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"bio": "\u003ca href=\"http://www.MarkFiore.com\">MarkFiore.com\u003c/a> | \u003ca href=\"https://twitter.com/markfiore\">Follow on Twitter\u003c/a> | \u003ca href=\"https://www.facebook.com/pages/Mark-Fiore-Animated-Political-Cartoons/94451707396?ref=bookmarks\">Facebook\u003c/a> | \u003ca href=\"mailto:mark@markfiore.com\">email\u003c/a>\r\n\r\nPulitzer Prize-winner, Mark Fiore, who the Wall Street Journal has called “the undisputed guru of the form,” creates animated political cartoons in San Francisco, where his work has been featured regularly on the San Francisco Chronicle’s web site, SFGate.com. His work has appeared on Newsweek.com, Slate.com, CBSNews.com, MotherJones.com, DailyKos.com and NPR’s web site. Fiore’s political animation has appeared on CNN, Frontline, Bill Moyers Journal, Salon.com and cable and broadcast outlets across the globe.\r\n\r\nBeginning his professional life by drawing traditional political cartoons for newspapers, Fiore’s work appeared in publications ranging from the Washington Post to the Los Angeles Times. In the late 1990s, he began to experiment with animating political cartoons and, after a short stint at the San Jose Mercury News as their staff cartoonist, Fiore devoted all his energies to animation.\r\nGrowing up in California, Fiore also spent a good portion of his life in the backwoods of Idaho. It was this combination that shaped him politically. Mark majored in political science at Colorado College, where, in a perfect send-off for a cartoonist, he received his diploma in 1991 as commencement speaker Dick Cheney smiled approvingly.\r\nMark Fiore was awarded the Pulitzer Prize for political cartooning in 2010, a Robert F. Kennedy Journalism Award in 2004 and has twice received an Online Journalism Award for commentary from the Online News Association (2002, 2008). Fiore has received two awards for his work in new media from the National Cartoonists Society (2001, 2002), and in 2006 received The James Madison Freedom of Information Award from The Society of Professional Journalists.",
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"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. 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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": "\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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"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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"excerpt": "Two questions from the Bay Curious audience: What's the story with what looks like the beginning of an unbuilt freeway in San Bruno? And there's a lot of trash on the highways — where does it come from and why is there so much of it? ",
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"title": "Is That a Ghost Freeway on the Peninsula? And Are Our Highways Filthier Than Ever? | KQED",
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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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"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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"content": "\u003ch2>California Senators Call for Unit Focused on Domestic Terrorism in Wake of U.S Capitol Attack\u003c/h2>\n\u003cp>State Senator Tom Umberg is proposing a unit to investigate and thwart acts of domestic terrorism and criminal activities by white nationalists, anti-government militia and groups like the Proud Boys.\u003cbr>\n\u003ci> Reporter: Alex Hall, KQED \u003c/i>\u003c/p>\n\u003ch2>State Officials on High Alert for Any Unrest in Sacramento After U.S Capitol Violence\u003c/h2>\n\u003cp>The FBI warned this week of the potential for armed protests at all 50 state Capitols. In California, local law enforcement say they are on alert to protect city and county buildings as well.\u003cbr>\n\u003ci>Reporter: Marisa Lagos, KQED \u003c/i>\u003c/p>\n\u003ch2>Trump Administration Set to Increase Fees Immigrants Pay in Court to Defend Themselves\u003c/h2>\n\u003cp>Legal aid groups in California sued to block the fee hikes, and a federal court is hearing the case Thursday. Plaintiffs say low-income immigrants facing deportation will be priced out of a fair day in court.\u003cbr>\n\u003ci>Reporter: Farida Jhabvala Romero, KQED \u003c/i>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cp>BART’s much-anticipated “\u003ca href=\"https://www.kqed.org/news/11642626/bart-gets-ok-to-launch-first-cars-in-its-fleet-of-the-future\">Fleet of the Future\u003c/a>” may be stuck in the future a little longer.\u003c/p>\n\u003cp>The agency will “temporarily stop” accepting the new rail cars from manufacturer Bombardier on Jan 8, citing issues with the trains’ software and wheels, the agency said in a statement.\u003c/p>\n\u003cp>The new trains’ onboard automatic train control system causes them to “routinely stop while in service,” a system broadly considered safety-critical in the transportation industry. The trains won’t move again until an operator reboots the system, an agency spokesperson wrote in a statement. The cars’ wheels can also develop flat spots if a train is stopped in rainy or wet conditions, prompting the cars to be removed from service so that the wheels can be resurfaced.\u003c/p>\n\u003cp>“While neither issue impacts the safety of existing (Fleet of the Future) cars currently in service, they can impact service reliability and car availability,” they wrote. [ad fullwidth]\u003c/p>\n\u003cp>The $2.6 billion train order will eventually see 775 brand new, far-quieter rail cars grace the transit system’s fleet, but right now, BART only has about 300 of them. The pause in accepting cars will give Bombardier time “to take steps to improve the cars’ reliability and availability, and to alleviate rail car storage constraints at BART’s maintenance yards,” an agency spokesperson wrote.\u003c/p>\n\u003cp>The new cars are vital, the agency has said, to deliver more dependable service for the region. They’ve been \u003ca href=\"https://www.kqed.org/news/11629111/bart-faces-new-delay-in-rolling-out-fleet-of-the-future\">anticipated to replace the aging, older fleet as far back as 2016\u003c/a>, with rave reviews claiming they are far quieter and cleaner, and sport more ample space than the original, still-running, BART train cars.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1343748390664880129\u003c/p>\n\u003cp>Still, this is far from the first bump in the road for BART’s future fleet, like when train \u003ca href=\"https://www.kqed.org/news/11632453/bart-says-its-ironed-out-problems-with-new-cars-and-you-can-ride-soonish\">doors had trouble opening for inspectors. \u003c/a>The new future fleet \u003ca href=\"https://www.nbcbayarea.com/investigations/bart-inspections-ordered-after-new-fleet-cars-decouple/2312203/\">reportedly had issues when coupling multiple rail cars\u003c/a>, and, as \u003ca href=\"https://www.sfchronicle.com/bayarea/article/BART-slows-rollout-of-new-trains-as-it-contends-13837200.php\">the San Francisco Chronicle noted\u003c/a>, the rail cars have also experienced higher-than-expected maintenance issues.