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"title": "SF Taxi Drivers Say the Medallion Crisis Is Killing Them, Literally",
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"content": "\u003cp>There are often hundreds of drivers gathered in the taxi lot at San Francisco International Airport, in the back of the lower level of the garage.\u003c/p>\n\u003cp>When I arrived around 10 a.m. on a recent day, one driver was vacuuming his cab. Nearby, a pair of drivers were playing cards on the hood of a taxi. Others huddled around a bench, smoking cigarettes and chatting.\u003c/p>\n\u003cp>For most of these drivers, there’s a lot of waiting these days.\u003c/p>\n\u003cfigure id=\"attachment_11799433\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799433\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-800x533.jpg\" alt=\"Taxis wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. With about 500 taxi drivers coming to SFO daily, each driver may get only as few as three rides a day.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxis wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. With about 500 taxi drivers coming to SFO daily, each driver may get only as few as three rides a day. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Namdev Sharma has been here for three hours, and he’s still waiting for the first fare of the day.\u003c/p>\n\u003cp>“I have no time for my children,” Sharma said. “It’s not a life to sit here and wait and wait, and then to get ready for the next day to do the same thing.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Sharma is one of more than 700 drivers in San Francisco who took out large loans to buy medallions, the licenses to operate a cab. But now that Lyft and Uber have decimated the taxi industry, drivers aren’t making nearly enough to cover their loan payments.\u003c/p>\n\u003cp>Sharma has paid $80,000 toward his medallion, nearly a third of the total cost. If he were to default now on the loan, he would lose all of the money he paid in, which would be a devastating blow for him and his family. It’s his entire life savings.\u003c/p>\n\u003cfigure id=\"attachment_11799435\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799435\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-800x533.jpg\" alt=\"Taxi drivers Ali Asghar (L) and Namdev Sharma (R) talk while they wait for a fare at San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi drivers Ali Asghar (L) and Namdev Sharma (R) talk while they wait for a fare at San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A decade ago, San Francisco made tens of millions of dollars selling taxi medallions to drivers for $250,000 a piece. But now the medallion market is frozen — no one has bought one in almost four years.\u003c/p>\n\u003cp>Because there are no buyers for medallions, those who have one are stuck with it, and they are shackled to the loan payments. So even though there are often so few fares that drivers struggle to make even minimum wage, their only option is to keep driving and driving.\u003c/p>\n\u003cfigure id=\"attachment_11799432\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799432\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-800x533.jpg\" alt=\"A taxi meter at the San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A taxi meter at the San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Berth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Nearly everyone at the SFO taxi lot had a story of loss and suffering. Some, like Sharma, lost their homes and are renting now.\u003c/p>\n\u003cp>When Sameh Alshriedeh lost his home, he didn’t have enough money for rent and said he was forced to take his family to a homeless shelter.\u003c/p>\n\u003cp>For the past three years, Ali Alikhani said he’s been using his Social Security money to pay off the medallion loan every month.\u003c/p>\n\u003cp>The pain can also be physical. Abdelellah Alhimsi said he ground his teeth so hard that he broke the night guard he wore to protect them. He couldn’t afford the $500 to replace it, and after breaking the guard, broke five of his teeth, he said.\u003c/p>\n\u003cp>Another driver, Ali Asghar, said he’s been suffering anxiety attacks at night.\u003c/p>\n\u003cp>“Sometimes I get up early, like nighttime when I’m sleeping, and I am freaked out and all sweaty,” Asghar said. “Then I put my kids in front of me. I say we’re living in America, my kids are suffering. How will be their future?”\u003c/p>\n\u003cp>Several drivers have died from illnesses commonly related to stress. \u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">KQED reported on the story of Edward Agababian\u003c/a> who died in his cab at age 59 from a torn aorta. Three weeks ago, Muhamed Tokmic-Muha passed away at his home — he was only 51 years old. Fellow drivers are now \u003ca href=\"https://www.gofundme.com/f/final-expenses-for-muhamed-tokmic-muha?utm_source=twitter&utm_medium=social&utm_campaign=p_cp+share-sheet\">trying to help the family raise money for the funeral\u003c/a>.\u003c/p>\n\u003cp>A few months ago, Alikhani said he found another driver dead in a cab. He had apparently been waiting for a fare and had had a heart attack. Alikhani said he can still see his colleague’s face, laying dead in the taxi.\u003c/p>\n\u003cfigure id=\"attachment_11799434\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799434\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-800x533.jpg\" alt=\"Taxi driver Ejaz Ahmed shows his medallion.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi driver Ejaz Ahmed shows his medallion. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco has made tweaks to the medallion program, but it is not offering to buy them back. New York City, on the other hand, is working on a debt relief program for their drivers.\u003c/p>\n\u003cp>Alikhani said he hopes San Francisco will do something similar.\u003c/p>\n\u003cp>“The only thing I am asking is that the city of San Francisco pay me off and buy me out, that’s it,” Alikhani said.\u003c/p>\n\u003cp>The groundwork for the medallion crisis was laid in 2010, when a budget deficit followed on the heels of a financial recession. Then-Mayor Gavin Newsom directed the city to start selling taxi medallions. Before then, medallions were awarded on a seniority system, and drivers would wait years to get one.\u003c/p>\n\u003cfigure id=\"attachment_11799437\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799437\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-800x533.jpg\" alt=\"Ejaz Ahmed waits in the short term parking garage at San Francisco International Airport on Jan. 30, 2020. Taxi drivers can often wait up to an hour or more waiting to pick up a fare.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Ejaz Ahmed waits in the short-term parking garage at San Francisco International Airport on Jan. 30, 2020. Taxi drivers can often wait up to an hour or more waiting to pick up a fare. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco turned to a local credit union to finance the medallion sales. The city encouraged the San Francisco Federal Credit Union to issue subprime loans to drivers, many of whom had bad or no credit.\u003c/p>\n\u003cp>Jon Cohen, a lawyer for the credit union, said it only agreed at the time because the city promised to maintain a viable market for medallions.\u003c/p>\n\u003cp>[aside label=\"related coverage\" tag=\"taxis\"]“By basically allowing the medallion market to die on the vine along with most of the cab market as well, they breached that obligation,” Cohen said. “It’s our position that there were lots of things the city could have and may have done too late or chosen not to do at all that led to the demise of the taxi market as a whole.”\u003c/p>\n\u003cp>Cohen says the city could have decided to regulate Lyft and Uber locally instead of abdicating responsibility to the state. For example, he said, San Francisco could have made the ride-hailing platforms to play by the same rules as existing cabs and acquire medallions to operate their businesses.\u003c/p>\n\u003cp>When Ed Lee was mayor, he embraced Lyft and Uber, and even held an official “Lyft Day” at City Hall to celebrate the company.\u003c/p>\n\u003cp>Mayor London Breed’s office did not respond to a request for comment.\u003c/p>\n\u003cp>The credit union is now suing the city for failing to maintain a market for medallions, as it believes the medallion laws and lending agreement with the city guarantee. But even if the credit union wins, it’s not clear that the drivers will get back the money they’ve poured into their medallions. That would mean $200,000 lost for driver Ejaz Ahmed — his entire life savings.\u003c/p>\n\u003cfigure id=\"attachment_11799436\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799436\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-800x533.jpg\" alt=\"Taxi drivers play cards while they wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi drivers play cards while they wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ahmed hopes that people in San Francisco will put pressure on the supervisors and mayor to refund the medallion money, citing the city’s progressive politics and culture that enticed him to move here.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“I do not have any hope on the board of supervisors,” Ahmed said. “I do have a belief in the people of San Francisco, that they will step in and they will force [the city] to refund the taxi drivers’ money back.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>There are often hundreds of drivers gathered in the taxi lot at San Francisco International Airport, in the back of the lower level of the garage.