorneys argued in court that providing a wheelchair service would be an entirely new business altogether — and that it's therefore outside the bounds of what the ADA mandates.\u003c/p>\n\u003cp>Without that service, however, wheelchair users are left in limbo, said Dorene Giacopini, one of the suit's plaintiffs. Giacopini also sits on the Bay Area Metropolitan Transportation Commission, and is president of the board of Community Resources for Independent Living in Hayward. She uses a powered wheelchair for her mobility.\u003c/p>\n\u003cp>When talking about Lyft's lack of wheelchair accessibility, and the ride-hailing industry's decimation of similar services from taxis, Giacopini likened the situation to what she called the \"bad old days\" when people with disabilities were confined to their bedrooms by their families. Often they were trapped there for life.\u003c/p>\n\u003cp>\"I remember being a kid and people talking about shut-ins, people who are just stuck in their houses\" due to a family's shame about their disability. Lyft's indifference to the effect their company's growth had on people with disabilities hearkened back to those times, she said.\u003c/p>\n\u003cp>Giacopini's own parents fought against her grandparents, who said \"don't talk about her disability, keep her home.\" Lyft's practices are contributing to making some people with disabilities become shut-ins again, Giacopini told KQED.\u003c/p>\n\u003cp>She said there's an \"exhaustion that I think our community feels with having to deal with the inaccessible environment ... And the frustration that after having worked so hard and won such great success with the Americans with Disabilities Act, that these companies have come along and caused us to lose some of the independence we had gained.\"\u003c/p>\n\u003ch3>'Lyft Simply Refuses to Try'\u003c/h3>\n\u003cp>Lyft defended its early wheelchair accessibility pilot in the Bay Area, which it has attempted in fits and starts since 2019. The program started with just five vehicles for the nine-county region, but a planned partnership with rental car company Hertz was to scale up its fleet to 65 vehicles, which would be owned by Hertz. That pilot project never got off the ground, as Hertz declared bankruptcy in May 2020. After that, Lyft reduced its number of WAVs to just two.\u003c/p>\n\u003cp>\"Lyft’s goal is to provide access to WAV service in a reliable and sustainable way, and this trial has highlighted how incredibly challenging it is to facilitate WAV service on-demand,\" a Lyft spokesperson wrote in a statement.\u003c/p>\n\u003cp>During the trial, attorneys for disability community advocates argued Lyft already had WAV programs running in 10 different markets, including New York and Oregon, and could replicate that service in the Bay Area.\u003c/p>\n\u003cp>They also pointed out Lyft got roughly $2 million from its state regulators – the California Public Utilities Commission – to help get its WAV pilot project. They argued that Lyft itself determined it could potentially cover 80% of the demand for wheelchair service with a fleet of 65 vehicles, though Lyft witnesses later countered that claim.\u003c/p>\n\u003cp>Advocates' attorney Stuart Seaborn argued Lyft scrapped its large-scale plan to provide wheelchair-accessible service at the start of the pandemic before it even had a chance to fail. \u003c/p>\n\u003cp>\"The evidence has shown Lyft, a company that revolutionized the way people travel in this country, is fully capable of implementing wheelchair-accessible service in the Bay Area,\" Seaborn said in the case's closing arguments. \"The evidence shows Lyft simply refuses to try.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Attorneys want to give Lyft a year to get a program for the disability community off the ground.\u003c/p>\n\u003cp>Judge Alsup spelled some doubt for the disability community advocates, indicating they weren't asking for a specific enough change to Lyft's service, like a direct modification to the design of a vehicle, to meet ADA requirements. Instead, Alsup said, they were asking the court to order Lyft to begin a process to discover what business modifications are needed to run a wheelchair service in California.\u003c/p>\n\u003cp>\"Lyft implements these programs all over the country,\" Seaborn countered. \"The fact of the matter is, they do provide those services.\"\u003c/p>\n\u003cp>Alsup also took aim at advocates' arguments that Lyft could still feasibly implement the 65 wheelchair-accessible vehicle program in the Bay Area without Hertz.\u003c/p>\n\u003cp>\"You make it sound so easy. I think Lyft should just hire you, stick you in charge, and then you be responsible for making it cost-effective,\" Alsup told Seaborn, the advocates' attorney. \"It's a problem for me as a judge to wonder where that 65 [vehicles] will come from.\"\u003c/p>\n\u003cp>Attorneys for the advocates then pointed out that despite Hertz's bankruptcy, Lyft failed to reach out to other car companies to form partnerships to supply wheelchair-accessible vehicles, including Enterprise, or MobilityWorks.\u003c/p>\n\u003cp>Throughout the trial, Lyft argued that although they have wheelchair-accessible vehicles in other cities, they are only provided because cities or states have regulations that mandated them. Those wheelchair programs don't make money or break even, they argued.\u003c/p>\n\u003cp>\"We are trying to solve this problem long term for our business overall,\" Joyce Chan, vice president of product operations at Lyft testified.\u003c/p>\n\u003ch3>'You're Just Donating That Money to the State Treasury?'\u003c/h3>\n\u003cp>Some California lawmakers have tried to help Lyft help itself, by creating a program that charges Lyft a 10-cent-per-ride fee that is deposited in a fund expressly for wheelchair operations. That program, compelled by Senate Bill 1376, authored by Sen. Jerry Hill, D-San Mateo, was signed into law by former Gov. Jerry Brown in late 2018.\u003c/p>\n\u003cp>While the program made $1.8 million available to Lyft since 2019, Chan argued it needed at least $2 million annually to run a wheelchair-accessible program locally. The funding also fluctuates so often that they cannot effectively calculate the amount into their annual budget, Chan argued, another complicating factor for utilizing it.\u003c/p>\n\u003cp>So Lyft pays the fee and it goes to the CPUC, largely unused, Chan said.\u003c/p>\n\u003cp>Judge Alsup was skeptical of that practice.\u003c/p>\n\u003cp>\"You're just donating that money to the State Treasury without trying to put a program in place?\" he asked Chan, to which she replied, \"Yes, sir.\"\u003c/p>\n\u003cp>The CPUC is also in the process of ruling on wheelchair accessibility regulations for Lyft and Uber, but witnesses said the CPUC may not finish deliberating on those rules until 2025. Alsup said that CPUC proceeding may have impacted his ruling, but only if it were closer to fruition.\u003c/p>\n\u003cp>\"A lot of people who need these wheelchair vehicles are going to be dead by 2025,\" Alsup told attorneys.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Data scientists and technical experts also testified for Lyft, arguing that the disability community was so small that the company could not generate enough data to effectively serve them. The only way to do so would be for Lyft to manually dispatch drivers, almost like a taxi service.\u003c/p>\n\u003cp>Alsup was skeptical of that claim, as well.\u003c/p>\n\u003cp>\"But you know, your entire company started with zero data points,\" he told one witness. \"You're making it sound like you're mentally paralyzed and can't make a decision unless you've got a million data points.\" So, Alsup said, \"You're exaggerating.\"\u003c/p>\n\u003cp>In her closing arguments Tuesday, Jiyun Lee, an attorney for Lyft, asked the judge, \"who should bear the financial burden\" of learning and experimentation to create an on-demand service for wheelchair users that has \"never been done before?\" Private entities shouldn't bear the burden of modifying vehicles to be wheelchair accessible, which can cost more than $20,000 per vehicle, Lee said.\u003c/p>\n\u003cp>Ultimately, Lee argued, the ADA says people with disabilities can ask for \"reasonable\" modification to make services accessible, but what disability community advocates are asking for is too much.\u003c/p>\n\u003cp>That burden surpasses what the ADA calls for, with \"reasonable\" accommodations, Lee said. In fact, she said, \"that's just outright establishing a new transportation service.\"\u003c/p>\n\u003cp>Seaborn shot back that Lyft already runs wheelchair-accessible programs throughout the country, and therefore \"cannot argue that something it is already doing would fundamentally alter its business, though doing so may be cost-prohibitive in our region.\"\u003c/p>\n\u003cp>While the outcome of the trial may not be known until August, Alsup had harsh words for the ride-hail company on the case writ large.\u003c/p>\n\u003cp>\"Your business model is based on the cool people in their 20s and 30s who like to go to bars and spend money and get a ride home, the people who are fully able to walk around, and people in this part of the world who have lots of money to spend,\" he said.\u003c/p>\n\u003cp>\"So you're cashing in on that model. And the people you're leaving out are these disabled people, who want to go out and have a drink every now and then too, but Lyft will not serve them. Lyft just will not serve them ... And you ought to think about how that looks, while all those cool people are going out and having their drinks and you're cashing in on that business model.\"\u003c/p>\n\u003cp>A Lyft attorney tried to interrupt him at this point, but Alsup continued, \"I think Lyft's got to look into its own soul to see what's best and what looks best. This is just me talking as a citizen. As a judge, I'm going to rule according to the law, and the plaintiffs may lose on account of this, because the law is not as favorable to the plaintiffs as they seem to think.\"\u003c/p>\n\u003cp>However, Alsup said, \"I'm telling you how it looks.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/05/vta_052721_final.png\">\u003cimg class=\"alignnone size-full wp-image-11875591\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/05/vta_052721_final.png\" alt='A Mark Fiore cartoon following the mass shooting at the Valley Transportation Authority rail yard shows a heart that is made of a light rail track, with \"VTA\" in the center of the heart and a light rail car atop the rails.' width=\"1920\" height=\"1658\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/05/vta_052721_final.