\u003c/p>\n\u003cp>[aside tag=\"BART,public-transit\" label=\"more coverage\"]It also comes \u003ca href=\"https://www.kqed.org/news/11826281/bart-board-passes-budget-including-initiative-to-refocus-police-force\">at a precarious time for transit budgets across the Bay Area\u003c/a>, and at BART, in the wake of the pandemic. BART’s ridership dropped 87% in 2020, leading to a $210 million budget deficit with a potential for “deep cuts and gutting service” should federal relief not stem the bleeding, BART General Manager Bob Powers has previously said.\u003c/p>\n\u003cp>There is some glimmer of hope as the combined $2.3 trillion COVID-19 relief package approved by Congress includes $14 billion for public transit, according to the Metropolitan Transportation Commission, with as much as $978 million coming to the Bay Area to assist all of its transit agencies.\u003c/p>\n\u003cp>Slowing the intake of new train cars will have another effect, BART said: It will have to slow down the decommissioning of its older fleet to ensure service. Some of those 618 legacy cars \u003ca href=\"https://www.bart.gov/about/projects/legacy\">may be sold to the public for uses other than transportation\u003c/a> — from possible train car-cafes to museums.\u003c/p>\n\u003cp>Given this newest delay, sipping a latte inside a decommissioned BART car may have to wait.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART’s much-anticipated “\u003ca href=\"https://www.kqed.org/news/11642626/bart-gets-ok-to-launch-first-cars-in-its-fleet-of-the-future\">Fleet of the Future\u003c/a>” may be stuck in the future a little longer.\u003c/p>\n\u003cp>The agency will “temporarily stop” accepting the new rail cars from manufacturer Bombardier on Jan 8, citing issues with the trains’ software and wheels, the agency said in a statement.\u003c/p>\n\u003cp>The new trains’ onboard automatic train control system causes them to “routinely stop while in service,” a system broadly considered safety-critical in the transportation industry. The trains won’t move again until an operator reboots the system, an agency spokesperson wrote in a statement. The cars’ wheels can also develop flat spots if a train is stopped in rainy or wet conditions, prompting the cars to be removed from service so that the wheels can be resurfaced.\u003c/p>\n\u003cp>“While neither issue impacts the safety of existing (Fleet of the Future) cars currently in service, they can impact service reliability and car availability,” they wrote. \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The $2.6 billion train order will eventually see 775 brand new, far-quieter rail cars grace the transit system’s fleet, but right now, BART only has about 300 of them. The pause in accepting cars will give Bombardier time “to take steps to improve the cars’ reliability and availability, and to alleviate rail car storage constraints at BART’s maintenance yards,” an agency spokesperson wrote.\u003c/p>\n\u003cp>The new cars are vital, the agency has said, to deliver more dependable service for the region. They’ve been \u003ca href=\"https://www.kqed.org/news/11629111/bart-faces-new-delay-in-rolling-out-fleet-of-the-future\">anticipated to replace the aging, older fleet as far back as 2016\u003c/a>, with rave reviews claiming they are far quieter and cleaner, and sport more ample space than the original, still-running, BART train cars.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Still, this is far from the first bump in the road for BART’s future fleet, like when train \u003ca href=\"https://www.kqed.org/news/11632453/bart-says-its-ironed-out-problems-with-new-cars-and-you-can-ride-soonish\">doors had trouble opening for inspectors. \u003c/a>The new future fleet \u003ca href=\"https://www.nbcbayarea.com/investigations/bart-inspections-ordered-after-new-fleet-cars-decouple/2312203/\">reportedly had issues when coupling multiple rail cars\u003c/a>, and, as \u003ca href=\"https://www.sfchronicle.com/bayarea/article/BART-slows-rollout-of-new-trains-as-it-contends-13837200.php\">the San Francisco Chronicle noted\u003c/a>, the rail cars have also experienced higher-than-expected maintenance issues.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>It also comes \u003ca href=\"https://www.kqed.org/news/11826281/bart-board-passes-budget-including-initiative-to-refocus-police-force\">at a precarious time for transit budgets across the Bay Area\u003c/a>, and at BART, in the wake of the pandemic. BART’s ridership dropped 87% in 2020, leading to a $210 million budget deficit with a potential for “deep cuts and gutting service” should federal relief not stem the bleeding, BART General Manager Bob Powers has previously said.\u003c/p>\n\u003cp>There is some glimmer of hope as the combined $2.3 trillion COVID-19 relief package approved by Congress includes $14 billion for public transit, according to the Metropolitan Transportation Commission, with as much as $978 million coming to the Bay Area to assist all of its transit agencies.\u003c/p>\n\u003cp>Slowing the intake of new train cars will have another effect, BART said: It will have to slow down the decommissioning of its older fleet to ensure service. Some of those 618 legacy cars \u003ca href=\"https://www.bart.gov/about/projects/legacy\">may be sold to the public for uses other than transportation\u003c/a> — from possible train car-cafes to museums.\u003c/p>\n\u003cp>Given this newest delay, sipping a latte inside a decommissioned BART car may have to wait.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated 5:30 p.m. Monday, Nov. 30\u003c/em>\u003c/p>\n\u003cp>Facing continuing catastrophic revenue losses amid the COVID-19 pandemic, San Francisco Municipal Transportation Agency officials say that more than 1,200 of its nearly 6,000 employees may face layoffs. \u003c/p>\n\u003cp>Among the likely impacts of the projected layoffs: significant further cuts to Muni's already much-reduced service, a prospect SFMTA director Jeffrey Tumlin called \"devastating and heartbreaking.\" \u003c/p>\n\u003cp>\"I spent half the day last Wednesday, the day before Thanksgiving, sobbing on Zoom calls, talking to my labor unions about this reality,\" Tumlin said in an interview Monday. \u003c/p>\n\u003cp>News of the projected layoffs was included in an all-staff \u003ca href=\"https://assets.documentcloud.org/documents/20418110/sfmta-budget-update-nov-30-2020.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">presentation\u003c/a> that senior SFMTA officials delivered in an online call Monday morning. A nearly identical \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2020/11/12-1-20_item_11_budget_update.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">presentation\u003c/a>, to be discussed at Tuesday's meeting of the agency board, was later made public on the SFMTA website. \u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Jeffrey Tumlin, SFMTA director\"]'Our buses are full. We're having to turn away hundreds of essential workers every day, and having to do another 20% service cut... That is completely devastating to everything we're trying to do as an agency.'