\u003c/p>\n\u003cp>When I arrived around 10 a.m. on a recent day, one driver was vacuuming his cab. Nearby, a pair of drivers were playing cards on the hood of a taxi. Others huddled around a bench, smoking cigarettes and chatting.\u003c/p>\n\u003cp>For most of these drivers, there’s a lot of waiting these days.\u003c/p>\n\u003cfigure id=\"attachment_11799433\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799433\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-800x533.jpg\" alt=\"Taxis wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. With about 500 taxi drivers coming to SFO daily, each driver may get only as few as three rides a day.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxis wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. With about 500 taxi drivers coming to SFO daily, each driver may get only as few as three rides a day. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Namdev Sharma has been here for three hours, and he’s still waiting for the first fare of the day.\u003c/p>\n\u003cp>“I have no time for my children,” Sharma said. “It’s not a life to sit here and wait and wait, and then to get ready for the next day to do the same thing.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Sharma is one of more than 700 drivers in San Francisco who took out large loans to buy medallions, the licenses to operate a cab. But now that Lyft and Uber have decimated the taxi industry, drivers aren’t making nearly enough to cover their loan payments.\u003c/p>\n\u003cp>Sharma has paid $80,000 toward his medallion, nearly a third of the total cost. If he were to default now on the loan, he would lose all of the money he paid in, which would be a devastating blow for him and his family. It’s his entire life savings.\u003c/p>\n\u003cfigure id=\"attachment_11799435\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799435\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-800x533.jpg\" alt=\"Taxi drivers Ali Asghar (L) and Namdev Sharma (R) talk while they wait for a fare at San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi drivers Ali Asghar (L) and Namdev Sharma (R) talk while they wait for a fare at San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A decade ago, San Francisco made tens of millions of dollars selling taxi medallions to drivers for $250,000 a piece. But now the medallion market is frozen — no one has bought one in almost four years.\u003c/p>\n\u003cp>Because there are no buyers for medallions, those who have one are stuck with it, and they are shackled to the loan payments. So even though there are often so few fares that drivers struggle to make even minimum wage, their only option is to keep driving and driving.\u003c/p>\n\u003cfigure id=\"attachment_11799432\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799432\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-800x533.jpg\" alt=\"A taxi meter at the San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A taxi meter at the San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Berth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Nearly everyone at the SFO taxi lot had a story of loss and suffering. Some, like Sharma, lost their homes and are renting now.\u003c/p>\n\u003cp>When Sameh Alshriedeh lost his home, he didn’t have enough money for rent and said he was forced to take his family to a homeless shelter.\u003c/p>\n\u003cp>For the past three years, Ali Alikhani said he’s been using his Social Security money to pay off the medallion loan every month.\u003c/p>\n\u003cp>The pain can also be physical. Abdelellah Alhimsi said he ground his teeth so hard that he broke the night guard he wore to protect them. He couldn’t afford the $500 to replace it, and after breaking the guard, broke five of his teeth, he said.\u003c/p>\n\u003cp>Another driver, Ali Asghar, said he’s been suffering anxiety attacks at night.\u003c/p>\n\u003cp>“Sometimes I get up early, like nighttime when I’m sleeping, and I am freaked out and all sweaty,” Asghar said. “Then I put my kids in front of me. I say we’re living in America, my kids are suffering. How will be their future?”\u003c/p>\n\u003cp>Several drivers have died from illnesses commonly related to stress. \u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">KQED reported on the story of Edward Agababian\u003c/a> who died in his cab at age 59 from a torn aorta. Three weeks ago, Muhamed Tokmic-Muha passed away at his home — he was only 51 years old. Fellow drivers are now \u003ca href=\"https://www.gofundme.com/f/final-expenses-for-muhamed-tokmic-muha?utm_source=twitter&utm_medium=social&utm_campaign=p_cp+share-sheet\">trying to help the family raise money for the funeral\u003c/a>.\u003c/p>\n\u003cp>A few months ago, Alikhani said he found another driver dead in a cab. He had apparently been waiting for a fare and had had a heart attack. Alikhani said he can still see his colleague’s face, laying dead in the taxi.\u003c/p>\n\u003cfigure id=\"attachment_11799434\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799434\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-800x533.jpg\" alt=\"Taxi driver Ejaz Ahmed shows his medallion.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi driver Ejaz Ahmed shows his medallion. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco has made tweaks to the medallion program, but it is not offering to buy them back. New York City, on the other hand, is working on a debt relief program for their drivers.\u003c/p>\n\u003cp>Alikhani said he hopes San Francisco will do something similar.\u003c/p>\n\u003cp>“The only thing I am asking is that the city of San Francisco pay me off and buy me out, that’s it,” Alikhani said.\u003c/p>\n\u003cp>The groundwork for the medallion crisis was laid in 2010, when a budget deficit followed on the heels of a financial recession. Then-Mayor Gavin Newsom directed the city to start selling taxi medallions. Before then, medallions were awarded on a seniority system, and drivers would wait years to get one.\u003c/p>\n\u003cfigure id=\"attachment_11799437\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799437\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-800x533.jpg\" alt=\"Ejaz Ahmed waits in the short term parking garage at San Francisco International Airport on Jan. 30, 2020. Taxi drivers can often wait up to an hour or more waiting to pick up a fare.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Ejaz Ahmed waits in the short-term parking garage at San Francisco International Airport on Jan. 30, 2020. Taxi drivers can often wait up to an hour or more waiting to pick up a fare. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco turned to a local credit union to finance the medallion sales. The city encouraged the San Francisco Federal Credit Union to issue subprime loans to drivers, many of whom had bad or no credit.\u003c/p>\n\u003cp>Jon Cohen, a lawyer for the credit union, said it only agreed at the time because the city promised to maintain a viable market for medallions.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“By basically allowing the medallion market to die on the vine along with most of the cab market as well, they breached that obligation,” Cohen said. “It’s our position that there were lots of things the city could have and may have done too late or chosen not to do at all that led to the demise of the taxi market as a whole.”\u003c/p>\n\u003cp>Cohen says the city could have decided to regulate Lyft and Uber locally instead of abdicating responsibility to the state. For example, he said, San Francisco could have made the ride-hailing platforms to play by the same rules as existing cabs and acquire medallions to operate their businesses.\u003c/p>\n\u003cp>When Ed Lee was mayor, he embraced Lyft and Uber, and even held an official “Lyft Day” at City Hall to celebrate the company.\u003c/p>\n\u003cp>Mayor London Breed’s office did not respond to a request for comment.\u003c/p>\n\u003cp>The credit union is now suing the city for failing to maintain a market for medallions, as it believes the medallion laws and lending agreement with the city guarantee. But even if the credit union wins, it’s not clear that the drivers will get back the money they’ve poured into their medallions. That would mean $200,000 lost for driver Ejaz Ahmed — his entire life savings.\u003c/p>\n\u003cfigure id=\"attachment_11799436\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799436\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-800x533.jpg\" alt=\"Taxi drivers play cards while they wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi drivers play cards while they wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ahmed hopes that people in San Francisco will put pressure on the supervisors and mayor to refund the medallion money, citing the city’s progressive politics and culture that enticed him to move here.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I do not have any hope on the board of supervisors,” Ahmed said. “I do have a belief in the people of San Francisco, that they will step in and they will force [the city] to refund the taxi drivers’ money back.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "market-street-is-now-car-free-your-questions-answered",
"title": "Market Street Is Now Car Free: Your Questions, Answered",