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2021/05/vta_052721_final-800x691.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/05/vta_052721_final-1020x881.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/05/vta_052721_final-160x138.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/05/vta_052721_final-1536x1326.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>Wednesday's \u003ca href=\"https://bit.ly/SanJoseVTAxKQED3-26\">tragic mass shooting\u003c/a> at a Valley Transit Authority rail yard in San Jose left 9 people dead, plus the shooter, and has temporarily shut down light rail service.\u003c/p>\n\u003cp>Another day, another horrible episode of gun violence in the United States, only this time much closer to home.\u003c/p>\n\u003cp>Even though there is a popular perception that gun violence and mass shootings took a break during the pandemic, \u003ca href=\"https://www.thetrace.org/2021/03/mass-shootings-atlanta-boulder-gun-violence-data/\">that is not the case\u003c/a>.\u003c/p>\n\u003cp>Unfortunately, it's going to take a lot more than a pandemic to halt this country's epidemic of gun violence.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/05/vta_052721_final.png\">\u003cimg class=\"alignnone size-full wp-image-11875591\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/05/vta_052721_final.png\" alt='A Mark Fiore cartoon following the mass shooting at the Valley Transportation Authority rail yard shows a heart that is made of a light rail track, with \"VTA\" in the center of the heart and a light rail car atop the rails.' width=\"1920\" height=\"1658\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/05/vta_052721_final.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2021/05/vta_052721_final-800x691.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/05/vta_052721_final-1020x881.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/05/vta_052721_final-160x138.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/05/vta_052721_final-1536x1326.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>Wednesday's \u003ca href=\"https://bit.ly/SanJoseVTAxKQED3-26\">tragic mass shooting\u003c/a> at a Valley Transit Authority rail yard in San Jose left 9 people dead, plus the shooter, and has temporarily shut down light rail service.\u003c/p>\n\u003cp>Another day, another horrible episode of gun violence in the United States, only this time much closer to home.\u003c/p>\n\u003cp>Even though there is a popular perception that gun violence and mass shootings took a break during the pandemic, \u003ca href=\"https://www.thetrace.org/2021/03/mass-shootings-atlanta-boulder-gun-violence-data/\">that is not the case\u003c/a>.\u003c/p>\n\u003cp>Unfortunately, it's going to take a lot more than a pandemic to halt this country's epidemic of gun violence.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Highway 1 South of Big Sur Reopens After Fix to Section That Collapsed in Winter Storms",
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"content": "\u003cp>A section of California's scenic Highway 1 that collapsed during a winter storm reopened to traffic on Friday.\u003c/p>\n\u003cp>Gov. Gavin Newsom and work crews stood on the freshly paved and marked roadway to celebrate the reopening of the main artery south of Big Sur, which attracts millions of tourists each year.\u003c/p>\n\u003cp>\"There are few, if any, more iconic routes than Highway 1 – not just in California but anywhere in the world. What this road means to the local economy, to the people of this region and to all Californians is invaluable,\" Newsom said. \u003c/p>\n\u003cp>\"As we rebuild, we do so with the knowledge that the conditions that washed out this section of roadway will become more common in the future. We must fortify our infrastructure with climate resiliency in mind.\"\u003c/p>\n\u003cp>https://twitter.com/CaltransHQ/status/1385689410646073347?s=20\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The highway has been closed since Jan. 28, when heavy rain unleashed torrents of mud and debris left over from a wildfire, washing a 150-foot chunk of roadway down into the sea. \u003c/p>\n\u003cp>Storms in 2017 caused slides that \u003ca href=\"https://www.kqed.org/news/11681140/highway-1-is-open-again-14-months-after-epic-slide\">closed off Big Sur for more than a year\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_11871003\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut.jpg\" alt=\"\" width=\"1920\" height=\"1162\" class=\"size-full wp-image-11871003\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut-800x484.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut-1020x617.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut-160x97.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut-1536x930.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Workers assess the scene shortly after the section of Highway 1 collapsed into ocean near Big Sur last January. \u003ccite>(JOSH EDELSON/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>This time, crews began to fill the canyon below with compacted dirt in early March. They worked nearly 12-hour shifts, seven days a week, and were able to restore the roadway nearly two months ahead of schedule, aided by dry weather and increasingly longer days, the California Department of Transportation said.\u003c/p>\n\u003cp>After reopening, crews will replace the main drainage system above the fixed roadway to help withstand future debris flows, rising sea levels and coastal erosion, Caltrans said. \u003c/p>\n\u003cp>They will also work on landscaping and installing guardrails throughout the early summer.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The work was estimated to cost $11.5 million, the agency said. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The highway has been closed since Jan. 28, when heavy rain unleashed torrents of mud and debris left over from a wildfire, washing a 150-foot chunk of roadway down into the sea. \u003c/p>\n\u003cp>Storms in 2017 caused slides that \u003ca href=\"https://www.kqed.org/news/11681140/highway-1-is-open-again-14-months-after-epic-slide\">closed off Big Sur for more than a year\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_11871003\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut.jpg\" alt=\"\" width=\"1920\" height=\"1162\" class=\"size-full wp-image-11871003\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut-800x484.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut-1020x617.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut-160x97.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/04/RS48748_GettyImages-1230902619-qut-1536x930.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Workers assess the scene shortly after the section of Highway 1 collapsed into ocean near Big Sur last January. \u003ccite>(JOSH EDELSON/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>This time, crews began to fill the canyon below with compacted dirt in early March. They worked nearly 12-hour shifts, seven days a week, and were able to restore the roadway nearly two months ahead of schedule, aided by dry weather and increasingly longer days, the California Department of Transportation said.\u003c/p>\n\u003cp>After reopening, crews will replace the main drainage system above the fixed roadway to help withstand future debris flows, rising sea levels and coastal erosion, Caltrans said. \u003c/p>\n\u003cp>They will also work on landscaping and installing guardrails throughout the early summer.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The work was estimated to cost $11.5 million, the agency said. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "'Feel More Protected': Crowdfunded Cab Rides Aim to Get Asian Americans Home Safe",
"title": "'Feel More Protected': Crowdfunded Cab Rides Aim to Get Asian Americans Home Safe",
"headTitle": "KQED News",
"content": "\u003cp>Lately, Candy has been running to the bus stop on her way home from work. The 26-year-old dance instructor said it's usually dark outside by the time she finishes her shift at a studio in San Francisco — and she's started to dread commuting in the \"pitch black.\"\u003c/p>\n\u003cp>\"I usually call my best friend who lives in New York,\" she said. \"I have him on the phone with me while I run to the bus stop and shiver, nervously waiting for the bus to come.\"\u003c/p>\n\u003cp>Candy, who's Filipina American and asked that NPR not use her full name out of concern she could be targeted, said the recent wave of anti-Asian violence \u003ca href=\"https://www.kqed.org/news/11859965/700-anti-asian-hate-incidents-reported-in-bay-area-during-pandemic-true-figures-might-be-even-worse\">around the Bay Area\u003c/a> and elsewhere has made her fear for her own safety, especially when walking alone in the city.\u003c/p>\n\u003cp>Now, a new effort is helping to get her home safe.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Candy, San Francisco dance instructor\"]'It was a sigh of relief. But it's also very sad to have these thoughts constantly running through your mind when you're just trying to walk.'[/pullquote]In response to recent attacks against Asian Americans, community-based efforts in the Bay Area, New York and Boston are pooling funds for taxi or app-based rides for Asian Americans and Pacific Islanders who feel unsafe walking or taking public transit.\u003c/p>\n\u003cp>Over the last month alone, Asian Americans have been attacked \u003ca href=\"https://www.npr.org/2021/03/31/983273270/san-francisco-man-who-threatened-asian-woman-in-bakery-arrested-for-hate-crime\">at work\u003c/a>, on the way \u003ca href=\"https://www.npr.org/2021/03/30/982745950/attack-on-asian-woman-in-manhattan-as-bystanders-watched-to-be-probed-as-hate-cr\">to church\u003c/a> and while \u003ca href=\"https://www.kqed.org/news/11866439/asian-grandmother-who-smacked-her-attacker-with-a-board-donates-nearly-1-million\">waiting to cross the street\u003c/a>. In a \u003ca href=\"https://secureservercdn.net/104.238.69.231/a1w.90d.myftpupload.com/wp-content/uploads/2021/03/210312-Stop-AAPI-Hate-National-Report-.pdf\">widely cited report\u003c/a>, the organization Stop AAPI Hate said it received close to 3,800 reports of incidents ranging from verbal harassment to physical assault from last March to this February.