[/pullquote]\"Like our peer agencies, the city at large and families throughout our community, the pandemic has resulted in losses at the SFMTA,\" agency spokeswoman Kristen Holland said in an emailed statement. \"We do not expect our revenues to fully return for years to come. Our finances are eroding and require a rapid and immediate response.\"\u003c/p>\n\u003cp>The agency's budget scenario forecasts a budget deficit of $68 million in the current fiscal year, which ends next June 30. The situation is projected to be far worse in the 12 months starting next July 1, with a shortfall projected at $168 million. \u003c/p>\n\u003cp>The document outlines the SFMTA's struggle to continue to operate service and balance its budget as fare receipts and other key sources of revenue, such as parking fees and fines, plunge.\u003c/p>\n\u003cp>\"Revenue losses now make it impossible to not assume service reduction and layoffs,\" the presentation said. \"Too many risk scenarios point to deficits that cannot be closed without a workforce reduction.\"\u003c/p>\n\u003cp>The agency says hundreds of jobs could be on the line during the remaining seven months of this fiscal year, with much more drastic cuts possible in the 2021-22 fiscal period. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While emphasizing that the agency faces significant financial uncertainties, the SFMTA presentation said layoffs could range from 989 to 1,226 full-time workers in fiscal 2021-22, or about 18% to 22% of the agency workforce. \u003c/p>\n\u003cp>The agency added that the cuts are certain to affect operations, which besides the Muni transit service, include running the city's parking program, overseeing the city's taxi industry and rental bicycle and scooter programs, transportation planning and street safety initiatives. \u003c/p>\n\u003cp>Exactly what programs would be cut and how many employees would be affected in each part of the agency isn't yet known. \u003c/p>\n\u003cp>The SFMTA has already slashed Muni service by 30%. It has suspended runs on routes with relatively low ridership and refocused service on routes it has identified as particularly important to the city's transit-dependent essential workforce. Runs have been added to heavily used lines such as the 8-Bayshore, 9-San Bruno, 14-Mission and 38-Geary. \u003c/p>\n\u003cp>Tumlin said layoffs could damage service in both the short and long term. \u003c/p>\n\u003cp>\"Our buses are full,\" Tumlin said. \"We're having to turn away hundreds of essential workers every day, and having to do another 20% service cut on top of the 30% service cuts we've already done, that is completely devastating to everything we're trying to do as an agency.\"\u003c/p>\n\u003cp>The impact of layoffs and further service reductions could last well into the future, he added. \u003c/p>\n\u003cp>The cuts could mean \"there's no path for downtown San Francisco to return as a major employment center. There can't be recovery of urban economies without transit,\" he said. \u003c/p>\n\u003ch3>'Dire and Gloomy and Scary'\u003c/h3>\n\u003cp>Roger Marenco, president of Transport Workers Union Local 250-A, which represents about 2,000 Muni operators, said Monday he hoped to work with agency management to reduce the scope of the cuts.\u003c/p>\n\u003cp>\"The situation looks and sounds dire and gloomy and scary,\" Marenco said. He said Local 250-A is formulating a plan \"that involves 10 or 12 steps so as to avoid layoffs or deter layoffs to a later date.\"\u003c/p>\n\u003cp>Those steps would include hiring no new bus operators \"for the next six, eight, 10, 12 months,\" a measure designed to keep current drivers employed.\u003c/p>\n\u003cp>\"That's No. 1,\" Marenco said. \"No. 2 would be beefing up parking citations. ... We all hate parking citations, that's a fact. But on the flip side it is one of the larger sources of funding for the agency.\" \u003c/p>\n\u003cp>[aside label='Related Coverage' tag='muni']Parking fees and fines made up about 28% of the SFMTA's projected revenue for the 2019-20 fiscal year. But that cash stream dried up as the agency stopped enforcing parking meters and residential parking zones after shelter-at-home orders were imposed last March. The SFMTA now estimates that parking revenue will fall $220 million below budgeted levels for the period from July 1, 2019 through June 30, 2022.\u003c/p>\n\u003cp>Marenco said a renewed emphasis on collecting transit fares would also be crucial to increasing SFMTA revenue and heading off layoffs. The agency's latest projections estimate that it will collect about $250 million less in fares during the fiscal 2019-2022 than had been budgeted — a shortfall due to a 70% decline in ridership.\u003c/p>\n\u003cp>The SFMTA's Tumlin said earlier this month that Muni would resume fare enforcement beginning Dec. 1, an announcement that brought immediate pushback from transit activists who argued that such a move will impose an additional burden on riders who are themselves struggling financially because of the pandemic.\u003c/p>\n\u003cp>Muni and the SFMTA, like virtually all large transit operators across the county, has managed to stave off draconian budget cuts so far only because of federal emergency aid. The CARES Act approved in March provided $1.3 billion to Bay Area public transit systems. \u003c/p>\n\u003cp>Muni's share of that funding was $374 million, and Monday's presentation made it clear that without that aid, the system would have been forced to make deep cuts far earlier than those being discussed now. \u003c/p>\n\u003cp>Transit agencies nationwide have appealed for another round of operating aid, and as much as $32 billion would be provided in already-approved House legislation. But that aid, like other pandemic relief, has been stalled by major disagreements between House and Senate leadership on the size of a new relief package. \u003c/p>\n\u003ch3>Confronting a Transit 'Death Spiral'\u003c/h3>\n\u003cp>Tumlin said Monday that another round of federal aid is likely the agency's best hope to head off massive layoffs. \u003c/p>\n\u003cp>\"We have a fairly short-term problem,\" he said. \"The trouble is the unique economics of public transit, which are known as 'the death spiral.' Because we're dependent on fares, and because people have mobility choices, if we have a loss of fare revenue, we have a loss of service. And if we have a loss of service, that makes our service less attractive, which means additional loss of fare revenue, which means additional cuts in service.\" \u003c/p>\n\u003cp>Tumlin said the path to full recovery requires resolving the pandemic through public health measures and making vaccines widely available. But he added that the fix for the COVID-driven fiscal crisis is more straightforward and criticized the federal government for being slow to act.\u003c/p>\n\u003cp>\"It is unconscionable to me that in a nation like the United States of America, that the very people who have carried us through this pandemic, who have delivered essential workers to work, are now at risk of losing their paychecks and their health care,\" Tumlin said. \"... These folks are heroes.