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"content": "\u003cp>After months of planning, and with some fanfare, San Francisco’s Market Street finally \u003ca href=\"https://www.kqed.org/news/11797529/san-franciscos-market-street-is-going-car-free-next-week-7-things-you-need-to-know\">went car free Wednesday \u003c/a> — a large stretch of it, at least.\u003c/p>\n\u003cp>As part of the city’s Better Market Street initiative, private vehicles are no longer permitted to travel along the busiest stretch of Market Street, from just east of Van Ness Avenue to the Embarcadero. Muni buses and streetcars, paratransit vehicles, city-regulated taxis, commercial vehicles like delivery trucks and emergency vehicles are all still permitted.\u003c/p>\n\u003cp>https://twitter.com/sfmta_muni/status/1222610762977251328\u003c/p>\n\u003cp>KQED transportation editor Dan Brekke answered your questions about San Francisco’s move to take Market Street car free in a \u003ca href=\"https://www.reddit.com/r/bayarea/comments/evrrkv/im_dan_brekke_transit_reporter_at_kqed_whos_been/\">AMA (“Ask Me Anything”) Q&A on Reddit\u003c/a> Wednesday. From scooters to how much this is a glimpse of the future, here’s a selection of his answers on how Market Street’s new transit-friendly system will work.\u003c/p>\n\u003cp>(Some questions and answers have been edited for length and clarity: original Q&A is available \u003ca href=\"https://www.reddit.com/r/bayarea/comments/evrrkv/im_dan_brekke_transit_reporter_at_kqed_whos_been/\">here\u003c/a>.)\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>What traffic situation on surrounding streets do you foresee? I live in a part of the city that’s very underserved by Muni and drive to work. Biking isn’t an option.\u003c/strong>\u003c/p>\n\u003cp>“Generally, it seems predictable that there will be more congestion in the downtown/Financial District in the short term. Longer term, as people get used to the restrictions and more choose other alternatives to travel into the heart of the city, I think it’s likewise predictable that things will ease. How much is hard to say — but Muni and other agencies are monitoring the changes carefully.\u003c/p>\n\u003cp>“It’s also worth keeping in mind that other strong disincentives to driving into this area could be coming in the next few years. The main thing I’m thinking about there is the possibility of some sort of congestion pricing (in effect, tolls) being imposed downtown/South of Market.”\u003c/p>\n\u003cp>https://twitter.com/KQED/status/1222625093244739584\u003c/p>\n\u003cp>\u003cstrong>Can I still ride a Vespa down this stretch of Market Street to the office?\u003c/strong>\u003c/p>\n\u003cp>“Confirmed by SFTMA: Vespas not permitted. No private motorcycles either.”\u003c/p>\n\u003cp>\u003cstrong>Do you see places like Oakland adopting this?\u003c/strong>\u003c/p>\n\u003cp>“We’ll see. Downtown San Jose is in for big changes in the next decade as Phase II of the BART Silicon Valley extension gets under way. Ditto for Oakland, which will see an ambitious bus rapid transit project go into operation and has already started reconfiguring streets. Berkeley’s doing a bunch of downtown street re-dos, too, on a slightly smaller scale. One thing for sure — a lot of cities here and elsewhere will be watching San Francisco’s experiment to see how it works.”\u003c/p>\n\u003cfigure id=\"attachment_11798879\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11798879\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/signs.jpg\" alt=\"\" width=\"1920\" height=\"1401\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-160x117.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-800x584.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-1020x744.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The arrival of Market Street’s new car-free zones was met with people holding signs praising the initiative Wednesday morning. \u003ccite>(Tara Siler/KQED News)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>What’s the penalty for driving in the banned area? And can cars still cross the road at least?\u003c/strong>\u003c/p>\n\u003cp>“The penalty for being caught in the act of driving your new Tesla or old beater on the the car-free section of Market (between 10th Street and Steuart Street) is a $238 citation and a point on your driver’s license. But yes: You will still be able to cross Market with no problem other than the masses of other vehicles on nearly all the side streets.”\u003c/p>\n\u003cp>[aside postID=news_11797096,news_11794871,news_11795480 label=\"More: The Bay's Car-Free Future?\"]\u003c/p>\n\u003cp>\u003cstrong>From what I have seen, this is only the first step in the process as shown in concept drawings of different street configurations. What are some of the next changes we will see on Market Street?\u003c/strong>\u003c/p>\n\u003cp>“You’re correct that this is just the beginning of something much bigger. So yes, there will be a complete reconfiguration of Market Street from Octavia Boulevard east to Embarcadero Plaza. \u003c/p>\n\u003cp>“Everything’s going to change — lane configurations, transit loading zones, new bike infrastructure, revamped street crossings for pedestrians, new traffic signals, new overhead Muni electrical systems, plus replacement of old water mains and sewer lines. The first major construction on the project will cover the area from Fifth Street to Eighth Street and is expected to break ground next year.”\u003c/p>\n\u003cp>\u003cstrong>Will bicycle activists be content with a car-free Market Street, or is this only the first in a long list of streets they want to ban cars from?\u003c/strong>\u003c/p>\n\u003cp>“First, let me say that the Market Street changes are not solely or even primarily driven by ‘bicycle activists.’ The SFMTA has a whole list of reasons for the project aside from making the streets safer for alternate modes of transit. Pedestrian safety is a big one, as half a million people a day walk on this part of the street. But transit performance is a big consideration, too — to get more people on buses and trains, and to pave the way for more service, Muni must operate better on Market Street.\u003c/p>\n\u003cp>https://twitter.com/jeffreytumlin/status/1222560120212557825?s=21\u003c/p>\n\u003cp>“So: other streets? Already people are talking about a similar private vehicle ban on Valencia, in the Mission. Personally, I think we’re more likely to see something like this happen first on JFK Drive in Golden Gate Park. But beyond car bans, SFMTA and Public Works have done or will be doing a lot of work to provide protected infrastructure — on Folsom and Howard streets, Fifth Street, Seventh Street, and coming soon, The Embarcadero, among others. You can count on seeing more of those types of projects.”\u003c/p>\n\u003cfigure id=\"attachment_11798882\" class=\"wp-caption aligncenter\" style=\"max-width: 1440px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11798882\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut.jpg\" alt=\"\" width=\"1440\" height=\"961\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-1020x681.jpg 1020w\" sizes=\"(max-width: 1440px) 100vw, 1440px\">\u003cfigcaption class=\"wp-caption-text\">A cyclist rides down a Market Street bike lane, before these new restrictions went into effect. \u003ccite>(San Francisco Bicycle Coalition/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>I wanted to ask about your thoughts on the long-term feasibility of car-alternative transportation in the Bay Area … From what you know about the public’s reception of a car-free Market Street, do you think the public now would be receptive of more aggressive BART expansion? Is there any existing county legislation in the Bay Area preventing this type of expansion?\u003c/strong>\u003c/p>\n\u003cp>“Wouldn’t it be cool if we had one big happy unified regional rail agency with trains and service that people really loved and wanted to ride? One can always dream. \u003c/p>\n\u003cp>“You know, BART is a heavy lift — it’s a very expensive system to build and operate, and the only constant in its history is that it always takes longer to finish stuff than we have been promised. That said, yes, eventually we’ll see more and better BART — the work is ongoing. And if efforts like Seamless Bay Area bear fruit, one day we’ll have a much better integrated regional system of trains, light rail and buses.\u003c/p>\n\u003cp>“We will actually get a serious test of people’s appetite for all this, maybe as early as this November. That’s when we may see a nine-county tax measure on the ballot that would aim to raise $100 billion for big-time transit/transportation improvements. That vote will tell us a lot about where people are on this.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Got more ideas for topics and issues you’d like us to tackle in a Reddit AMA? Message \u003ca href=\"http://reddit.com/u/kqed\">u/kqed\u003c/a> on Reddit, or tweet \u003ca href=\"https://twitter.com/KQED\">@kqed\u003c/a>.\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Most of Market Street in downtown San Francisco went car free permanently on Wednesday. Here are your questions about how it'll all work, answered.",