\u003c/p>\n\u003cp>Candy said her fears worsened last month, after a shooter in Atlanta \u003ca href=\"https://www.npr.org/2021/03/18/978742409/what-we-know-about-the-victims-of-the-atlanta-area-shootings\">killed eight people\u003c/a>, including six Asian women.\u003c/p>\n\u003cp>\"The Atlanta shootings debilitated me,\" she said. \"I called out of work that day and just could not focus at all.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>As anti-Asian violence has come into sharp focus over the course of the pandemic, community members have rallied to provide protection for Asian Americans facing potential harassment, from \u003ca href=\"https://www.npr.org/2021/04/03/983406365/in-response-to-anti-asian-hate-incidents-groups-step-up-trainings-for-bystanders\">bystander intervention training\u003c/a> to volunteer programs \u003ca href=\"https://www.cnn.com/2021/02/15/us/volunteer-group-helps-to-keep-elderly-asian-americans-safe-trnd/index.html\">offering to accompany older Asian Americans\u003c/a> in some major U.S. cities.\u003c/p>\n\u003ch3>A Community Effort That Spread on Instagram \u003c/h3>\n\u003cp>On Monday, Candy had been waiting at the bus stop for longer than usual when she remembered a post she'd seen on Instagram. An account called \u003ca href=\"https://www.instagram.com/calikyecab/\">Cali Kye Cab\u003c/a> was reimbursing rides up to $40 for Asian Americans in the Bay Area for essential travel, particularly for women, seniors and LGBTQ people.\u003c/p>\n\u003cp>She decided to call a Lyft ride home.\u003c/p>\n\u003cp>Once she arrived safely, Candy submitted a Venmo request to the account, along with a screenshot of the ride and a selfie. The next day, she had been fully reimbursed for the trip.\u003c/p>\n\u003cp>\"It was a sigh of relief,\" Candy said. \"But it's also very sad to have these thoughts constantly running through your mind when you're just trying to walk.\"\u003c/p>\n\u003cp>https://www.instagram.com/p/CNYUEelhiPY/?utm_source=ig_embed\u003c/p>\n\u003cp>Cali Kye Cab is one of a handful of Instagram accounts pooling funds for AAPI people who could not otherwise afford to use ride-hailing apps such as Uber and Lyft or call a taxi. The original account, \u003ca href=\"https://www.instagram.com/cafemaddycab/\">Cafe Maddy Cab\u003c/a>, was started last week by 28-year-old Maddy Park, a Korean-American dentist and food blogger who lives in Brooklyn, New York.\u003c/p>\n\u003cp>Park said she had the idea when she was riding the subway and felt \"absolutely terrified\" thinking of headlines she'd read about anti-Asian incidents, including \u003ca href=\"https://apnews.com/article/race-and-ethnicity-new-york-new-york-city-hate-crimes-crime-08dd454f15a3d6c90222c3976f86c138\">attacks on the subway\u003c/a> and in train stations.\u003c/p>\n\u003cp>\"I started thinking about all my student days when I couldn't afford to take cabs and I chose to take the train or walk, even if it was late at night, just to save money,\" Park said. \"I thought, there must be so many people who can't afford these car rides that might be putting themselves at risk.\"\u003c/p>\n\u003cp>Last week, Park posted to \u003ca href=\"https://www.instagram.com/cafemaddy/\">her Instagram account\u003c/a>, which has more than 50,000 followers, offering to cover ride costs for AAPI New Yorkers in need. (Her Instagram following comes in part from TikTok, where she posts popular videos \u003ca href=\"https://www.tiktok.com/@cafemaddy/video/6915470849327844614\">featuring Korean cooking and other recipes\u003c/a>.)\u003c/p>\n\u003cp>Park planned to cover the costs herself, but soon donations started flooding into her Venmo account. Within the first two days, Park said she and a team of four friends had raised more than $100,000 — and requests for ride reimbursements were pouring in.\u003c/p>\n\u003cp>https://www.instagram.com/p/CNU-b1TnjoY/?utm_source=ig_embed\u003c/p>\n\u003cp>By Thursday, Cafe Maddy Cab had reimbursed at least 400 of more than 1,000 requests. Park said many of the requests have come from nurses, medical personnel and other essential workers who often work night shifts. She's also received messages from people escorting older relatives to COVID-19 vaccinations and doctor appointments.\u003c/p>\n\u003cp>\"I've gotten a lot of messages of gratitude from people saying they weren't able to afford the rides and it's a huge financial relief and a safety relief that they have this option,\" Park said.\u003c/p>\n\u003ch3>Reaching Older Asian Americans\u003c/h3>\n\u003cp>Kye Perrot, a 39-year-old business consultant who helped organize a similar program in the Bay Area, said reaching older Asian Americans who might not be on social media is one of her top priorities. With help from a small group of volunteers, Perrot, who's Korean American, plans to pass out flyers around Bay Area bus and train stations advertising ride reimbursements in languages including Korean, Chinese, Vietnamese, Japanese and Tagalog.\u003c/p>\n\u003cp>Her team also hopes younger community members will help coordinate trips for older family members who may be less familiar with ride-hailing apps.\u003c/p>\n\u003cp>\"I just wanted it to be a resource for some people to feel a little bit more protected,\" Perrot said. \"And to not feel so scared and feel like they have a way out.\"\u003c/p>\n\u003cp>[aside label='Related Coverage' tag='anti-asian-attacks']For Perrot and Park, their work on these programs has become like a part-time job, especially since neither were previously familiar with organizing mutual aid.\u003c/p>\n\u003cp>Perrot said she spends at least five to six hours a day going through direct messages, comments and ride requests. Meanwhile, Park said she put a hold on all her other social media accounts while she works on making her reimbursement system more efficient.\u003c/p>\n\u003cp>\"I'm working around the clock,\" Park said. \"If I'm not eating or sleeping or seeing a patient, I'm working on this.\"\u003c/p>\n\u003cp>Park said she is partnering with groups in Los Angeles, Seattle and other cities hoping to get similar ride funds off the ground within the next few weeks. As the network broadens, she hopes to be able to support community members as long as the fear of more anti-Asian attacks persists.\u003c/p>\n\u003cp>\"As long as we need it, I hope we can keep running it,\" Park said. \"But the goal is for this to be unnecessary ASAP.\" \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2021 NPR. To see more, visit \u003ca href=\"https://www.npr.org\">NPR.org\u003c/a>.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=%27A+Sigh+Of+Relief%27%3A+Crowdfunded+Cab+Rides+Aim+To+Get+Asian+Americans+Home+Safe&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Lately, Candy has been running to the bus stop on her way home from work. The 26-year-old dance instructor said it's usually dark outside by the time she finishes her shift at a studio in San Francisco — and she's started to dread commuting in the \"pitch black.\"\u003c/p>\n\u003cp>\"I usually call my best friend who lives in New York,\" she said. \"I have him on the phone with me while I run to the bus stop and shiver, nervously waiting for the bus to come.\"\u003c/p>\n\u003cp>Candy, who's Filipina American and asked that NPR not use her full name out of concern she could be targeted, said the recent wave of anti-Asian violence \u003ca href=\"https://www.kqed.org/news/11859965/700-anti-asian-hate-incidents-reported-in-bay-area-during-pandemic-true-figures-might-be-even-worse\">around the Bay Area\u003c/a> and elsewhere has made her fear for her own safety, especially when walking alone in the city.\u003c/p>\n\u003cp>Now, a new effort is helping to get her home safe.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>In response to recent attacks against Asian Americans, community-based efforts in the Bay Area, New York and Boston are pooling funds for taxi or app-based rides for Asian Americans and Pacific Islanders who feel unsafe walking or taking public transit.\u003c/p>\n\u003cp>Over the last month alone, Asian Americans have been attacked \u003ca href=\"https://www.npr.org/2021/03/31/983273270/san-francisco-man-who-threatened-asian-woman-in-bakery-arrested-for-hate-crime\">at work\u003c/a>, on the way \u003ca href=\"https://www.npr.org/2021/03/30/982745950/attack-on-asian-woman-in-manhattan-as-bystanders-watched-to-be-probed-as-hate-cr\">to church\u003c/a> and while \u003ca href=\"https://www.kqed.org/news/11866439/asian-grandmother-who-smacked-her-attacker-with-a-board-donates-nearly-1-million\">waiting to cross the street\u003c/a>. In a \u003ca href=\"https://secureservercdn.net/104.238.69.231/a1w.90d.myftpupload.com/wp-content/uploads/2021/03/210312-Stop-AAPI-Hate-National-Report-.pdf\">widely cited report\u003c/a>, the organization Stop AAPI Hate said it received close to 3,800 reports of incidents ranging from verbal harassment to physical assault from last March to this February.\u003c/p>\n\u003cp>Candy said her fears worsened last month, after a shooter in Atlanta \u003ca href=\"https://www.npr.org/2021/03/18/978742409/what-we-know-about-the-victims-of-the-atlanta-area-shootings\">killed eight people\u003c/a>, including six Asian women.\u003c/p>\n\u003cp>\"The Atlanta shootings debilitated me,\" she said. \"I called out of work that day and just could not focus at all.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>As anti-Asian violence has come into sharp focus over the course of the pandemic, community members have rallied to provide protection for Asian Americans facing potential harassment, from \u003ca href=\"https://www.npr.org/2021/04/03/983406365/in-response-to-anti-asian-hate-incidents-groups-step-up-trainings-for-bystanders\">bystander intervention training\u003c/a> to volunteer programs \u003ca href=\"https://www.cnn.com/2021/02/15/us/volunteer-group-helps-to-keep-elderly-asian-americans-safe-trnd/index.html\">offering to accompany older Asian Americans\u003c/a> in some major U.S. cities.\u003c/p>\n\u003ch3>A Community Effort That Spread on Instagram \u003c/h3>\n\u003cp>On Monday, Candy had been waiting at the bus stop for longer than usual when she remembered a post she'd seen on Instagram. An account called \u003ca href=\"https://www.instagram.com/calikyecab/\">Cali Kye Cab\u003c/a> was reimbursing rides up to $40 for Asian Americans in the Bay Area for essential travel, particularly for women, seniors and LGBTQ people.