\"\u003c/p>\n\u003cp>Muni is only the latest in a growing list of Bay Area transit agencies forced to contemplate — or go ahead with — worker layoffs. \u003c/p>\n\u003cp>Earlier this month, the Golden Gate Bridge, Highway and Transportation District \u003ca href=\"https://www.kqed.org/news/11847305/golden-gate-bridge-district-considers-layoffs-major-toll-hike-as-covid-19-fiscal-crisis-deepens\" rel=\"noopener noreferrer\" target=\"_blank\">voted to lay off 146 employees\u003c/a>, virtually all of them in the agency's bus and ferry operations. \u003c/p>\n\u003cp>BART, which is staring at a budget deficit of $177 million in fiscal 2021-22, has launched an early retirement incentive program to see how far it can shrink its 3,600-member workforce without resorting to layoffs. Exactly how many employees take advantage of the initiative won't be known until later this month. \u003c/p>\n\u003cp>\u003cem>KQED's Joe Fitzgerald Rodriguez contributed to this report.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "With revenues gutted due to the pandemic, the agency that runs the city's Muni transit service says it may need to dismiss more than 1,200 employees — 22% of its workforce.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 5:30 p.m. Monday, Nov. 30\u003c/em>\u003c/p>\n\u003cp>Facing continuing catastrophic revenue losses amid the COVID-19 pandemic, San Francisco Municipal Transportation Agency officials say that more than 1,200 of its nearly 6,000 employees may face layoffs. \u003c/p>\n\u003cp>Among the likely impacts of the projected layoffs: significant further cuts to Muni's already much-reduced service, a prospect SFMTA director Jeffrey Tumlin called \"devastating and heartbreaking.\" \u003c/p>\n\u003cp>\"I spent half the day last Wednesday, the day before Thanksgiving, sobbing on Zoom calls, talking to my labor unions about this reality,\" Tumlin said in an interview Monday. \u003c/p>\n\u003cp>News of the projected layoffs was included in an all-staff \u003ca href=\"https://assets.documentcloud.org/documents/20418110/sfmta-budget-update-nov-30-2020.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">presentation\u003c/a> that senior SFMTA officials delivered in an online call Monday morning. A nearly identical \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2020/11/12-1-20_item_11_budget_update.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">presentation\u003c/a>, to be discussed at Tuesday's meeting of the agency board, was later made public on the SFMTA website. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "'Our buses are full. We're having to turn away hundreds of essential workers every day, and having to do another 20% service cut... That is completely devastating to everything we're trying to do as an agency.'",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\"Like our peer agencies, the city at large and families throughout our community, the pandemic has resulted in losses at the SFMTA,\" agency spokeswoman Kristen Holland said in an emailed statement. \"We do not expect our revenues to fully return for years to come. Our finances are eroding and require a rapid and immediate response.\"\u003c/p>\n\u003cp>The agency's budget scenario forecasts a budget deficit of $68 million in the current fiscal year, which ends next June 30. The situation is projected to be far worse in the 12 months starting next July 1, with a shortfall projected at $168 million. \u003c/p>\n\u003cp>The document outlines the SFMTA's struggle to continue to operate service and balance its budget as fare receipts and other key sources of revenue, such as parking fees and fines, plunge.\u003c/p>\n\u003cp>\"Revenue losses now make it impossible to not assume service reduction and layoffs,\" the presentation said. \"Too many risk scenarios point to deficits that cannot be closed without a workforce reduction.\"\u003c/p>\n\u003cp>The agency says hundreds of jobs could be on the line during the remaining seven months of this fiscal year, with much more drastic cuts possible in the 2021-22 fiscal period. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While emphasizing that the agency faces significant financial uncertainties, the SFMTA presentation said layoffs could range from 989 to 1,226 full-time workers in fiscal 2021-22, or about 18% to 22% of the agency workforce. \u003c/p>\n\u003cp>The agency added that the cuts are certain to affect operations, which besides the Muni transit service, include running the city's parking program, overseeing the city's taxi industry and rental bicycle and scooter programs, transportation planning and street safety initiatives. \u003c/p>\n\u003cp>Exactly what programs would be cut and how many employees would be affected in each part of the agency isn't yet known. \u003c/p>\n\u003cp>The SFMTA has already slashed Muni service by 30%. It has suspended runs on routes with relatively low ridership and refocused service on routes it has identified as particularly important to the city's transit-dependent essential workforce. Runs have been added to heavily used lines such as the 8-Bayshore, 9-San Bruno, 14-Mission and 38-Geary. \u003c/p>\n\u003cp>Tumlin said layoffs could damage service in both the short and long term. \u003c/p>\n\u003cp>\"Our buses are full,\" Tumlin said. \"We're having to turn away hundreds of essential workers every day, and having to do another 20% service cut on top of the 30% service cuts we've already done, that is completely devastating to everything we're trying to do as an agency.\"\u003c/p>\n\u003cp>The impact of layoffs and further service reductions could last well into the future, he added. \u003c/p>\n\u003cp>The cuts could mean \"there's no path for downtown San Francisco to return as a major employment center. There can't be recovery of urban economies without transit,\" he said. \u003c/p>\n\u003ch3>'Dire and Gloomy and Scary'\u003c/h3>\n\u003cp>Roger Marenco, president of Transport Workers Union Local 250-A, which represents about 2,000 Muni operators, said Monday he hoped to work with agency management to reduce the scope of the cuts.\u003c/p>\n\u003cp>\"The situation looks and sounds dire and gloomy and scary,\" Marenco said. He said Local 250-A is formulating a plan \"that involves 10 or 12 steps so as to avoid layoffs or deter layoffs to a later date.\"\u003c/p>\n\u003cp>Those steps would include hiring no new bus operators \"for the next six, eight, 10, 12 months,\" a measure designed to keep current drivers employed.\u003c/p>\n\u003cp>\"That's No. 1,\" Marenco said. \"No. 2 would be beefing up parking citations. ... We all hate parking citations, that's a fact. But on the flip side it is one of the larger sources of funding for the agency.\" \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Parking fees and fines made up about 28% of the SFMTA's projected revenue for the 2019-20 fiscal year. But that cash stream dried up as the agency stopped enforcing parking meters and residential parking zones after shelter-at-home orders were imposed last March. The SFMTA now estimates that parking revenue will fall $220 million below budgeted levels for the period from July 1, 2019 through June 30, 2022.