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"headline": "Market Street Is Now Car Free: Your Questions, Answered",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After months of planning, and with some fanfare, San Francisco’s Market Street finally \u003ca href=\"https://www.kqed.org/news/11797529/san-franciscos-market-street-is-going-car-free-next-week-7-things-you-need-to-know\">went car free Wednesday \u003c/a> — a large stretch of it, at least.\u003c/p>\n\u003cp>As part of the city’s Better Market Street initiative, private vehicles are no longer permitted to travel along the busiest stretch of Market Street, from just east of Van Ness Avenue to the Embarcadero. Muni buses and streetcars, paratransit vehicles, city-regulated taxis, commercial vehicles like delivery trucks and emergency vehicles are all still permitted.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>KQED transportation editor Dan Brekke answered your questions about San Francisco’s move to take Market Street car free in a \u003ca href=\"https://www.reddit.com/r/bayarea/comments/evrrkv/im_dan_brekke_transit_reporter_at_kqed_whos_been/\">AMA (“Ask Me Anything”) Q&A on Reddit\u003c/a> Wednesday. From scooters to how much this is a glimpse of the future, here’s a selection of his answers on how Market Street’s new transit-friendly system will work.\u003c/p>\n\u003cp>(Some questions and answers have been edited for length and clarity: original Q&A is available \u003ca href=\"https://www.reddit.com/r/bayarea/comments/evrrkv/im_dan_brekke_transit_reporter_at_kqed_whos_been/\">here\u003c/a>.)\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>What traffic situation on surrounding streets do you foresee? I live in a part of the city that’s very underserved by Muni and drive to work. Biking isn’t an option.\u003c/strong>\u003c/p>\n\u003cp>“Generally, it seems predictable that there will be more congestion in the downtown/Financial District in the short term. Longer term, as people get used to the restrictions and more choose other alternatives to travel into the heart of the city, I think it’s likewise predictable that things will ease. How much is hard to say — but Muni and other agencies are monitoring the changes carefully.\u003c/p>\n\u003cp>“It’s also worth keeping in mind that other strong disincentives to driving into this area could be coming in the next few years. The main thing I’m thinking about there is the possibility of some sort of congestion pricing (in effect, tolls) being imposed downtown/South of Market.”\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>\u003cstrong>Can I still ride a Vespa down this stretch of Market Street to the office?\u003c/strong>\u003c/p>\n\u003cp>“Confirmed by SFTMA: Vespas not permitted. No private motorcycles either.”\u003c/p>\n\u003cp>\u003cstrong>Do you see places like Oakland adopting this?\u003c/strong>\u003c/p>\n\u003cp>“We’ll see. Downtown San Jose is in for big changes in the next decade as Phase II of the BART Silicon Valley extension gets under way. Ditto for Oakland, which will see an ambitious bus rapid transit project go into operation and has already started reconfiguring streets. Berkeley’s doing a bunch of downtown street re-dos, too, on a slightly smaller scale. One thing for sure — a lot of cities here and elsewhere will be watching San Francisco’s experiment to see how it works.”\u003c/p>\n\u003cfigure id=\"attachment_11798879\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11798879\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/signs.jpg\" alt=\"\" width=\"1920\" height=\"1401\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-160x117.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-800x584.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-1020x744.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The arrival of Market Street’s new car-free zones was met with people holding signs praising the initiative Wednesday morning. \u003ccite>(Tara Siler/KQED News)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>What’s the penalty for driving in the banned area? And can cars still cross the road at least?\u003c/strong>\u003c/p>\n\u003cp>“The penalty for being caught in the act of driving your new Tesla or old beater on the the car-free section of Market (between 10th Street and Steuart Street) is a $238 citation and a point on your driver’s license. But yes: You will still be able to cross Market with no problem other than the masses of other vehicles on nearly all the side streets.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>From what I have seen, this is only the first step in the process as shown in concept drawings of different street configurations. What are some of the next changes we will see on Market Street?\u003c/strong>\u003c/p>\n\u003cp>“You’re correct that this is just the beginning of something much bigger. So yes, there will be a complete reconfiguration of Market Street from Octavia Boulevard east to Embarcadero Plaza. \u003c/p>\n\u003cp>“Everything’s going to change — lane configurations, transit loading zones, new bike infrastructure, revamped street crossings for pedestrians, new traffic signals, new overhead Muni electrical systems, plus replacement of old water mains and sewer lines. The first major construction on the project will cover the area from Fifth Street to Eighth Street and is expected to break ground next year.”\u003c/p>\n\u003cp>\u003cstrong>Will bicycle activists be content with a car-free Market Street, or is this only the first in a long list of streets they want to ban cars from?\u003c/strong>\u003c/p>\n\u003cp>“First, let me say that the Market Street changes are not solely or even primarily driven by ‘bicycle activists.’ The SFMTA has a whole list of reasons for the project aside from making the streets safer for alternate modes of transit. Pedestrian safety is a big one, as half a million people a day walk on this part of the street. But transit performance is a big consideration, too — to get more people on buses and trains, and to pave the way for more service, Muni must operate better on Market Street.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>“So: other streets? Already people are talking about a similar private vehicle ban on Valencia, in the Mission. Personally, I think we’re more likely to see something like this happen first on JFK Drive in Golden Gate Park. But beyond car bans, SFMTA and Public Works have done or will be doing a lot of work to provide protected infrastructure — on Folsom and Howard streets, Fifth Street, Seventh Street, and coming soon, The Embarcadero, among others. You can count on seeing more of those types of projects.”\u003c/p>\n\u003cfigure id=\"attachment_11798882\" class=\"wp-caption aligncenter\" style=\"max-width: 1440px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11798882\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut.jpg\" alt=\"\" width=\"1440\" height=\"961\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-1020x681.jpg 1020w\" sizes=\"(max-width: 1440px) 100vw, 1440px\">\u003cfigcaption class=\"wp-caption-text\">A cyclist rides down a Market Street bike lane, before these new restrictions went into effect. \u003ccite>(San Francisco Bicycle Coalition/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>I wanted to ask about your thoughts on the long-term feasibility of car-alternative transportation in the Bay Area … From what you know about the public’s reception of a car-free Market Street, do you think the public now would be receptive of more aggressive BART expansion? Is there any existing county legislation in the Bay Area preventing this type of expansion?\u003c/strong>\u003c/p>\n\u003cp>“Wouldn’t it be cool if we had one big happy unified regional rail agency with trains and service that people really loved and wanted to ride? One can always dream. \u003c/p>\n\u003cp>“You know, BART is a heavy lift — it’s a very expensive system to build and operate, and the only constant in its history is that it always takes longer to finish stuff than we have been promised. That said, yes, eventually we’ll see more and better BART — the work is ongoing. And if efforts like Seamless Bay Area bear fruit, one day we’ll have a much better integrated regional system of trains, light rail and buses.\u003c/p>\n\u003cp>“We will actually get a serious test of people’s appetite for all this, maybe as early as this November. That’s when we may see a nine-county tax measure on the ballot that would aim to raise $100 billion for big-time transit/transportation improvements. That vote will tell us a lot about where people are on this.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Got more ideas for topics and issues you’d like us to tackle in a Reddit AMA? Message \u003ca href=\"http://reddit.com/u/kqed\">u/kqed\u003c/a> on Reddit, or tweet \u003ca href=\"https://twitter.com/KQED\">@kqed\u003c/a>.\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>With new signage for a “\u003ca href=\"https://www.kqed.org/news/11797529/san-franciscos-market-street-is-going-car-free-next-week-7-things-you-need-to-know\" target=\"_blank\" rel=\"noopener noreferrer\">car-free Market Street\u003c/a>” and a director at the center of a corruption scandal, it’s been a busy couple of days for \u003ca href=\"http://bit.ly/fiorecarfreesign\" target=\"_blank\" rel=\"noopener noreferrer\">San Francisco Public Works\u003c/a>.\u003c/p>\n\u003cp>Public Works Director Mohammed Nuru was \u003ca href=\"https://www.kqed.org/news/11798634/nuru-might-need-to-change-his-twitter-handle\" target=\"_blank\" rel=\"noopener noreferrer\">arrested on Monday\u003c/a> for a wide variety of alleged schemes ranging from attempting to bribe a San Francisco International Airport official to getting city contractors to work on his vacation home for free.\u003c/p>\n\u003cp>Meanwhile, Public Works is at the forefront of a very ambitious effort to boot private automobiles from a large section of Market Street while encouraging bike, bus and pedestrian bliss.\u003c/p>\n\u003cp>And, yes, FBI vehicles will still be allowed on the car-free portion of Market Street.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>With new signage for a “\u003ca href=\"https://www.kqed.org/news/11797529/san-franciscos-market-street-is-going-car-free-next-week-7-things-you-need-to-know\" target=\"_blank\" rel=\"noopener noreferrer\">car-free Market Street\u003c/a>” and a director at the center of a corruption scandal, it’s been a busy couple of days for \u003ca href=\"http://bit.ly/fiorecarfreesign\" target=\"_blank\" rel=\"noopener noreferrer\">San Francisco Public Works\u003c/a>.\u003c/p>\n\u003cp>Public Works Director Mohammed Nuru was \u003ca href=\"https://www.kqed.org/news/11798634/nuru-might-need-to-change-his-twitter-handle\" target=\"_blank\" rel=\"noopener noreferrer\">arrested on Monday\u003c/a> for a wide variety of alleged schemes ranging from attempting to bribe a San Francisco International Airport official to getting city contractors to work on his vacation home for free.\u003c/p>\n\u003cp>Meanwhile, Public Works is at the forefront of a very ambitious effort to boot private automobiles from a large section of Market Street while encouraging bike, bus and pedestrian bliss.\u003c/p>\n\u003cp>And, yes, FBI vehicles will still be allowed on the car-free portion of Market Street.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Time Is Ticking on Controversial SB 50 Bill to Boost New Housing in California",