\u003c/p>\n\u003cp>She decided to call a Lyft ride home.\u003c/p>\n\u003cp>Once she arrived safely, Candy submitted a Venmo request to the account, along with a screenshot of the ride and a selfie. The next day, she had been fully reimbursed for the trip.\u003c/p>\n\u003cp>\"It was a sigh of relief,\" Candy said. \"But it's also very sad to have these thoughts constantly running through your mind when you're just trying to walk.\"\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Cali Kye Cab is one of a handful of Instagram accounts pooling funds for AAPI people who could not otherwise afford to use ride-hailing apps such as Uber and Lyft or call a taxi. The original account, \u003ca href=\"https://www.instagram.com/cafemaddycab/\">Cafe Maddy Cab\u003c/a>, was started last week by 28-year-old Maddy Park, a Korean-American dentist and food blogger who lives in Brooklyn, New York.\u003c/p>\n\u003cp>Park said she had the idea when she was riding the subway and felt \"absolutely terrified\" thinking of headlines she'd read about anti-Asian incidents, including \u003ca href=\"https://apnews.com/article/race-and-ethnicity-new-york-new-york-city-hate-crimes-crime-08dd454f15a3d6c90222c3976f86c138\">attacks on the subway\u003c/a> and in train stations.\u003c/p>\n\u003cp>\"I started thinking about all my student days when I couldn't afford to take cabs and I chose to take the train or walk, even if it was late at night, just to save money,\" Park said. \"I thought, there must be so many people who can't afford these car rides that might be putting themselves at risk.\"\u003c/p>\n\u003cp>Last week, Park posted to \u003ca href=\"https://www.instagram.com/cafemaddy/\">her Instagram account\u003c/a>, which has more than 50,000 followers, offering to cover ride costs for AAPI New Yorkers in need. (Her Instagram following comes in part from TikTok, where she posts popular videos \u003ca href=\"https://www.tiktok.com/@cafemaddy/video/6915470849327844614\">featuring Korean cooking and other recipes\u003c/a>.)\u003c/p>\n\u003cp>Park planned to cover the costs herself, but soon donations started flooding into her Venmo account. Within the first two days, Park said she and a team of four friends had raised more than $100,000 — and requests for ride reimbursements were pouring in.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>By Thursday, Cafe Maddy Cab had reimbursed at least 400 of more than 1,000 requests. Park said many of the requests have come from nurses, medical personnel and other essential workers who often work night shifts. She's also received messages from people escorting older relatives to COVID-19 vaccinations and doctor appointments.\u003c/p>\n\u003cp>\"I've gotten a lot of messages of gratitude from people saying they weren't able to afford the rides and it's a huge financial relief and a safety relief that they have this option,\" Park said.\u003c/p>\n\u003ch3>Reaching Older Asian Americans\u003c/h3>\n\u003cp>Kye Perrot, a 39-year-old business consultant who helped organize a similar program in the Bay Area, said reaching older Asian Americans who might not be on social media is one of her top priorities. With help from a small group of volunteers, Perrot, who's Korean American, plans to pass out flyers around Bay Area bus and train stations advertising ride reimbursements in languages including Korean, Chinese, Vietnamese, Japanese and Tagalog.\u003c/p>\n\u003cp>Her team also hopes younger community members will help coordinate trips for older family members who may be less familiar with ride-hailing apps.\u003c/p>\n\u003cp>\"I just wanted it to be a resource for some people to feel a little bit more protected,\" Perrot said. \"And to not feel so scared and feel like they have a way out.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>For Perrot and Park, their work on these programs has become like a part-time job, especially since neither were previously familiar with organizing mutual aid.\u003c/p>\n\u003cp>Perrot said she spends at least five to six hours a day going through direct messages, comments and ride requests. Meanwhile, Park said she put a hold on all her other social media accounts while she works on making her reimbursement system more efficient.\u003c/p>\n\u003cp>\"I'm working around the clock,\" Park said. \"If I'm not eating or sleeping or seeing a patient, I'm working on this.\"\u003c/p>\n\u003cp>Park said she is partnering with groups in Los Angeles, Seattle and other cities hoping to get similar ride funds off the ground within the next few weeks. As the network broadens, she hopes to be able to support community members as long as the fear of more anti-Asian attacks persists.\u003c/p>\n\u003cp>\"As long as we need it, I hope we can keep running it,\" Park said. \"But the goal is for this to be unnecessary ASAP.\" \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2021 NPR. To see more, visit \u003ca href=\"https://www.npr.org\">NPR.org\u003c/a>.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=%27A+Sigh+Of+Relief%27%3A+Crowdfunded+Cab+Rides+Aim+To+Get+Asian+Americans+Home+Safe&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After levels of smog and planet-warming gases plummeted at the beginning of the pandemic, carbon emissions are \u003ca href=\"http://bit.ly/fiorepandemicemissions\">on the rise once again\u003c/a>.\u003c/p>\n\u003cp>As horrible as this pandemic has been, fewer cars on the roads and less air traffic overhead has led to wonderfully clear blue skies.\u003c/p>\n\u003cp>Now, as \u003ca href=\"https://www.kqed.org/coronavirusliveupdates/science/1973382/californians-expanding-vaccine-to-ages-50-and-up-with-universal-eligibility-to-follow\">good news about vaccines\u003c/a> and pandemic \u003ca href=\"https://www.kqed.org/coronavirusliveupdates/news/11865989/san-francisco-moving-to-orange-tier-allowing-more-openings\">color tiers improve\u003c/a>, we need to take some of what we learned over the past year and put it to work for good.\u003c/p>\n\u003cp>Less commuting, slow streets and permanent parklets, anyone?\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>A half-dozen Bay Area transit agencies are stepping up an effort to make it easier for people to use public transportation to get to and from major COVID-19 vaccination sites across the region.\u003c/p>\n\u003cp>The agencies — AC Transit, BART, Golden Gate Transit and Ferry, San Francisco Muni, SamTrans and Santa Clara County's VTA — launched \u003ca href=\"http://www.healthytransitplan.com/vaccination-sites/\" target=\"_blank\" rel=\"noopener noreferrer\">a one-page web guide\u003c/a> Thursday on how to use the services to get to vaccine appointments.\u003c/p>\n\u003cp>All six of the agencies are offering free rides to passengers who have proof they're on their way to or from getting a COVID-19 shot — either a vaccination card or other appointment verification with the current date.\u003c/p>\n\u003cp>The guide is part of the \u003ca href=\"http://www.healthytransitplan.com/\" target=\"_blank\" rel=\"noopener noreferrer\">Bay Area Healthy Transit Plan\u003c/a> website, a portal that details measures that more than two dozen agencies across the region have taken to make riding safe during the pandemic.\u003c/p>\n\u003cp>It's an old story at this point, but it bears repeating: Transit patronage is down, about 70% for Muni and AC Transit, 88% for BART, and 95% for Caltrain and the Golden Gate and San Francisco Bay ferry systems, among other big declines.\u003c/p>\n\u003cp>\u003cem>—\u003ca href=\"https://twitter.com/danbrekke\">Dan Brekke\u003c/a>\u003c/em>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A half-dozen Bay Area transit agencies are stepping up an effort to make it easier for people to use public transportation to get to and from major COVID-19 vaccination sites across the region.\u003c/p>\n\u003cp>The agencies — AC Transit, BART, Golden Gate Transit and Ferry, San Francisco Muni, SamTrans and Santa Clara County's VTA — launched \u003ca href=\"http://www.healthytransitplan.com/vaccination-sites/\" target=\"_blank\" rel=\"noopener noreferrer\">a one-page web guide\u003c/a> Thursday on how to use the services to get to vaccine appointments.\u003c/p>\n\u003cp>All six of the agencies are offering free rides to passengers who have proof they're on their way to or from getting a COVID-19 shot — either a vaccination card or other appointment verification with the current date.\u003c/p>\n\u003cp>The guide is part of the \u003ca href=\"http://www.healthytransitplan.com/\" target=\"_blank\" rel=\"noopener noreferrer\">Bay Area Healthy Transit Plan\u003c/a> website, a portal that details measures that more than two dozen agencies across the region have taken to make riding safe during the pandemic.\u003c/p>\n\u003cp>It's an old story at this point, but it bears repeating: Transit patronage is down, about 70% for Muni and AC Transit, 88% for BART, and 95% for Caltrain and the Golden Gate and San Francisco Bay ferry systems, among other big declines.\u003c/p>\n\u003cp>\u003cem>—\u003ca href=\"https://twitter.com/danbrekke\">Dan Brekke\u003c/a>\u003c/em>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "is-that-a-ghost-freeway-on-the-peninsula-and-are-our-highways-filthier-than-ever",