\u003c/p>\n\u003cp>Marenco said a renewed emphasis on collecting transit fares would also be crucial to increasing SFMTA revenue and heading off layoffs. The agency's latest projections estimate that it will collect about $250 million less in fares during the fiscal 2019-2022 than had been budgeted — a shortfall due to a 70% decline in ridership.\u003c/p>\n\u003cp>The SFMTA's Tumlin said earlier this month that Muni would resume fare enforcement beginning Dec. 1, an announcement that brought immediate pushback from transit activists who argued that such a move will impose an additional burden on riders who are themselves struggling financially because of the pandemic.\u003c/p>\n\u003cp>Muni and the SFMTA, like virtually all large transit operators across the county, has managed to stave off draconian budget cuts so far only because of federal emergency aid. The CARES Act approved in March provided $1.3 billion to Bay Area public transit systems. \u003c/p>\n\u003cp>Muni's share of that funding was $374 million, and Monday's presentation made it clear that without that aid, the system would have been forced to make deep cuts far earlier than those being discussed now. \u003c/p>\n\u003cp>Transit agencies nationwide have appealed for another round of operating aid, and as much as $32 billion would be provided in already-approved House legislation. But that aid, like other pandemic relief, has been stalled by major disagreements between House and Senate leadership on the size of a new relief package. \u003c/p>\n\u003ch3>Confronting a Transit 'Death Spiral'\u003c/h3>\n\u003cp>Tumlin said Monday that another round of federal aid is likely the agency's best hope to head off massive layoffs. \u003c/p>\n\u003cp>\"We have a fairly short-term problem,\" he said. \"The trouble is the unique economics of public transit, which are known as 'the death spiral.' Because we're dependent on fares, and because people have mobility choices, if we have a loss of fare revenue, we have a loss of service. And if we have a loss of service, that makes our service less attractive, which means additional loss of fare revenue, which means additional cuts in service.\" \u003c/p>\n\u003cp>Tumlin said the path to full recovery requires resolving the pandemic through public health measures and making vaccines widely available. But he added that the fix for the COVID-driven fiscal crisis is more straightforward and criticized the federal government for being slow to act.\u003c/p>\n\u003cp>\"It is unconscionable to me that in a nation like the United States of America, that the very people who have carried us through this pandemic, who have delivered essential workers to work, are now at risk of losing their paychecks and their health care,\" Tumlin said. \"... These folks are heroes.\"\u003c/p>\n\u003cp>Muni is only the latest in a growing list of Bay Area transit agencies forced to contemplate — or go ahead with — worker layoffs. \u003c/p>\n\u003cp>Earlier this month, the Golden Gate Bridge, Highway and Transportation District \u003ca href=\"https://www.kqed.org/news/11847305/golden-gate-bridge-district-considers-layoffs-major-toll-hike-as-covid-19-fiscal-crisis-deepens\" rel=\"noopener noreferrer\" target=\"_blank\">voted to lay off 146 employees\u003c/a>, virtually all of them in the agency's bus and ferry operations. \u003c/p>\n\u003cp>BART, which is staring at a budget deficit of $177 million in fiscal 2021-22, has launched an early retirement incentive program to see how far it can shrink its 3,600-member workforce without resorting to layoffs. Exactly how many employees take advantage of the initiative won't be known until later this month. \u003c/p>\n\u003cp>\u003cem>KQED's Joe Fitzgerald Rodriguez contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Regional Agency Ditches Plan That Would Make Many of Us Permanent Telecommuters",
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"content": "\u003cp>The Bay Area agency in charge of regional transportation planning voted Friday to change course on a plan that would have required most employees of large companies to work from home in coming decades. \u003c/p>\n\u003cp>The Metropolitan Transportation Commission instead opted for a revised proposal that will shift the focus of its effort to reduce greenhouse gas emissions.\u003c/p>\n\u003cp>Instead of mandating that 60% of those working for large employers across the region to telecommute on any given workday — \u003ca href=\"https://sf.streetsblog.org/2020/09/23/make-60-work-from-home-permanently/\" rel=\"noopener noreferrer\" target=\"_blank\">a scenario approved in September\u003c/a> — the amended plan focuses on ways to sharply curtail the share of commuters who drive to work from the current 65%. \u003c/p>\n\u003cp>The initiative is part of \u003ca href=\"https://mtc.ca.gov/our-work/plans-projects/plan-bay-area-2050\" rel=\"noopener noreferrer\" target=\"_blank\">Plan Bay Area 2050\u003c/a>, a comprehensive blueprint for transportation and housing. \u003c/p>\n\u003cp>Under state law, the MTC must adopt a plan that would reduce greenhouse gas emissions by 19% by 2035 or the region would face the loss of at least $100 million a year in funding for traffic congestion relief and other other transportation projects. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But the original 60% work-from-home requirement, a major part of the plan to cut emissions, drew immediate pushback from business groups, transit operators and elected officials who argued it would have lasting negative effects. \u003c/p>\n\u003cp>Those consequences, critics said, could include damage to downtown business districts and an unsustainable loss of revenue for public transit agencies. Opponents also said the mandate didn’t take account of lower-wage office workers who can’t work from home or commute patterns in busy downtown areas where most workers have already abandoned driving alone to work as their commute option of choice. \u003c/p>\n\u003cp>Nick Josefowitz, a San Francisco MTC member and chief policy officer at regional planning think tank SPUR, said the telecommuting mandate “penalized people who are walking to work, biking to work or taking public transit. And it penalized companies that have located in places where people can do that and who encourage people to do that. And it penalized cities that have made huge investments in walking and biking and transit. It was basically saying if you walk to work, you’re still being forced to work from home. And there’s no environmental benefit in that.” \u003c/p>\n\u003cp>The amended proposal takes on the issue of reducing car trips from another angle. Instead of declaring that 60% of workers must work from home on a given day by the year 2035, it mandates that “no more than 40 percent of each employer’s workforce would be eligible to commute by auto on an average workday.” \u003c/p>\n\u003cp>The revised plan approved Friday leaves it up to major employers how to reach that goal by using a broad palette of incentives — or disincentives. \u003c/p>\n\u003cp>Inducements to use sustainable means to get to work could include free or subsidized transit passes, bike and e-bike subsidies and giveaways, on-site employee housing, housing subsidies for employees residing in walkable transit-rich communities or simply paying workers cash for walking, biking or telecommuting. \u003c/p>\n\u003cp>Measures to discourage driving could include getting rid of parking lots and garages and imposing higher parking fees.