"title": "Time Is Ticking on Controversial SB 50 Bill to Boost New Housing in California",
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"content": "\u003cp>One of the most watched bills aimed at tackling California's affordable housing shortage is nearing a major vote this week at the state Legislature that will decide whether it lives or dies.\u003c/p>\n\u003cp>State Sen. Scott Wiener's Senate Bill 50 would require cities to allow taller apartment buildings near train stations, high-frequency bus lines and job centers. It would also allow small \u003ca href=\"https://www.latimes.com/politics/la-pol-ca-single-family-zoning-changes-senate-bill-50-legislation-20190513-story.html\" target=\"_blank\" rel=\"noopener noreferrer\">duplexes and fourplexes\u003c/a> where only single-family homes are now permitted.\u003c/p>\n\u003cp>First \u003ca href=\"https://www.kqed.org/news/11655560/eight-stories-tall\" target=\"_blank\" rel=\"noopener noreferrer\">introduced in 2018 as SB 827\u003c/a>, the bill challenged cities' authority to determine what gets built and where within their borders.\u003c/p>\n\u003cp>While opposition to the bill first came from city officials balking at the loss of local control, now the major obstacle to the bill's passage comes from dozens of housing affordability and tenants' rights organizations who contend the bill would further exacerbate growing income inequality throughout the state.\u003c/p>\n\u003cp>In a letter last week to Wiener, a statewide coalition of housing affordability advocates led by The Alliance for Community Transit-Los Angeles, San Francisco-based Council of Community Housing Organizations and others blasted the bill, saying it would encourage more market rate and luxury housing, displacing low-income renters.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Despite months of negotiating, the groups still worry the bill could harm the communities they represent because it wouldn't build enough affordable housing, said Anya Lawler, a policy advocate for the Western Center on Law and Poverty, one of the co-signers of the letter.\u003c/p>\n\u003cp>\"Although we've had a lot of productive conversations on the bill, the version that remains in print is very concerning to us,\" Lawler said. \"We fundamentally believe that in its current form, SB 50 would be damaging to low-income communities and communities of color.\"\u003c/p>\n\u003cp>They were joined by another coalition of more than three dozen tenants' rights organizations, including the Housing Rights Committee of San Francisco, the Los Angeles Tenants Union and others. In \u003ca href=\"https://docs.google.com/document/d/1GgXl4Npa2RjKAIsrTqoh2mlDH8l4YlbtwNkDdMehBzw/edit\" target=\"_blank\" rel=\"noopener noreferrer\">a separate letter\u003c/a> last week to Wiener, the groups said the bill would stimulate speculation by Wall Street and hedge fund landlords and incentivize them to keep units vacant in order to drive up prices.\u003c/p>\n\u003cp>\"The lack of truly affordable homes or substantive, enforceable tenant protections in SB 50 leaves too many vulnerable to the whims of the real estate market, which has undermined community stability for generations,\" the letter reads.\u003c/p>\n\u003cp>Wiener, a Democrat who represents San Francisco, has made a number of amendments to the bill since it was first introduced, including provisions to protect rental buildings from being torn down and to require that developers set aside up to 25% of new housing units as affordable housing. Local residents will also be given priority to rent or buy 40% of those affordable units. The bill would allow communities with high proportions of low-income residents at least five years to draft their own plans for meeting the bill's requirements before it goes into effect.\u003c/p>\n\u003cp>To appease officials concerned about a state-led, top-down approach, Wiener added a two-year grace period for municipalities to craft their own plans for allowing new development, so long as the plans achieve the same amount of housing under the bill and don't increase sprawl.\u003c/p>\n\u003cp>It was that change that helped Milpitas Councilmember Anthony Phan support the bill. Phan joined his fellow councilmembers last week in voting to endorse it.\u003c/p>\n\u003cp>\"I applaud Sen. Wiener’s efforts to address many concerns raised about SB 50 in its previous iteration,\" Phan said in a statement. \"We have devoted significant long-range planning efforts towards transit-oriented development through our Transit Area Specific Plan, and we encourage other cities to embrace what SB 50 is trying to accomplish.\"\u003c/p>\n\u003cp>[aside tag=\"affordable-housing\" label=\"related coverage\"]\u003c/p>\n\u003cp>Whether those changes will be enough to convince senators they have more constituents who support the bill than oppose is too close to call. The bill is expected to go before the Senate for a vote as early as Wednesday and must get through the house before the end of the week or it won't be able to move to the Assembly.\u003c/p>\n\u003cp>If the bill passes the Senate, lawmakers will be able to make changes, though any changes will be negotiated through Wiener's office. It will have until the end of the legislative session in August to become law.\u003c/p>\n\u003cp>If it doesn't, the state will have to rethink how it plans to address escalating housing prices, increasing homelessness, and growing income inequality, said Matthew Lewis, a spokesman for California YIMBY and a proponent of the legislation.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Continuing with the status quo \"leads to a shrinking population of older, richer people that literally can't sustain itself,\" Lewis said. \"It leads to a catastrophe.\"\u003c/p>\n\n",
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"excerpt": "A controversial bill is nearing a crucial vote this week amid growing opposition from housing affordability and tenants' rights organizations. ",
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"title": "Time Is Ticking on Controversial SB 50 Bill to Boost New Housing in California | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>One of the most watched bills aimed at tackling California's affordable housing shortage is nearing a major vote this week at the state Legislature that will decide whether it lives or dies.\u003c/p>\n\u003cp>State Sen. Scott Wiener's Senate Bill 50 would require cities to allow taller apartment buildings near train stations, high-frequency bus lines and job centers. It would also allow small \u003ca href=\"https://www.latimes.com/politics/la-pol-ca-single-family-zoning-changes-senate-bill-50-legislation-20190513-story.html\" target=\"_blank\" rel=\"noopener noreferrer\">duplexes and fourplexes\u003c/a> where only single-family homes are now permitted.\u003c/p>\n\u003cp>First \u003ca href=\"https://www.kqed.org/news/11655560/eight-stories-tall\" target=\"_blank\" rel=\"noopener noreferrer\">introduced in 2018 as SB 827\u003c/a>, the bill challenged cities' authority to determine what gets built and where within their borders.\u003c/p>\n\u003cp>While opposition to the bill first came from city officials balking at the loss of local control, now the major obstacle to the bill's passage comes from dozens of housing affordability and tenants' rights organizations who contend the bill would further exacerbate growing income inequality throughout the state.\u003c/p>\n\u003cp>In a letter last week to Wiener, a statewide coalition of housing affordability advocates led by The Alliance for Community Transit-Los Angeles, San Francisco-based Council of Community Housing Organizations and others blasted the bill, saying it would encourage more market rate and luxury housing, displacing low-income renters.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Despite months of negotiating, the groups still worry the bill could harm the communities they represent because it wouldn't build enough affordable housing, said Anya Lawler, a policy advocate for the Western Center on Law and Poverty, one of the co-signers of the letter.\u003c/p>\n\u003cp>\"Although we've had a lot of productive conversations on the bill, the version that remains in print is very concerning to us,\" Lawler said. \"We fundamentally believe that in its current form, SB 50 would be damaging to low-income communities and communities of color.\"\u003c/p>\n\u003cp>They were joined by another coalition of more than three dozen tenants' rights organizations, including the Housing Rights Committee of San Francisco, the Los Angeles Tenants Union and others. In \u003ca href=\"https://docs.google.com/document/d/1GgXl4Npa2RjKAIsrTqoh2mlDH8l4YlbtwNkDdMehBzw/edit\" target=\"_blank\" rel=\"noopener noreferrer\">a separate letter\u003c/a> last week to Wiener, the groups said the bill would stimulate speculation by Wall Street and hedge fund landlords and incentivize them to keep units vacant in order to drive up prices.\u003c/p>\n\u003cp>\"The lack of truly affordable homes or substantive, enforceable tenant protections in SB 50 leaves too many vulnerable to the whims of the real estate market, which has undermined community stability for generations,\" the letter reads.