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"content": "\u003cp>[dropcap]O[/dropcap]ur Bay Curious audience is a reliable source of questions about transportation, whether we’re talking about walking, \u003ca href=\"https://www.kqed.org/news/11708992/10-things-to-know-about-bike-theft-in-san-francisco-2\">bicycling\u003c/a>, \u003ca href=\"https://www.kqed.org/news/11030282/why-are-bart-trains-so-loud\">riding on public transit\u003c/a> or driving on local highways.\u003c/p>\n\u003cp>This week, we’ve got two questions — both voted up by you, the people — that come from the world of Bay Area freeways.\u003c/p>\n\u003cp>First, Herb Masters, a San Carlos resident, asked what was up with what we’ll call for now “a ghost freeway” that appears to have been started, but never finished, on the Peninsula.\u003c/p>\n\u003cp>And second, we have a question from Daniel Huertas of San Francisco, who wants to know: Why is there so much trash on our freeways? And is it just him, or are Bay Area freeways really getting dirtier?\u003c/p>\n\u003cp>Herb’s question first. His specific query was: “I’d like to hear about the unused on and off ramps from the freeways. In particular the ones at the intersection of Interstate 280 and Interstate 380. I suspect they were planning on a freeway to the coast.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>For the uninitiated, Interstate 280 is the freeway that runs from San Francisco’s South of Market on the north end to the outskirts of downtown San Jose on the south. The highway, routed through the Peninsula hills and \u003ca href=\"https://www.kqed.org/news/11805469/why-arent-any-billboards-on-280\" target=\"_blank\" rel=\"noopener noreferrer\">devoid of billboards\u003c/a>, has long been called “\u003ca href=\"https://www.eastbaytimes.com/2010/03/14/roadshow-is-i-280-truly-the-worlds-most-beautiful-freeway/\" target=\"_blank\" rel=\"noopener noreferrer\">the world’s most beautiful freeway\u003c/a>.” (Yes — some people think a freeway \u003cem>can\u003c/em> be beautiful.)\u003c/p>\n\u003cp>Interstate 380, by contrast, is a simple 1.7-mile connector that links I-280 to U.S. 101 adjacent to \u003ca href=\"https://www.kqed.org/news/11526958/where-do-airport-codes-come-from\">San Francisco International Airport\u003c/a>.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>It turns out Masters’ “suspicion” about I-380 is spot on. The freeway was conceived of as something much more than it is today.\u003c/p>\n\u003cp>Back in the formative years of Bay Area freeways, highway planners envisioned the freeway continuing west beyond I-280, across San Bruno’s Crestmoor Canyon, up over Sweeney Ridge, descending to meet Highway 1 somewhere in Pacifica, perhaps in the Sharp Park neighborhood.\u003c/p>\n\u003cp>Caltrans confirms that history. The best single account of the plan, though a brief one, appeared in the San Mateo Daily Journal in 2014. Titled \u003ca href=\"https://www.smdailyjournal.com/news/local/the-interstate-380-controversy/article_8507a35c-f4a6-5d33-a5f1-a6a189b9799e.html\">“The Interstate 380 Controversy,”\u003c/a> the Journal’s piece characterized opposition to the freeway among San Bruno and Pacifica residents this way: “The public was outraged. The pristine watershed would be violated with gas-belching cars and smoke diesel 16-wheelers. No way would they allow this to happen.”\u003c/p>\n\u003cp>This piece of Interstate 380 is just one of several freeways that planners dreamed up for the Bay Area just before and after World War II that did not get built. An extensive freeway system was envisioned for San Francisco, for instance, that was famously derailed by what’s remembered now as “\u003ca href=\"https://www.foundsf.org/index.php?title=The_Freeway_Revolt\" target=\"_blank\" rel=\"noopener noreferrer\">The Freeway Revolt\u003c/a>” of the late 1950s and early ’60s.\u003c/p>\n\u003cp>What prompted Herb Masters to ask about I-380 is a visible remnant of the original “freeway-to-Pacifica” plan.\u003c/p>\n\u003cp>“I’ve always seen where it was clearly designed for 380 to continue west,” he says.\u003c/p>\n\u003cp>It’s easy to miss the clue he’s talking about because you can see it best from the freeway, and if you’re driving you have only seconds to ponder what you’re seeing as you approach the 280 interchange.\u003c/p>\n\u003cp>But here’s what to look for: As you head west on I-380 from 101, you’ll pass an exit for El Camino Real. After that exit, you’ll see signs for the highway splitting ahead: right lanes for northbound I-280 to San Francisco, left lanes for southbound I-280 to San Jose. As you approach the split, the median widens dramatically and is fenced in. That part of the road — straight ahead — marks the spot where I-380 was intended to carry through to the west. On the west side of I-280, there’s a large, apparently excavated area that’s been used as a golf driving range in recent years.\u003c/p>\n\u003cp>[dropcap]S[/dropcap]o much for our Peninsula ghost road. Now let’s talk freeway garbage.\u003c/p>\n\u003cp>Daniel Huertas’ specific question, which got a solid plurality from Bay Curious voters, was this: “Why has there been an accumulation of garbage along Bay Area highways in recent years?” He expanded on that when we called him.\u003c/p>\n\u003cp>“It seems like in general, there’s just trash all over the roadside,” Huertas says. “As I drive, I think, ‘Is this related to a homeless encampment, or is this just months and years of people throwing fast-food wrappers out of the door?’ ”\u003c/p>\n\u003cp>He thinks things have gotten worse over time. “I grew up in the Bay Area, and it used to be quite clean,” Huertas says. “I honestly don’t know why they’re not cleaning up our roads anymore.”\u003c/p>\n\u003cp>Part of the answer to Huertas’ query is pretty easy to answer. Caltrans, the agency responsible for the rights of way along freeways and state highways, says there’s no doubt that there’s more debris and trash along the roads these days.\u003c/p>\n\u003cp>In \u003ca href=\"https://dot.ca.gov/programs/public-affairs/mile-marker/fall-2020/litter-removal\" target=\"_blank\" rel=\"noopener noreferrer\">a report last summer\u003c/a>, the agency said that Caltrans workers, volunteers and crews from a program to aid parolees and veterans had picked up about 359,000 cubic yards of garbage from the state’s roadways in the most recent year for which data is available, fiscal 2018-19. Caltrans workers were responsible for cleaning up about 186,000 cubic yards of that amount.\u003c/p>\n\u003cp>“How much is 186,000 cubic yards?” the Caltrans report asks. “Enough that if stacked one yard high and one yard wide, the line of garbage would extend for approximately 105 miles — from, for example, Santa Ana to Tijuana, or Roseville (north of Sacramento) to San Francisco. It is the approximate equivalent of 1,302,000 bags of trash.”\u003c/p>\n\u003cp>And Caltrans says the cost to pick up all that trash is staggering: $102 million in 2018-19. Also staggering: How quickly the volume of garbage and associated cleanup costs have grown. The agency says in 2016-17, the highway trash total was about 330,000 cubic yards, swept up at a cost of $65 million. That means the overall cost of cleaning up roadsides went up nearly 60% in just two years.\u003c/p>\n\u003cp>One factor driving the cost higher, Caltrans says, is that it’s more expensive to deal with litter associated with the encampments of unsheltered people — camps that have sprung up with greater frequency as the state’s housing affordability crisis has intensified.\u003c/p>\n\u003cp>We’ll get to the issue of what role the encampments play in the litter issue in a minute, because the camps certainly are not the only factor or even necessarily the most important factor in California’s highway trash problem.\u003c/p>\n\u003cp>All of us play a part in fouling the roadside. To prove it, Caltrans produced a time-lapse video showing a freshly cleaned up freeway in Sacramento and how little time it took — just a few days — for the area to become strewn with cast-off wrappers, paper, boxes and other junk.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=OQnCoZqT5b4\u003c/p>\n\u003cp>The sources of the trash appear to be the tens of thousands of people passing by this spot. Some of the stuff that winds up on the roadside may come from loads that aren’t securely tied down; some of it may come from people who are done with their to-go food containers and pitch them out the window. (Which raises the eternal question, when you throw something away, where is “away?” But we’re only going to tackle one existential trash issue at a time.)\u003c/p>\n\u003cp>In addition to the ongoing challenges of highway trash, Caltrans said cleanups were complicated in the past year by the COVID-19 pandemic. Following guidance from public health authorities, the agency pulled crews off the roads when stay-at-home orders were imposed a year ago. Work began again in early June, but the agency says it’s still working to catch up with accumulated debris in some areas.\u003c/p>\n\u003cp>Now, we did ask Caltrans about the challenges it faces dealing with trash and debris at encampments for the unhoused, and the agency emailed us a response. Here’s the key piece of the message:\u003c/p>\n\u003cblockquote>\u003cp>\u003cstrong>Regarding the volume of trash coming from encampments:\u003c/strong>\u003c/p>\n\u003cp>Consistent with CDC guidance to prevent community spread of COVID-19, Caltrans is proceeding with encampment cleanups if there is an immediate safety concern or threat to critical infrastructure. We will continue to work with cities and other partners to move people into safer situations as available.\u003c/p>\n\u003cp>Immediate hazards may include severe fire risk that poses a threat to the encampment, the community and the infrastructure. It also may include the potential for loss of life due to its proximity to traffic or by blocking access to Caltrans and CHP personnel attempting to protect and maintain critical infrastructure.\u003c/p>\n\u003cp>Since June, when state guidance permitted Caltrans to resume trash combatting efforts, we have been working to clear trash from the perimeter of encampments and throughout the entire transportation system. Trash accumulated rapidly during the stay at home order, but crews and partners are making every effort to make headway.\u003c/p>\u003c/blockquote>\n\u003cp>One important note to keep in mind about Caltrans encampment cleanups: The agency is walking a fine legal line in dealing with this issue. That’s the result of \u003ca href=\"https://www.mercurynews.com/2020/10/20/hundreds-seek-payouts-in-lawsuit-over-caltrans-homeless-camp-sweeps/\">a lawsuit brought against the agency\u003c/a> on behalf of camp residents who lost property, including medicine, food, clothing and other belongings, during past Caltrans camp sweeps.\u003c/p>\n\u003cp>Under the terms of a settlement announced a little over a year ago, Caltrans is paying out a total of $1.3 million to those whose property was destroyed in the sweeps. A reported 1,300 people have sought compensation so far, according to the Lawyers’ Committee for Civil Rights and the ACLU of Northern California, which brought the suit.\u003c/p>\n\u003cp>And as part of the settlement agreement, Caltrans agreed to take steps to avoid destroying camp residents’ property in the future. Those measures include giving 48 hours’ advance notice before clearing camps and storing seized belongings for at least 60 days.