\u003c/p>\n\u003cp>The revised plan “provide a lot of flexibility,” Josefowitz said. “Ultimately I think it acknowledges that it doesn’t really matter if someone is biking to work or walking to work or taking transit — or in some cases working from home — as long as we have fewer and fewer people who are driving to work alone and causing the kind of crippling congestion the Bay Area has seen for so long and creating such environmental damage.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The entire Plan Bay Area 2050, which will set priorities for how to spend hundreds of billions of dollars on transportation and housing initiatives over the next three decades, is expected to be approved. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Bay Area agency in charge of regional transportation planning voted Friday to change course on a plan that would have required most employees of large companies to work from home in coming decades. \u003c/p>\n\u003cp>The Metropolitan Transportation Commission instead opted for a revised proposal that will shift the focus of its effort to reduce greenhouse gas emissions.\u003c/p>\n\u003cp>Instead of mandating that 60% of those working for large employers across the region to telecommute on any given workday — \u003ca href=\"https://sf.streetsblog.org/2020/09/23/make-60-work-from-home-permanently/\" rel=\"noopener noreferrer\" target=\"_blank\">a scenario approved in September\u003c/a> — the amended plan focuses on ways to sharply curtail the share of commuters who drive to work from the current 65%. \u003c/p>\n\u003cp>The initiative is part of \u003ca href=\"https://mtc.ca.gov/our-work/plans-projects/plan-bay-area-2050\" rel=\"noopener noreferrer\" target=\"_blank\">Plan Bay Area 2050\u003c/a>, a comprehensive blueprint for transportation and housing. \u003c/p>\n\u003cp>Under state law, the MTC must adopt a plan that would reduce greenhouse gas emissions by 19% by 2035 or the region would face the loss of at least $100 million a year in funding for traffic congestion relief and other other transportation projects. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But the original 60% work-from-home requirement, a major part of the plan to cut emissions, drew immediate pushback from business groups, transit operators and elected officials who argued it would have lasting negative effects. \u003c/p>\n\u003cp>Those consequences, critics said, could include damage to downtown business districts and an unsustainable loss of revenue for public transit agencies. Opponents also said the mandate didn’t take account of lower-wage office workers who can’t work from home or commute patterns in busy downtown areas where most workers have already abandoned driving alone to work as their commute option of choice. \u003c/p>\n\u003cp>Nick Josefowitz, a San Francisco MTC member and chief policy officer at regional planning think tank SPUR, said the telecommuting mandate “penalized people who are walking to work, biking to work or taking public transit. And it penalized companies that have located in places where people can do that and who encourage people to do that. And it penalized cities that have made huge investments in walking and biking and transit. It was basically saying if you walk to work, you’re still being forced to work from home. And there’s no environmental benefit in that.” \u003c/p>\n\u003cp>The amended proposal takes on the issue of reducing car trips from another angle. Instead of declaring that 60% of workers must work from home on a given day by the year 2035, it mandates that “no more than 40 percent of each employer’s workforce would be eligible to commute by auto on an average workday.” \u003c/p>\n\u003cp>The revised plan approved Friday leaves it up to major employers how to reach that goal by using a broad palette of incentives — or disincentives. \u003c/p>\n\u003cp>Inducements to use sustainable means to get to work could include free or subsidized transit passes, bike and e-bike subsidies and giveaways, on-site employee housing, housing subsidies for employees residing in walkable transit-rich communities or simply paying workers cash for walking, biking or telecommuting. \u003c/p>\n\u003cp>Measures to discourage driving could include getting rid of parking lots and garages and imposing higher parking fees.\u003c/p>\n\u003cp>The revised plan “provide a lot of flexibility,” Josefowitz said. “Ultimately I think it acknowledges that it doesn’t really matter if someone is biking to work or walking to work or taking transit — or in some cases working from home — as long as we have fewer and fewer people who are driving to work alone and causing the kind of crippling congestion the Bay Area has seen for so long and creating such environmental damage.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The entire Plan Bay Area 2050, which will set priorities for how to spend hundreds of billions of dollars on transportation and housing initiatives over the next three decades, is expected to be approved. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>San Francisco’s Municipal Transportation Agency will be forced to redo part of a $52 million tunnel project because of a decision during construction two years ago that has led to potential stability problems along tracks used by several Muni light-rail lines.\u003c/p>\n\u003cp>Fixing the track work on the Twin Peaks Tunnel — a high-profile project marked by a series of difficulties, including the death of a worker struck by a falling beam — could cost tens of millions of dollars.\u003c/p>\n\u003cp>SFMTA officials first disclosed the issue last month to the agency’s board. The potential cost was first discussed publicly Tuesday during an SFMTA presentation to the San Francisco County Transportation Authority board.\u003c/p>\n\u003cp>The tunnel project included seismic retrofitting of the 2-mile-long structure, which first opened in 1918, and replacement of its 50-year-old track structure, including rails, ties and the ballast rock that provides a stable rail bed and allows water to drain from the trackway.\u003c/p>\n\u003cp>Julie Kirschbaum, the SFMTA’s director of transit, told the Transportation Authority board, a body made up of all 11 members of the Board of Supervisors, that instead of replacing the ballast rock during the project, as specified in \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2018/01/2-6-18_item_14_contract_award_-_twin_peaks_tunnel.