\u003c/p>\n\u003cp>Wiener, a Democrat who represents San Francisco, has made a number of amendments to the bill since it was first introduced, including provisions to protect rental buildings from being torn down and to require that developers set aside up to 25% of new housing units as affordable housing. Local residents will also be given priority to rent or buy 40% of those affordable units. The bill would allow communities with high proportions of low-income residents at least five years to draft their own plans for meeting the bill's requirements before it goes into effect.\u003c/p>\n\u003cp>To appease officials concerned about a state-led, top-down approach, Wiener added a two-year grace period for municipalities to craft their own plans for allowing new development, so long as the plans achieve the same amount of housing under the bill and don't increase sprawl.\u003c/p>\n\u003cp>It was that change that helped Milpitas Councilmember Anthony Phan support the bill. Phan joined his fellow councilmembers last week in voting to endorse it.\u003c/p>\n\u003cp>\"I applaud Sen. Wiener’s efforts to address many concerns raised about SB 50 in its previous iteration,\" Phan said in a statement. \"We have devoted significant long-range planning efforts towards transit-oriented development through our Transit Area Specific Plan, and we encourage other cities to embrace what SB 50 is trying to accomplish.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Whether those changes will be enough to convince senators they have more constituents who support the bill than oppose is too close to call. The bill is expected to go before the Senate for a vote as early as Wednesday and must get through the house before the end of the week or it won't be able to move to the Assembly.\u003c/p>\n\u003cp>If the bill passes the Senate, lawmakers will be able to make changes, though any changes will be negotiated through Wiener's office. It will have until the end of the legislative session in August to become law.\u003c/p>\n\u003cp>If it doesn't, the state will have to rethink how it plans to address escalating housing prices, increasing homelessness, and growing income inequality, said Matthew Lewis, a spokesman for California YIMBY and a proponent of the legislation.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Continuing with the status quo \"leads to a shrinking population of older, richer people that literally can't sustain itself,\" Lewis said. \"It leads to a catastrophe.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Petition Afoot to Change South Van Ness Avenue to Dolores Huerta Boulevard",
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"content": "\u003cp>A group of San Francisco residents is campaigning to change the name of a major city street to honor a famous California labor leader and civil rights activist.\u003c/p>\n\u003cp>An \u003ca href=\"https://sign.moveon.org/petitions/rename-south-van-ness-as-dolores-huerta-boulevard?bucket&source=facebook-share-button&time=1579398959&utm_campaign&utm_source=facebook&share=7760f4cc-e5ea-4828-bde1-cd1390af1c5d&fbclid=IwAR2hy78R7jqGIop_1VFnAoBygt9qlJ2lWDJZemCOfdMIIdxeZAx4Sh0SgOU\" target=\"_blank\" rel=\"noopener noreferrer\">online petition\u003c/a> to rename South Van Ness Avenue to Dolores Huerta Boulevard has so far attracted over 1,100 signatures.\u003c/p>\n\u003cp>Local resident Sean Scullion is behind the petition. He says it’s high time the city honored Huerta, who co-founded the National Farmworkers Association (now \u003ca href=\"https://ufw.org/\" target=\"_blank\" rel=\"noopener noreferrer\">United Farm Workers\u003c/a>) with Cesar Chavez and fought tirelessly for decades on behalf of workers rights, in the same way it’s honored Chavez.\u003c/p>\n\u003cp>“I was around San Francisco when Cesar Chavez Street was named,” Scullion says of the thoroughfare formerly known as Army Street. “And I always thought it was strange that Dolores didn’t get a street as well.”\u003c/p>\n\u003cp>Scullion, a resident of the Haight-Ashbury neighborhood, says he’s known of Chavez and Huerta since he was a child, and that his parents participated in the Delano Grape Strike of 1965. Huerta led the fight against table grape growers in Delano, California to stop the exploitation of farm workers.\u003c/p>\n\u003cp>“Over the years, I’ve read news articles about her and always considered her a personal hero,” Scullion says. “I saw the documentary \u003cem>Dolores\u003c/em> and went to hear her speak at the Herbst Theater.”\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" title=\"DOLORES Official Theatrical Trailer\" width=\"640\" height=\"360\" src=\"https://www.youtube.com/embed/Unzr9kiFScQ?feature=oembed\" frameborder=\"0\" allow=\"accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share\" referrerpolicy=\"strict-origin-when-cross-origin\" allowfullscreen>\u003c/iframe>\u003c/p>\n\u003cp>Some public officials are aware of the campaign, and supportive of it—in principle.\u003c/p>\n\u003cp>“Dolores Huerta is one of my all-time heroes, and it’s exciting and fitting that people are raising the idea of renaming a major street running through the Latino Cultural District in her honor,” says \u003ca href=\"https://sfbos.org/supervisor-ronen-district-9\" target=\"_blank\" rel=\"noopener noreferrer\">District 9 Supervisor Hillary Ronen\u003c/a>, in whose jurisdiction the proposed street name change partially falls. “I would be happy to carry it forward if we see broad community support for the change.”\u003c/p>\n\u003cp>Huerta is 89 years old. The Presidential Medal of Freedom honoree already has a square named after her in Los Angeles, as well as several schools in California and beyond. Scullion says naming a San Francisco street after Huerta would be a fitting tribute for her upcoming 90th birthday. (April 10, Huerta’s birthday, is Dolores Huerta Day in California.)\u003c/p>\n\u003cp>“Renaming South Van Ness seems like a win for everyone,” Scullion says. “The mayor and supervisors can have a chance to shine a spotlight on someone who exemplifies the spirit of San Francisco, the neighborhood and city get a constant reminder of a role model, and Ms. Huerta can be given a birthday gift acknowledging her contributions and sacrifices.”\u003c/p>\n\u003cp>The petition comes at a time when the city of San Francisco has \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=6652905&GUID=6042BF04-6B7C-4319-A442-E535F3E9F012\" target=\"_blank\" rel=\"noopener noreferrer\">legislation\u003c/a> in place to increase the representation of women on the city’s street names, public buildings, and public art by 30 percent before the end of 2020.\u003c/p>\n\u003cp>Despite the race to meet the legislative requirements, it seems unlikely that the street name change, if it comes to pass, will happen in time for Huerta’s birthday.\u003c/p>\n\u003cp>\u003ca href=\"https://sfpublicworks.org/\" target=\"_blank\" rel=\"noopener noreferrer\">San Francisco Department of Public Works\u003c/a> spokeswoman Rachel Gordon says street name changes involve getting a groundswell of community buy-in before her department begins its in-depth review process, and then potentially sends the request on to the board of supervisors and mayor for approval.\u003c/p>\n\u003cp>“The ones that succeed are the ones where there is a lot of community outreach,” Rosen says. “And the ones where there are not a lot of properties on the street.”\u003c/p>\n\u003cp>An \u003ca href=\"https://sfpublicworks.org/services/establishing-street-names\" target=\"_blank\" rel=\"noopener noreferrer\">online Department of Public Works information sheet\u003c/a> about the process mentions the need for property owners to be on board with the potential street name change: “If a member of the public initiates the request, they must present their petition to Public Works with signatures from property owners whose lots are abutting the subject street. The number of signatures must indicate a very strong majority in favor of the change.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While some local street name changes, like the \u003ca href=\"http://kqed.org/news/11710877/san-francisco-unveils-frida-kahlo-way-renaming-phelan-avenue\">2018 switch from Phelan Avenue to Frida Kahlo Way\u003c/a>, don’t meet with too much opposition, some street name changes are controversial.\u003c/p>\n\u003cp>Gordon says many people in San Francisco opposed the decision to rename Army Street to Cesar Chavez Street in the mid-1990s.\u003c/p>\n\u003cp>“It’s an old school San Francisco street,” Gordon says. “There are still some bumper stickers you see around town that say ‘It Will Always Be Army Street To Me.'”\u003c/p>\n\u003cp>Because of the number of properties on South Van Ness, Gordon says getting the necessary community buy-in could be tough.\u003c/p>\n\u003cp>“That would be a huge undertaking, to change the name of South Van Ness,” Gordon says. “Possibly even bigger than Cesar Chavez Street.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A group of San Francisco residents is campaigning to change the name of a major city street to honor a famous California labor leader and civil rights activist.\u003c/p>\n\u003cp>An \u003ca href=\"https://sign.moveon.org/petitions/rename-south-van-ness-as-dolores-huerta-boulevard?bucket&source=facebook-share-button&time=1579398959&utm_campaign&utm_source=facebook&share=7760f4cc-e5ea-4828-bde1-cd1390af1c5d&fbclid=IwAR2hy78R7jqGIop_1VFnAoBygt9qlJ2lWDJZemCOfdMIIdxeZAx4Sh0SgOU\" target=\"_blank\" rel=\"noopener noreferrer\">online petition\u003c/a> to rename South Van Ness Avenue to Dolores Huerta Boulevard has so far attracted over 1,100 signatures.\u003c/p>\n\u003cp>Local resident Sean Scullion is behind the petition. He says it’s high time the city honored Huerta, who co-founded the National Farmworkers Association (now \u003ca href=\"https://ufw.org/\" target=\"_blank\" rel=\"noopener noreferrer\">United Farm Workers\u003c/a>) with Cesar Chavez and fought tirelessly for decades on behalf of workers rights, in the same way it’s honored Chavez.