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">O\u003c/span>\u003c/p>\u003cp>ur Bay Curious audience is a reliable source of questions about transportation, whether we’re talking about walking, \u003ca href=\"https://www.kqed.org/news/11708992/10-things-to-know-about-bike-theft-in-san-francisco-2\">bicycling\u003c/a>, \u003ca href=\"https://www.kqed.org/news/11030282/why-are-bart-trains-so-loud\">riding on public transit\u003c/a> or driving on local highways.\u003c/p>\n\u003cp>This week, we’ve got two questions — both voted up by you, the people — that come from the world of Bay Area freeways.\u003c/p>\n\u003cp>First, Herb Masters, a San Carlos resident, asked what was up with what we’ll call for now “a ghost freeway” that appears to have been started, but never finished, on the Peninsula.\u003c/p>\n\u003cp>And second, we have a question from Daniel Huertas of San Francisco, who wants to know: Why is there so much trash on our freeways? And is it just him, or are Bay Area freeways really getting dirtier?\u003c/p>\n\u003cp>Herb’s question first. His specific query was: “I’d like to hear about the unused on and off ramps from the freeways. In particular the ones at the intersection of Interstate 280 and Interstate 380. I suspect they were planning on a freeway to the coast.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>For the uninitiated, Interstate 280 is the freeway that runs from San Francisco’s South of Market on the north end to the outskirts of downtown San Jose on the south. The highway, routed through the Peninsula hills and \u003ca href=\"https://www.kqed.org/news/11805469/why-arent-any-billboards-on-280\" target=\"_blank\" rel=\"noopener noreferrer\">devoid of billboards\u003c/a>, has long been called “\u003ca href=\"https://www.eastbaytimes.com/2010/03/14/roadshow-is-i-280-truly-the-worlds-most-beautiful-freeway/\" target=\"_blank\" rel=\"noopener noreferrer\">the world’s most beautiful freeway\u003c/a>.” (Yes — some people think a freeway \u003cem>can\u003c/em> be beautiful.)\u003c/p>\n\u003cp>Interstate 380, by contrast, is a simple 1.7-mile connector that links I-280 to U.S. 101 adjacent to \u003ca href=\"https://www.kqed.org/news/11526958/where-do-airport-codes-come-from\">San Francisco International Airport\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>It turns out Masters’ “suspicion” about I-380 is spot on. The freeway was conceived of as something much more than it is today.\u003c/p>\n\u003cp>Back in the formative years of Bay Area freeways, highway planners envisioned the freeway continuing west beyond I-280, across San Bruno’s Crestmoor Canyon, up over Sweeney Ridge, descending to meet Highway 1 somewhere in Pacifica, perhaps in the Sharp Park neighborhood.\u003c/p>\n\u003cp>Caltrans confirms that history. The best single account of the plan, though a brief one, appeared in the San Mateo Daily Journal in 2014. Titled \u003ca href=\"https://www.smdailyjournal.com/news/local/the-interstate-380-controversy/article_8507a35c-f4a6-5d33-a5f1-a6a189b9799e.html\">“The Interstate 380 Controversy,”\u003c/a> the Journal’s piece characterized opposition to the freeway among San Bruno and Pacifica residents this way: “The public was outraged. The pristine watershed would be violated with gas-belching cars and smoke diesel 16-wheelers. No way would they allow this to happen.”\u003c/p>\n\u003cp>This piece of Interstate 380 is just one of several freeways that planners dreamed up for the Bay Area just before and after World War II that did not get built. An extensive freeway system was envisioned for San Francisco, for instance, that was famously derailed by what’s remembered now as “\u003ca href=\"https://www.foundsf.org/index.php?title=The_Freeway_Revolt\" target=\"_blank\" rel=\"noopener noreferrer\">The Freeway Revolt\u003c/a>” of the late 1950s and early ’60s.\u003c/p>\n\u003cp>What prompted Herb Masters to ask about I-380 is a visible remnant of the original “freeway-to-Pacifica” plan.\u003c/p>\n\u003cp>“I’ve always seen where it was clearly designed for 380 to continue west,” he says.\u003c/p>\n\u003cp>It’s easy to miss the clue he’s talking about because you can see it best from the freeway, and if you’re driving you have only seconds to ponder what you’re seeing as you approach the 280 interchange.\u003c/p>\n\u003cp>But here’s what to look for: As you head west on I-380 from 101, you’ll pass an exit for El Camino Real. After that exit, you’ll see signs for the highway splitting ahead: right lanes for northbound I-280 to San Francisco, left lanes for southbound I-280 to San Jose. As you approach the split, the median widens dramatically and is fenced in. That part of the road — straight ahead — marks the spot where I-380 was intended to carry through to the west. On the west side of I-280, there’s a large, apparently excavated area that’s been used as a golf driving range in recent years.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">S\u003c/span>\u003c/p>\u003cp>o much for our Peninsula ghost road. Now let’s talk freeway garbage.\u003c/p>\n\u003cp>Daniel Huertas’ specific question, which got a solid plurality from Bay Curious voters, was this: “Why has there been an accumulation of garbage along Bay Area highways in recent years?” He expanded on that when we called him.\u003c/p>\n\u003cp>“It seems like in general, there’s just trash all over the roadside,” Huertas says. “As I drive, I think, ‘Is this related to a homeless encampment, or is this just months and years of people throwing fast-food wrappers out of the door?’ ”\u003c/p>\n\u003cp>He thinks things have gotten worse over time. “I grew up in the Bay Area, and it used to be quite clean,” Huertas says. “I honestly don’t know why they’re not cleaning up our roads anymore.”\u003c/p>\n\u003cp>Part of the answer to Huertas’ query is pretty easy to answer. Caltrans, the agency responsible for the rights of way along freeways and state highways, says there’s no doubt that there’s more debris and trash along the roads these days.\u003c/p>\n\u003cp>In \u003ca href=\"https://dot.ca.gov/programs/public-affairs/mile-marker/fall-2020/litter-removal\" target=\"_blank\" rel=\"noopener noreferrer\">a report last summer\u003c/a>, the agency said that Caltrans workers, volunteers and crews from a program to aid parolees and veterans had picked up about 359,000 cubic yards of garbage from the state’s roadways in the most recent year for which data is available, fiscal 2018-19. Caltrans workers were responsible for cleaning up about 186,000 cubic yards of that amount.\u003c/p>\n\u003cp>“How much is 186,000 cubic yards?” the Caltrans report asks. “Enough that if stacked one yard high and one yard wide, the line of garbage would extend for approximately 105 miles — from, for example, Santa Ana to Tijuana, or Roseville (north of Sacramento) to San Francisco. It is the approximate equivalent of 1,302,000 bags of trash.”\u003c/p>\n\u003cp>And Caltrans says the cost to pick up all that trash is staggering: $102 million in 2018-19. Also staggering: How quickly the volume of garbage and associated cleanup costs have grown. The agency says in 2016-17, the highway trash total was about 330,000 cubic yards, swept up at a cost of $65 million. That means the overall cost of cleaning up roadsides went up nearly 60% in just two years.\u003c/p>\n\u003cp>One factor driving the cost higher, Caltrans says, is that it’s more expensive to deal with litter associated with the encampments of unsheltered people — camps that have sprung up with greater frequency as the state’s housing affordability crisis has intensified.\u003c/p>\n\u003cp>We’ll get to the issue of what role the encampments play in the litter issue in a minute, because the camps certainly are not the only factor or even necessarily the most important factor in California’s highway trash problem.\u003c/p>\n\u003cp>All of us play a part in fouling the roadside. To prove it, Caltrans produced a time-lapse video showing a freshly cleaned up freeway in Sacramento and how little time it took — just a few days — for the area to become strewn with cast-off wrappers, paper, boxes and other junk.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/OQnCoZqT5b4'\n title='//www.youtube.com/embed/OQnCoZqT5b4'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>The sources of the trash appear to be the tens of thousands of people passing by this spot. Some of the stuff that winds up on the roadside may come from loads that aren’t securely tied down; some of it may come from people who are done with their to-go food containers and pitch them out the window. (Which raises the eternal question, when you throw something away, where is “away?” But we’re only going to tackle one existential trash issue at a time.)\u003c/p>\n\u003cp>In addition to the ongoing challenges of highway trash, Caltrans said cleanups were complicated in the past year by the COVID-19 pandemic. Following guidance from public health authorities, the agency pulled crews off the roads when stay-at-home orders were imposed a year ago. Work began again in early June, but the agency says it’s still working to catch up with accumulated debris in some areas.\u003c/p>\n\u003cp>Now, we did ask Caltrans about the challenges it faces dealing with trash and debris at encampments for the unhoused, and the agency emailed us a response. Here’s the key piece of the message:\u003c/p>\n\u003cblockquote>\u003cp>\u003cstrong>Regarding the volume of trash coming from encampments:\u003c/strong>\u003c/p>\n\u003cp>Consistent with CDC guidance to prevent community spread of COVID-19, Caltrans is proceeding with encampment cleanups if there is an immediate safety concern or threat to critical infrastructure. We will continue to work with cities and other partners to move people into safer situations as available.\u003c/p>\n\u003cp>Immediate hazards may include severe fire risk that poses a threat to the encampment, the community and the infrastructure. It also may include the potential for loss of life due to its proximity to traffic or by blocking access to Caltrans and CHP personnel attempting to protect and maintain critical infrastructure.\u003c/p>\n\u003cp>Since June, when state guidance permitted Caltrans to resume trash combatting efforts, we have been working to clear trash from the perimeter of encampments and throughout the entire transportation system. Trash accumulated rapidly during the stay at home order, but crews and partners are making every effort to make headway.\u003c/p>\u003c/blockquote>\n\u003cp>One important note to keep in mind about Caltrans encampment cleanups: The agency is walking a fine legal line in dealing with this issue. That’s the result of \u003ca href=\"https://www.mercurynews.com/2020/10/20/hundreds-seek-payouts-in-lawsuit-over-caltrans-homeless-camp-sweeps/\">a lawsuit brought against the agency\u003c/a> on behalf of camp residents who lost property, including medicine, food, clothing and other belongings, during past Caltrans camp sweeps.\u003c/p>\n\u003cp>Under the terms of a settlement announced a little over a year ago, Caltrans is paying out a total of $1.3 million to those whose property was destroyed in the sweeps. A reported 1,300 people have sought compensation so far, according to the Lawyers’ Committee for Civil Rights and the ACLU of Northern California, which brought the suit.\u003c/p>\n\u003cp>And as part of the settlement agreement, Caltrans agreed to take steps to avoid destroying camp residents’ property in the future. Those measures include giving 48 hours’ advance notice before clearing camps and storing seized belongings for at least 60 days.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Chevron Gave More Than $1 Million to Lawmakers Who Voted to Overturn the Presidential Election",