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">the project contract\u003c/a>, “a decision was made” to reuse the ballast that had been in place for decades.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Tom Maguire, SFMTA director of sustainable streets\"]‘A competent contractor should be able to do work like this right. This is basic rail construction.’[/pullquote]\u003c/p>\n\u003cp>“If the ballast had been cleaned and kind of shaken out so that all of the mud and fine particles were removed, reusing the ballast probably would have been a cost-effective and time-effective strategy,” Kirschbaum said. “But it wasn’t. And as a result, we now have ballast that is really more mud than rock and needs to be addressed.”\u003c/p>\n\u003cp>In an answer to a question from Supervisor Rafael Mandelman, Kirschbaum said the cost of having a contractor go in and replace the ballast would be in the millions of dollars.\u003c/p>\n\u003cp>“Millions or tens of millions?” Mandelman asked.\u003c/p>\n\u003cp>“I think tens of millions,” Kirschbaum said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In her initial presentation on the issue, during an Oct. 20 SFMTA board meeting, Kirschbaum said that when the tunnel work began in 2018, contractors discovered the old ballast was contaminated with a higher level of heavy metals than had been anticipated. That made the ballast “more costly to handle and more costly to dispose of,” she said.\u003c/p>\n\u003cp>“In order to keep the project on-time and on-budget, the decision was made to reuse rather than replace the ballast,” Kirschbaum said in October. \u003c/p>\n\u003cp>Mandelman noted Kirschbaum’s statement on Tuesday that “a decision was made” to reuse the uncleaned ballast and asked her who was responsible. Tom Maguire, the SFMTA’s director of sustainable streets, said the decision had been made jointly by agency staff and the project’s contractor, a joint venture involving Oakland’s Shimmick Construction and San Francisco-based Con-Quest Contractors.\u003c/p>\n\u003cp>“They had to weigh a couple of tricky issues in the field, including the possibility that some of the material might be contaminated and might need to be removed,” Maguire said. “However, that critical decision needed to have been elevated sooner and faster with a comprehensive view of all the risks” involved in leaving the old ballast in place.\u003c/p>\n\u003cp>Maguire told the SFMTA board in October that the agency was discussing the issue with the City Attorney’s Office “and figuring out how to hold the contractor accountable.”\u003c/p>\n\u003cp>“A competent contractor should be able to do work like this right,” Maguire told board. “This is basic rail construction.”\u003c/p>\n\u003cp>In her own October presentation to the SFMTA board, Kirschbaum said that while the ballast problem didn’t pose an immediate safety problem, inspections have determined that track stability issues are likely to develop in one particular location in the tunnel’s eastern half.\u003c/p>\n\u003cp>“Where we know it’s going to erode first based on visual inspections and what we’ve seen over the last two years is around the Eureka Curve,” between the Forest Hill and Castro stations, Kirschbaum said. \u003c/p>\n\u003ch3>‘Out of Excuses’\u003c/h3>\n\u003cp>Tuesday’s details about the tunnel issue emerged just days after \u003ca href=\"https://www.sfmta.com/blog/central-subway-slowed-covid-19-still-making-progress\" target=\"_blank\" rel=\"noopener noreferrer\">the SFMTA acknowledged\u003c/a> that its long-delayed Central Subway project will blow through another completion target date and likely not open until 2022.\u003c/p>\n\u003cp>The Twin Peaks Tunnel problem, on top of delays in other major projects and \u003ca href=\"https://sf.streetsblog.org/2020/09/02/bad-splices-point-to-fundamental-problems-at-muni/\" target=\"_blank\" rel=\"noopener noreferrer\">an embarrassing August mishap\u003c/a> in which spliced electrical wires derailed the SFMTA’s attempt to relaunch Muni Metro light-rail service, prompted an exasperated response from Supervisor Aaron Peskin, who chairs the transportation board.\u003c/p>\n\u003cp>“If this were just the Central Subway … I’d be frustrated,” Peskin said. “But when you add the ballast in the tunnel, and when you add the — frankly, I’m going to say it — screw-up relative to the splices, when you add that to the Van Ness BRT (bus rapid transit) delays, which is nowhere near as complicated as these other projects, you’re just, as I said in \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Central-Subway-delayed-again-until-2022-15727909.php\" target=\"_blank\" rel=\"noopener noreferrer\">the newspaper\u003c/a> the other day, you’re out of excuses.”\u003c/p>\n\u003cp>SFMTA officials didn’t immediately respond to questions about when the ballast replacement work will begin. Except for its brief, troubled reopening in August, all Muni Metro light-rail service has been shut down since shortly after COVID-19 shelter-at-home orders were imposed in March.\u003c/p>\n\u003cp>[aside label='Related Coverage' tag='twin-peaks-tunnel']The Twin Peaks Tunnel work took place during the summer of 2018 and was marked by a series of missteps and one construction tragedy.\u003c/p>\n\u003cp>Muni’s use of bus shuttles to replace light-rail service through the tunnel during the two months of construction exposed a major shortage of coach operators and \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Twin-Peaks-Tunnel-closure-compounds-Muni-driver-13153530.php\" target=\"_blank\" rel=\"noopener noreferrer\">threw citywide bus service into disarray\u003c/a>.\u003c/p>\n\u003cp>As work on the project was near completion, a falling beam killed Colusa County construction worker Patrick Ricketts, 51. That brought to light \u003ca href=\"https://www.kqed.org/news/11686976/muni-chief-downplays-safety-concerns-in-sf-tunnel-project-after-worker-death\" target=\"_blank\" rel=\"noopener noreferrer\">a long history of safety violations\u003c/a> by Oakland-based Shimmick Construction, one of the project’s principal contractors. Cal/OSHA fined Shimmick and its joint venture partner in the project, San Francisco-based Con-Quest, $65,300 for safety infractions related to Ricketts’ death.\u003c/p>\n\u003cp>When the tunnel reopened, service was subject to repeated delays attributed to problems with trackside train control equipment. After nearly three weeks of frequently disrupted service, \u003ca href=\"https://www.kqed.org/news/11691978/muni-says-contractors-mistakes-on-tunnel-project-causing-new-delays-in-service\" target=\"_blank\" rel=\"noopener noreferrer\">Muni said\u003c/a> that a contractor’s crew had damaged the trackside equipment while doing follow-up work on the project.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco’s Municipal Transportation Agency will be forced to redo part of a $52 million tunnel project because of a decision during construction two years ago that has led to potential stability problems along tracks used by several Muni light-rail lines.\u003c/p>\n\u003cp>Fixing the track work on the Twin Peaks Tunnel — a high-profile project marked by a series of difficulties, including the death of a worker struck by a falling beam — could cost tens of millions of dollars.