\u003c/p>\n\u003cp>“I was around San Francisco when Cesar Chavez Street was named,” Scullion says of the thoroughfare formerly known as Army Street. “And I always thought it was strange that Dolores didn’t get a street as well.”\u003c/p>\n\u003cp>Scullion, a resident of the Haight-Ashbury neighborhood, says he’s known of Chavez and Huerta since he was a child, and that his parents participated in the Delano Grape Strike of 1965. Huerta led the fight against table grape growers in Delano, California to stop the exploitation of farm workers.\u003c/p>\n\u003cp>“Over the years, I’ve read news articles about her and always considered her a personal hero,” Scullion says. “I saw the documentary \u003cem>Dolores\u003c/em> and went to hear her speak at the Herbst Theater.”\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" title=\"DOLORES Official Theatrical Trailer\" width=\"640\" height=\"360\" src=\"https://www.youtube.com/embed/Unzr9kiFScQ?feature=oembed\" frameborder=\"0\" allow=\"accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share\" referrerpolicy=\"strict-origin-when-cross-origin\" allowfullscreen>\u003c/iframe>\u003c/p>\n\u003cp>Some public officials are aware of the campaign, and supportive of it—in principle.\u003c/p>\n\u003cp>“Dolores Huerta is one of my all-time heroes, and it’s exciting and fitting that people are raising the idea of renaming a major street running through the Latino Cultural District in her honor,” says \u003ca href=\"https://sfbos.org/supervisor-ronen-district-9\" target=\"_blank\" rel=\"noopener noreferrer\">District 9 Supervisor Hillary Ronen\u003c/a>, in whose jurisdiction the proposed street name change partially falls. “I would be happy to carry it forward if we see broad community support for the change.”\u003c/p>\n\u003cp>Huerta is 89 years old. The Presidential Medal of Freedom honoree already has a square named after her in Los Angeles, as well as several schools in California and beyond. Scullion says naming a San Francisco street after Huerta would be a fitting tribute for her upcoming 90th birthday. (April 10, Huerta’s birthday, is Dolores Huerta Day in California.)\u003c/p>\n\u003cp>“Renaming South Van Ness seems like a win for everyone,” Scullion says. “The mayor and supervisors can have a chance to shine a spotlight on someone who exemplifies the spirit of San Francisco, the neighborhood and city get a constant reminder of a role model, and Ms. Huerta can be given a birthday gift acknowledging her contributions and sacrifices.”\u003c/p>\n\u003cp>The petition comes at a time when the city of San Francisco has \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=6652905&GUID=6042BF04-6B7C-4319-A442-E535F3E9F012\" target=\"_blank\" rel=\"noopener noreferrer\">legislation\u003c/a> in place to increase the representation of women on the city’s street names, public buildings, and public art by 30 percent before the end of 2020.\u003c/p>\n\u003cp>Despite the race to meet the legislative requirements, it seems unlikely that the street name change, if it comes to pass, will happen in time for Huerta’s birthday.\u003c/p>\n\u003cp>\u003ca href=\"https://sfpublicworks.org/\" target=\"_blank\" rel=\"noopener noreferrer\">San Francisco Department of Public Works\u003c/a> spokeswoman Rachel Gordon says street name changes involve getting a groundswell of community buy-in before her department begins its in-depth review process, and then potentially sends the request on to the board of supervisors and mayor for approval.\u003c/p>\n\u003cp>“The ones that succeed are the ones where there is a lot of community outreach,” Rosen says. “And the ones where there are not a lot of properties on the street.”\u003c/p>\n\u003cp>An \u003ca href=\"https://sfpublicworks.org/services/establishing-street-names\" target=\"_blank\" rel=\"noopener noreferrer\">online Department of Public Works information sheet\u003c/a> about the process mentions the need for property owners to be on board with the potential street name change: “If a member of the public initiates the request, they must present their petition to Public Works with signatures from property owners whose lots are abutting the subject street. The number of signatures must indicate a very strong majority in favor of the change.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While some local street name changes, like the \u003ca href=\"http://kqed.org/news/11710877/san-francisco-unveils-frida-kahlo-way-renaming-phelan-avenue\">2018 switch from Phelan Avenue to Frida Kahlo Way\u003c/a>, don’t meet with too much opposition, some street name changes are controversial.\u003c/p>\n\u003cp>Gordon says many people in San Francisco opposed the decision to rename Army Street to Cesar Chavez Street in the mid-1990s.\u003c/p>\n\u003cp>“It’s an old school San Francisco street,” Gordon says. “There are still some bumper stickers you see around town that say ‘It Will Always Be Army Street To Me.'”\u003c/p>\n\u003cp>Because of the number of properties on South Van Ness, Gordon says getting the necessary community buy-in could be tough.\u003c/p>\n\u003cp>“That would be a huge undertaking, to change the name of South Van Ness,” Gordon says. “Possibly even bigger than Cesar Chavez Street.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco's Market Street Is Going 'Car Free' — 7 Things You Need to Know (and a Map)",
"title": "San Francisco's Market Street Is Going 'Car Free' — 7 Things You Need to Know (and a Map)",
"headTitle": "KQED News",
"content": "\u003cp>\u003cem>Updated 2:20 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>[dropcap]T[/dropcap]his week, on Jan. 29, private vehicles will no longer be allowed to travel the busiest stretch of San Francisco's Market Street, from near Van Ness Avenue all the way to the waterfront.\u003c/p>\n\u003cp>The prohibition on private vehicles marks the first tangible step in an ambitious city plan to remake its principal boulevard into a thoroughfare that will emphasize transit and feature a wide range of physical changes to make the street safe and user-friendly for pedestrians, cyclists and others who don't happen to be moving through the city in cars.\u003c/p>\n\u003cp>[aside postID=\"news_11780206,news_11746423,news_11667830\" label=\"San Francisco's Market Street Plan\"]On another level, this is the latest development in Market Street's long evolution from the chaotic and \u003ca href=\"https://www.kqed.org/news/11667830/san-franciscos-grisly-mobility-reality-1906-style\" target=\"_blank\" rel=\"noopener noreferrer\">often deadly\u003c/a> boulevard depicted in \u003ca href=\"https://www.kqed.org/news/11653858/film-with-footage-after-san-franciscos-1906-quake-found-at-flea-market\" target=\"_blank\" rel=\"noopener noreferrer\">a famous 1906 film\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Below:\u003c/strong> Questions and answers about Car-Free Market Street. Have more questions about how a car-free Market Street will work? I'm doing a Reddit AMA (Q&A) on Wednesday, January 29 at 12:30 pm P.T. \u003ca href=\"https://www.reddit.com/r/bayarea/\">Come ask your question\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>1. Why is the city banning private cars from Market Street?\u003c/strong>\u003cbr>\nThe new ban is the beginning of a sweeping transformation of downtown's most important thoroughfare. The changes, which will eventually include reconfiguration of sidewalks, pedestrian crossings, transit boarding areas, bike and bus lanes and more, is designed to improve the performance of transit on the city's most important stretch of pavement and make it a safer place to walk, cycle and, yes, ride your favorite micromobility device.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency says that during the morning and evening rush, more than 200 Muni buses use Market Street every hour and that easing traffic congestion there ought to improve transit performance throughout the city.\u003c/p>\n\u003cp>On the safety side, the SFMTA says that five of the city's top 10 most dangerous intersections for pedestrians and cyclists are along Market Street. The agency says that since 2014, Market Street has averaged 106 injury collisions per year and that about three in five of people hurt in those incidents have been pedestrians or cyclists struck by vehicles.\u003c/p>\n\u003cp>\u003cstrong>2. When will private cars be prohibited from using Market Street, and what part of the street will be affected? \u003c/strong>\u003cbr>\nBeginning early the morning of Wednesday, Jan. 29, private cars will be barred from using Market Street eastbound from 10th Street to Main Street, and westbound from Steuart to Van Ness. The ban is permanent.\u003c/p>\n\u003cfigure id=\"attachment_11798571\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-800x542.jpg\" alt=\"\" width=\"800\" height=\"542\" class=\"size-medium wp-image-11798571\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-800x542.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-160x108.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-1020x691.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban.jpg 1208w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Find full details of new turn restrictions and one-way systems on \u003ca href=\"https://www.sfmta.com/blog/car-free-market-street-starts-january-29\">the SFMTA's website\u003c/a>.\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>3. What vehicles \u003cem>will\u003c/em> be allowed to use Market Street?\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>Muni buses and streetcars. Paratransit vehicles, too.\u003c/li>\n\u003cli>City-regulated taxicabs — those operated by Yellow Cab and Flywheel, for instance.\u003c/li>\n\u003cli>Vehicles with commercial license plates — generally trucks and delivery vehicles.\u003c/li>\n\u003cli>Emergency vehicles.