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"content": "\u003cp>\u003cem>Updated Feb. 5, 2021\u003c/em>\u003c/p>\n\u003cp>Over the past 14 years, Chevron has donated more than a million dollars to Republican members of Congress who voted to overturn the results of the 2020 presidential election, according to an analysis of federal campaign finance data.\u003c/p>\n\u003cp>The KQED-commissioned analysis, by \u003ca href=\"https://maplight.org/\" target=\"_blank\" rel=\"noopener noreferrer\">MapLight\u003c/a>, looked into political contributions the San Ramon-based oil giant, its employees and its political action committee made between 2007 and 2020 to any of the 147 Republican U.S. senators and representatives who objected to the Electoral College count on Jan. 6 to certify Joe Biden's presidential election. On the same day, far-right, mainly white supporters of former President Trump, violently attacked and invaded the Capitol.\u003c/p>\n\u003cp>The Berkeley-based nonpartisan group, which tracks the influence of money in politics, found that Chevron, its workers and its PAC donated over $1.1 million to 97 of those GOP legislators during that time period.\u003c/p>\n\u003cp>\"Chevron's political donations belie a philosophy that there's nothing wrong with the status quo of the oil industry — and that petroleum is the future of American energy,\" said Paasha Mahdavi, an assistant professor of political science at UC Santa Barbara, who specializes in energy and environmental politics, and examined Maplight's data.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Paasha Mahdavi, assistant professor of political science at U.C. Santa Barbara\"]'That these same congressional leaders tacitly supported an insurrection is seemingly irrelevant to Chevron.'[/pullquote]\"That these same congressional leaders tacitly supported an insurrection is seemingly irrelevant to Chevron,\" Mahdavi said.\u003c/p>\n\u003cp>Maplight's figures do not include contributions Chevron has made to industry groups like the American Petroleum Institute and Western States Petroleum Association, which lobby for the interests of the oil industry.\u003c/p>\n\u003cp>Its analysis found that some of the company's largest donation totals to members of Congress in the last 15 years went to some of Trump's strongest allies, including two of his closest California supporters.\u003c/p>\n\u003cp>Chevron gave $106,000 to House Minority Leader Kevin McCarthy, R-Bakersfield, who hails from Kern County, home to a network of Chevron oil drilling sites, and $58,000 to Rep. Devin Nunes, R-Visalia.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It's not surprising to see a large oil company donating to Republicans, many of whom have brushed off climate change and advocated for the petroleum industry, but Chevron is in a league of its own compared to other major oil producers, according to Mahdavi.\u003c/p>\n\u003cp>\"Chevron carries the most anti-climate rhetoric and public-facing platform when it comes to domestic environmental policies\" Mahdavi said. \"The company has routinely denied the core tenets of climate science and rejects the notion of a future without fossil fuels.\"\u003c/p>\n\u003cp>In an emailed statement to KQED following the publication of this story, Chevron representative Sean Comey claimed that characterization is inaccurate, saying, \"Chevron believes the future of energy is lower carbon. We are working to help achieve that goal by reducing our carbon intensity, increasing renewables and offsets, and investing in low-carbon technologies. We recognize the findings of the United Nation’s Intergovernmental Panel on Climate Change that the use of fossil fuels contributes to increases in global temperatures. We support the Paris Agreement and well-designed climate change and energy policy.\"\u003c/p>\n\u003cp>In recent weeks, executives for several large U.S. corporations have said they would either halt or review political donations to lawmakers who voted to overturn the election after the violent mob attacked the Capitol.\u003c/p>\n\u003cp>In an earlier statement, Comey said the company is looking into the issue:\u003c/p>\n\u003cp>\"We continue our practice of regularly reviewing our policies, procedures and expenditures for political activities, including political contributions,\" he said.\u003c/p>\n\u003cp>\"Recent events will be part of our review process. Chevron supports political candidates that take positions on a range of topics,\" Comey said. \"We are not always aligned with all their views, but it is important for us to be part of discussions on important issues, including respect for the rule of law and well-designed climate change and energy policy.\"\u003c/p>\n\u003cp>Mahdavi says that if Chevron does not change its political donations, it would send a clear message to members of Congress, that \"we [Chevron] don't care what you stand for as long as you support unabated oil and gas development with little concern to climate change.\"\u003c/p>\n\u003cp>Of course, the political tides in Washington are changing. Several days ago President Biden\u003ca href=\"https://www.npr.org/sections/president-biden-takes-office/2021/01/27/960941799/biden-to-pause-oil-and-gas-leasing-on-public-lands-and-waters\" target=\"_blank\" rel=\"noopener noreferrer\"> signed an executive order\u003c/a> to start halting new oil and gas leasing on federal lands and waters. That effort to slow the nation's contribution to climate change is bound to face opposition from Chevron.\u003c/p>\n\u003cp>The international energy corporation — one of the largest companies in the country with close to 50,000 employees — says it gave $15 million to political candidates and state ballot measure campaigns in the United States and Australia in 2019.\u003c/p>\n\u003cp>\"Our objective is to support political candidates, organizations and measures that aligned with Chevron's business interests,\" the company says on its \u003ca href=\"https://www.chevron.com/sustainability/governance/political-contributions#politicalcontributions\" target=\"_blank\" rel=\"noopener noreferrer\">website\u003c/a>. [aside tag=\"chevron, environment\" label=\"Related Coverage\"]Chevron says those interests include support for \"responsible development of oil and natural gas resources, reasonable regulatory regimes, economic development, free enterprise, market based solutions (and) good governance.\"\u003c/p>\n\u003cp>Aside from its hundreds of gas stations, Chevron is known in California for running two of of the state's largest refineries, in Richmond and El Segundo.\u003c/p>\n\u003cp>The Richmond facility has become notorious among environmentalists and some of its neighbors in recent years for having more flaring incidents than any other Bay Area refinery and then \u003ca href=\"https://www.kqed.org/news/11852923/slap-on-the-wrist-chevron-settles-multiple-refinery-violations-including-one-that-sent-odor-to-sf\" target=\"_blank\" rel=\"noopener noreferrer\">paying little in fines\u003c/a> for violating air quality regulations. \u003ca href=\"https://www.baaqmd.gov/plans-and-climate/emission-tracking-and-monitoring/flare-minimization-plans\" target=\"_blank\" rel=\"noopener noreferrer\">Flaring\u003c/a> is often used to relieve high pressure when refinery units malfunction.\u003c/p>\n\u003cp>The company has a network of oil drilling facilities in Central California. In recent years it's come under scrutiny from state regulators and increased criticism from environmentalists and lawmakers for a \u003ca href=\"https://www.kqed.org/news/11770259/environmentalists-blast-chevron-state-regulators-over-kern-county-oil-releases\" target=\"_blank\" rel=\"noopener noreferrer\">series of large oil spills\u003c/a> in Kern County.\u003c/p>\n\u003cp>Chevron has significant operations in the rest of the country as well, with crude oil and natural gas production in the Gulf of Mexico, Pennsylvania and Texas, and additional refineries in Utah, Mississippi and Texas.\u003c/p>\n\u003cp>The company also has operations in two dozen countries and says each year it produces enough oil to fuel 10 million cars and enough natural gas to light 12 million households.\u003c/p>\n\u003cp>On Friday, Chevron \u003ca href=\"https://www.chevron.com/investors/press-releases\" target=\"_blank\" rel=\"noopener noreferrer\">reported\u003c/a> a loss of $665 million in its fourth quarter, showing how the pandemic has hurt the oil industry's bottom line. The Wall Street Journal recently reported that the top executives at Chevron and Exxon Mobil had spoken last year about a \u003ca href=\"https://www.wsj.com/articles/exxon-chevron-ceos-discussed-merger-11612126203\" target=\"_blank\" rel=\"noopener noreferrer\">potential merger\u003c/a>.\u003c/p>\n\u003cp>\u003cem>This story has been updated to reflect a an additional statement from Chevron on its climate policies.\u003c/em> \u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated Feb. 5, 2021\u003c/em>\u003c/p>\n\u003cp>Over the past 14 years, Chevron has donated more than a million dollars to Republican members of Congress who voted to overturn the results of the 2020 presidential election, according to an analysis of federal campaign finance data.