\u003c/p>\n\u003cp>SFMTA officials first disclosed the issue last month to the agency’s board. The potential cost was first discussed publicly Tuesday during an SFMTA presentation to the San Francisco County Transportation Authority board.\u003c/p>\n\u003cp>The tunnel project included seismic retrofitting of the 2-mile-long structure, which first opened in 1918, and replacement of its 50-year-old track structure, including rails, ties and the ballast rock that provides a stable rail bed and allows water to drain from the trackway.\u003c/p>\n\u003cp>Julie Kirschbaum, the SFMTA’s director of transit, told the Transportation Authority board, a body made up of all 11 members of the Board of Supervisors, that instead of replacing the ballast rock during the project, as specified in \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2018/01/2-6-18_item_14_contract_award_-_twin_peaks_tunnel.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">the project contract\u003c/a>, “a decision was made” to reuse the ballast that had been in place for decades.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In her initial presentation on the issue, during an Oct. 20 SFMTA board meeting, Kirschbaum said that when the tunnel work began in 2018, contractors discovered the old ballast was contaminated with a higher level of heavy metals than had been anticipated. That made the ballast “more costly to handle and more costly to dispose of,” she said.\u003c/p>\n\u003cp>“In order to keep the project on-time and on-budget, the decision was made to reuse rather than replace the ballast,” Kirschbaum said in October. \u003c/p>\n\u003cp>Mandelman noted Kirschbaum’s statement on Tuesday that “a decision was made” to reuse the uncleaned ballast and asked her who was responsible. Tom Maguire, the SFMTA’s director of sustainable streets, said the decision had been made jointly by agency staff and the project’s contractor, a joint venture involving Oakland’s Shimmick Construction and San Francisco-based Con-Quest Contractors.\u003c/p>\n\u003cp>“They had to weigh a couple of tricky issues in the field, including the possibility that some of the material might be contaminated and might need to be removed,” Maguire said. “However, that critical decision needed to have been elevated sooner and faster with a comprehensive view of all the risks” involved in leaving the old ballast in place.\u003c/p>\n\u003cp>Maguire told the SFMTA board in October that the agency was discussing the issue with the City Attorney’s Office “and figuring out how to hold the contractor accountable.”\u003c/p>\n\u003cp>“A competent contractor should be able to do work like this right,” Maguire told board. “This is basic rail construction.”\u003c/p>\n\u003cp>In her own October presentation to the SFMTA board, Kirschbaum said that while the ballast problem didn’t pose an immediate safety problem, inspections have determined that track stability issues are likely to develop in one particular location in the tunnel’s eastern half.\u003c/p>\n\u003cp>“Where we know it’s going to erode first based on visual inspections and what we’ve seen over the last two years is around the Eureka Curve,” between the Forest Hill and Castro stations, Kirschbaum said. \u003c/p>\n\u003ch3>‘Out of Excuses’\u003c/h3>\n\u003cp>Tuesday’s details about the tunnel issue emerged just days after \u003ca href=\"https://www.sfmta.com/blog/central-subway-slowed-covid-19-still-making-progress\" target=\"_blank\" rel=\"noopener noreferrer\">the SFMTA acknowledged\u003c/a> that its long-delayed Central Subway project will blow through another completion target date and likely not open until 2022.\u003c/p>\n\u003cp>The Twin Peaks Tunnel problem, on top of delays in other major projects and \u003ca href=\"https://sf.streetsblog.org/2020/09/02/bad-splices-point-to-fundamental-problems-at-muni/\" target=\"_blank\" rel=\"noopener noreferrer\">an embarrassing August mishap\u003c/a> in which spliced electrical wires derailed the SFMTA’s attempt to relaunch Muni Metro light-rail service, prompted an exasperated response from Supervisor Aaron Peskin, who chairs the transportation board.\u003c/p>\n\u003cp>“If this were just the Central Subway … I’d be frustrated,” Peskin said. “But when you add the ballast in the tunnel, and when you add the — frankly, I’m going to say it — screw-up relative to the splices, when you add that to the Van Ness BRT (bus rapid transit) delays, which is nowhere near as complicated as these other projects, you’re just, as I said in \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Central-Subway-delayed-again-until-2022-15727909.php\" target=\"_blank\" rel=\"noopener noreferrer\">the newspaper\u003c/a> the other day, you’re out of excuses.”\u003c/p>\n\u003cp>SFMTA officials didn’t immediately respond to questions about when the ballast replacement work will begin. Except for its brief, troubled reopening in August, all Muni Metro light-rail service has been shut down since shortly after COVID-19 shelter-at-home orders were imposed in March.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The Twin Peaks Tunnel work took place during the summer of 2018 and was marked by a series of missteps and one construction tragedy.\u003c/p>\n\u003cp>Muni’s use of bus shuttles to replace light-rail service through the tunnel during the two months of construction exposed a major shortage of coach operators and \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Twin-Peaks-Tunnel-closure-compounds-Muni-driver-13153530.php\" target=\"_blank\" rel=\"noopener noreferrer\">threw citywide bus service into disarray\u003c/a>.\u003c/p>\n\u003cp>As work on the project was near completion, a falling beam killed Colusa County construction worker Patrick Ricketts, 51. That brought to light \u003ca href=\"https://www.kqed.org/news/11686976/muni-chief-downplays-safety-concerns-in-sf-tunnel-project-after-worker-death\" target=\"_blank\" rel=\"noopener noreferrer\">a long history of safety violations\u003c/a> by Oakland-based Shimmick Construction, one of the project’s principal contractors. Cal/OSHA fined Shimmick and its joint venture partner in the project, San Francisco-based Con-Quest, $65,300 for safety infractions related to Ricketts’ death.\u003c/p>\n\u003cp>When the tunnel reopened, service was subject to repeated delays attributed to problems with trackside train control equipment. After nearly three weeks of frequently disrupted service, \u003ca href=\"https://www.kqed.org/news/11691978/muni-says-contractors-mistakes-on-tunnel-project-causing-new-delays-in-service\" target=\"_blank\" rel=\"noopener noreferrer\">Muni said\u003c/a> that a contractor’s crew had damaged the trackside equipment while doing follow-up work on the project.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"soldout": {
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"title": "SOLD OUT: Rethinking Housing in America",
"tagline": "A new future for housing",
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