\u003c/p>\n\u003cp>The KQED-commissioned analysis, by \u003ca href=\"https://maplight.org/\" target=\"_blank\" rel=\"noopener noreferrer\">MapLight\u003c/a>, looked into political contributions the San Ramon-based oil giant, its employees and its political action committee made between 2007 and 2020 to any of the 147 Republican U.S. senators and representatives who objected to the Electoral College count on Jan. 6 to certify Joe Biden's presidential election. On the same day, far-right, mainly white supporters of former President Trump, violently attacked and invaded the Capitol.\u003c/p>\n\u003cp>The Berkeley-based nonpartisan group, which tracks the influence of money in politics, found that Chevron, its workers and its PAC donated over $1.1 million to 97 of those GOP legislators during that time period.\u003c/p>\n\u003cp>\"Chevron's political donations belie a philosophy that there's nothing wrong with the status quo of the oil industry — and that petroleum is the future of American energy,\" said Paasha Mahdavi, an assistant professor of political science at UC Santa Barbara, who specializes in energy and environmental politics, and examined Maplight's data.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\"That these same congressional leaders tacitly supported an insurrection is seemingly irrelevant to Chevron,\" Mahdavi said.\u003c/p>\n\u003cp>Maplight's figures do not include contributions Chevron has made to industry groups like the American Petroleum Institute and Western States Petroleum Association, which lobby for the interests of the oil industry.\u003c/p>\n\u003cp>Its analysis found that some of the company's largest donation totals to members of Congress in the last 15 years went to some of Trump's strongest allies, including two of his closest California supporters.\u003c/p>\n\u003cp>Chevron gave $106,000 to House Minority Leader Kevin McCarthy, R-Bakersfield, who hails from Kern County, home to a network of Chevron oil drilling sites, and $58,000 to Rep. Devin Nunes, R-Visalia.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It's not surprising to see a large oil company donating to Republicans, many of whom have brushed off climate change and advocated for the petroleum industry, but Chevron is in a league of its own compared to other major oil producers, according to Mahdavi.\u003c/p>\n\u003cp>\"Chevron carries the most anti-climate rhetoric and public-facing platform when it comes to domestic environmental policies\" Mahdavi said. \"The company has routinely denied the core tenets of climate science and rejects the notion of a future without fossil fuels.\"\u003c/p>\n\u003cp>In an emailed statement to KQED following the publication of this story, Chevron representative Sean Comey claimed that characterization is inaccurate, saying, \"Chevron believes the future of energy is lower carbon. We are working to help achieve that goal by reducing our carbon intensity, increasing renewables and offsets, and investing in low-carbon technologies. We recognize the findings of the United Nation’s Intergovernmental Panel on Climate Change that the use of fossil fuels contributes to increases in global temperatures. We support the Paris Agreement and well-designed climate change and energy policy.\"\u003c/p>\n\u003cp>In recent weeks, executives for several large U.S. corporations have said they would either halt or review political donations to lawmakers who voted to overturn the election after the violent mob attacked the Capitol.\u003c/p>\n\u003cp>In an earlier statement, Comey said the company is looking into the issue:\u003c/p>\n\u003cp>\"We continue our practice of regularly reviewing our policies, procedures and expenditures for political activities, including political contributions,\" he said.\u003c/p>\n\u003cp>\"Recent events will be part of our review process. Chevron supports political candidates that take positions on a range of topics,\" Comey said. \"We are not always aligned with all their views, but it is important for us to be part of discussions on important issues, including respect for the rule of law and well-designed climate change and energy policy.\"\u003c/p>\n\u003cp>Mahdavi says that if Chevron does not change its political donations, it would send a clear message to members of Congress, that \"we [Chevron] don't care what you stand for as long as you support unabated oil and gas development with little concern to climate change.\"\u003c/p>\n\u003cp>Of course, the political tides in Washington are changing. Several days ago President Biden\u003ca href=\"https://www.npr.org/sections/president-biden-takes-office/2021/01/27/960941799/biden-to-pause-oil-and-gas-leasing-on-public-lands-and-waters\" target=\"_blank\" rel=\"noopener noreferrer\"> signed an executive order\u003c/a> to start halting new oil and gas leasing on federal lands and waters. That effort to slow the nation's contribution to climate change is bound to face opposition from Chevron.\u003c/p>\n\u003cp>The international energy corporation — one of the largest companies in the country with close to 50,000 employees — says it gave $15 million to political candidates and state ballot measure campaigns in the United States and Australia in 2019.\u003c/p>\n\u003cp>\"Our objective is to support political candidates, organizations and measures that aligned with Chevron's business interests,\" the company says on its \u003ca href=\"https://www.chevron.com/sustainability/governance/political-contributions#politicalcontributions\" target=\"_blank\" rel=\"noopener noreferrer\">website\u003c/a>. \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Chevron says those interests include support for \"responsible development of oil and natural gas resources, reasonable regulatory regimes, economic development, free enterprise, market based solutions (and) good governance.\"\u003c/p>\n\u003cp>Aside from its hundreds of gas stations, Chevron is known in California for running two of of the state's largest refineries, in Richmond and El Segundo.\u003c/p>\n\u003cp>The Richmond facility has become notorious among environmentalists and some of its neighbors in recent years for having more flaring incidents than any other Bay Area refinery and then \u003ca href=\"https://www.kqed.org/news/11852923/slap-on-the-wrist-chevron-settles-multiple-refinery-violations-including-one-that-sent-odor-to-sf\" target=\"_blank\" rel=\"noopener noreferrer\">paying little in fines\u003c/a> for violating air quality regulations. \u003ca href=\"https://www.baaqmd.gov/plans-and-climate/emission-tracking-and-monitoring/flare-minimization-plans\" target=\"_blank\" rel=\"noopener noreferrer\">Flaring\u003c/a> is often used to relieve high pressure when refinery units malfunction.\u003c/p>\n\u003cp>The company has a network of oil drilling facilities in Central California. In recent years it's come under scrutiny from state regulators and increased criticism from environmentalists and lawmakers for a \u003ca href=\"https://www.kqed.org/news/11770259/environmentalists-blast-chevron-state-regulators-over-kern-county-oil-releases\" target=\"_blank\" rel=\"noopener noreferrer\">series of large oil spills\u003c/a> in Kern County.\u003c/p>\n\u003cp>Chevron has significant operations in the rest of the country as well, with crude oil and natural gas production in the Gulf of Mexico, Pennsylvania and Texas, and additional refineries in Utah, Mississippi and Texas.\u003c/p>\n\u003cp>The company also has operations in two dozen countries and says each year it produces enough oil to fuel 10 million cars and enough natural gas to light 12 million households.\u003c/p>\n\u003cp>On Friday, Chevron \u003ca href=\"https://www.chevron.com/investors/press-releases\" target=\"_blank\" rel=\"noopener noreferrer\">reported\u003c/a> a loss of $665 million in its fourth quarter, showing how the pandemic has hurt the oil industry's bottom line. The Wall Street Journal recently reported that the top executives at Chevron and Exxon Mobil had spoken last year about a \u003ca href=\"https://www.wsj.com/articles/exxon-chevron-ceos-discussed-merger-11612126203\" target=\"_blank\" rel=\"noopener noreferrer\">potential merger\u003c/a>.\u003c/p>\n\u003cp>\u003cem>This story has been updated to reflect a an additional statement from Chevron on its climate policies.\u003c/em> \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"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. ",
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"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. ",
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"marketplace": {
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"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",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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"radiolab": {
"id": "radiolab",
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"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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"reveal": {
"id": "reveal",
"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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},
"science-friday": {
"id": "science-friday",
"title": "Science Friday",
"info": "Science Friday is a weekly science talk show, broadcast live over public radio stations nationwide. Each week, the show focuses on science topics that are in the news and tries to bring an educated, balanced discussion to bear on the scientific issues at hand. Panels of expert guests join host Ira Flatow, a veteran science journalist, to discuss science and to take questions from listeners during the call-in portion of the program.",
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"snap-judgment": {
"id": "snap-judgment",
"title": "Snap Judgment",
"tagline": "Real stories with killer beats",
"info": "The Snap Judgment radio show and podcast mixes real stories with killer beats to produce cinematic, dramatic radio. Snap's musical brand of storytelling dares listeners to see the world through the eyes of another. This is storytelling... with a BEAT!! Snap first aired on public radio stations nationwide in July 2010. Today, Snap Judgment airs on over 450 public radio stations and is brought to the airwaves by KQED & PRX.",
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},
"soldout": {
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