\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>4. What's going to happen to Uber and Lyft vehicles?\u003c/strong>\u003cbr>\nUber and Lyft vehicles will not be permitted on Market Street from 10th Street east to Steuart Street. In part to accommodate passenger pickups and dropoffs, the San Francisco Municipal Transportation Agency is setting up new loading areas on Market's cross streets.\u003c/p>\n\u003cfigure id=\"attachment_11797440\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122.jpg\">\u003cimg class=\"size-medium wp-image-11797440\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">One of the main goals of the ban on private cars on Market Street in downtown San Francisco, to take effect Jan. 29, is to improve service on the city's busiest transit corridor. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>5. Will there be a penalty for drivers of private vehicles who travel on the off-limits section of Market?\u003c/strong>\u003cbr>\nYes. Those drivers can be cited for a moving violation. The penalty: a fine of $238 and a point on the license of the cited driver.\u003c/p>\n\u003cp>\u003cstrong>6. Will it be legal for private vehicles to cross Market Street?\u003c/strong>\u003cbr>\nYes. Traffic on side streets will continue to be allowed to cross Market.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>7. What other changes are part of the 'Better Market Street' project? Where can I find more information?\u003c/strong>\u003cbr>\nAll of Market Street from Octavia Boulevard 2.2 miles east to Embarcadero Plaza will get a makeover, including new sidewalks, pavement, train tracks and intersection improvements. The first phase of the project will focus on the stretch of Market between Fifth and Eighth streets and is scheduled to begin in 2021 and last through 2023. The second and final phase of construction has been slated to begin in 2023 and be completed in 2025. The total projected cost of the project, which includes replacing or upgrading infrastructure like sewer and water mains, traffic signals, streetlights, traffic signals and the electrical systems used by Muni streetcars and buses, has a price tag of $604 million.\u003c/p>\n\u003cfigure id=\"attachment_11797508\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015.jpg\">\u003cimg class=\"size-medium wp-image-11797508\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-800x301.jpg\" alt=\"\" width=\"800\" height=\"301\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-800x301.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-160x60.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-1020x384.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A profile view of the San Francisco Municipal Transportation Agency's Better Market Street plan depicting how the thoroughfare will be reconfigured. Click on image for larger view. \u003ccite>(SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>https://twitter.com/sfmta_muni/status/1221628929502580738\u003c/p>\n\u003cp>For more information, we've got links:\u003c/p>\n\u003cul>\n\u003cli>SFMTA's \u003ca href=\"https://www.sfmta.com/blog/car-free-market-street-starts-january-29\" target=\"_blank\" rel=\"noopener noreferrer\">Car-Free Market Street page\u003c/a>, with information on the car ban taking effect Jan. 29.\u003c/li>\n\u003cli>The \u003ca href=\"https://assets.documentcloud.org/documents/6669950/SFMTA-Better-Market-Street-Report.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">SFMTA staff report\u003c/a> on the project, prepared for the Oct. 15, 2019, meeting at which the project was approved.\u003c/li>\n\u003cli>The \u003ca href=\"https://assets.documentcloud.org/documents/6669949/SFMTA-Better-Market-Street-Slideshow.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">SFMTA slideshow\u003c/a> from October 2019 detailing key aspects of the project and its timeline.\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 2:20 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">T\u003c/span>\u003c/p>\u003cp>his week, on Jan. 29, private vehicles will no longer be allowed to travel the busiest stretch of San Francisco's Market Street, from near Van Ness Avenue all the way to the waterfront.\u003c/p>\n\u003cp>The prohibition on private vehicles marks the first tangible step in an ambitious city plan to remake its principal boulevard into a thoroughfare that will emphasize transit and feature a wide range of physical changes to make the street safe and user-friendly for pedestrians, cyclists and others who don't happen to be moving through the city in cars.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>On another level, this is the latest development in Market Street's long evolution from the chaotic and \u003ca href=\"https://www.kqed.org/news/11667830/san-franciscos-grisly-mobility-reality-1906-style\" target=\"_blank\" rel=\"noopener noreferrer\">often deadly\u003c/a> boulevard depicted in \u003ca href=\"https://www.kqed.org/news/11653858/film-with-footage-after-san-franciscos-1906-quake-found-at-flea-market\" target=\"_blank\" rel=\"noopener noreferrer\">a famous 1906 film\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Below:\u003c/strong> Questions and answers about Car-Free Market Street. Have more questions about how a car-free Market Street will work? I'm doing a Reddit AMA (Q&A) on Wednesday, January 29 at 12:30 pm P.T. \u003ca href=\"https://www.reddit.com/r/bayarea/\">Come ask your question\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>1. Why is the city banning private cars from Market Street?\u003c/strong>\u003cbr>\nThe new ban is the beginning of a sweeping transformation of downtown's most important thoroughfare. The changes, which will eventually include reconfiguration of sidewalks, pedestrian crossings, transit boarding areas, bike and bus lanes and more, is designed to improve the performance of transit on the city's most important stretch of pavement and make it a safer place to walk, cycle and, yes, ride your favorite micromobility device.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency says that during the morning and evening rush, more than 200 Muni buses use Market Street every hour and that easing traffic congestion there ought to improve transit performance throughout the city.\u003c/p>\n\u003cp>On the safety side, the SFMTA says that five of the city's top 10 most dangerous intersections for pedestrians and cyclists are along Market Street. The agency says that since 2014, Market Street has averaged 106 injury collisions per year and that about three in five of people hurt in those incidents have been pedestrians or cyclists struck by vehicles.\u003c/p>\n\u003cp>\u003cstrong>2. When will private cars be prohibited from using Market Street, and what part of the street will be affected? \u003c/strong>\u003cbr>\nBeginning early the morning of Wednesday, Jan. 29, private cars will be barred from using Market Street eastbound from 10th Street to Main Street, and westbound from Steuart to Van Ness. The ban is permanent.\u003c/p>\n\u003cfigure id=\"attachment_11798571\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-800x542.jpg\" alt=\"\" width=\"800\" height=\"542\" class=\"size-medium wp-image-11798571\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-800x542.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-160x108.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-1020x691.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban.jpg 1208w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Find full details of new turn restrictions and one-way systems on \u003ca href=\"https://www.sfmta.com/blog/car-free-market-street-starts-january-29\">the SFMTA's website\u003c/a>.\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>3. What vehicles \u003cem>will\u003c/em> be allowed to use Market Street?\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>Muni buses and streetcars. Paratransit vehicles, too.\u003c/li>\n\u003cli>City-regulated taxicabs — those operated by Yellow Cab and Flywheel, for instance.\u003c/li>\n\u003cli>Vehicles with commercial license plates — generally trucks and delivery vehicles.\u003c/li>\n\u003cli>Emergency vehicles.\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>4. What's going to happen to Uber and Lyft vehicles?\u003c/strong>\u003cbr>\nUber and Lyft vehicles will not be permitted on Market Street from 10th Street east to Steuart Street. In part to accommodate passenger pickups and dropoffs, the San Francisco Municipal Transportation Agency is setting up new loading areas on Market's cross streets.\u003c/p>\n\u003cfigure id=\"attachment_11797440\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122.jpg\">\u003cimg class=\"size-medium wp-image-11797440\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">One of the main goals of the ban on private cars on Market Street in downtown San Francisco, to take effect Jan. 29, is to improve service on the city's busiest transit corridor. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>5. Will there be a penalty for drivers of private vehicles who travel on the off-limits section of Market?\u003c/strong>\u003cbr>\nYes. Those drivers can be cited for a moving violation. The penalty: a fine of $238 and a point on the license of the cited driver.\u003c/p>\n\u003cp>\u003cstrong>6. Will it be legal for private vehicles to cross Market Street?\u003c/strong>\u003cbr>\nYes. Traffic on side streets will continue to be allowed to cross Market.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>7. What other changes are part of the 'Better Market Street' project? Where can I find more information?\u003c/strong>\u003cbr>\nAll of Market Street from Octavia Boulevard 2.2 miles east to Embarcadero Plaza will get a makeover, including new sidewalks, pavement, train tracks and intersection improvements. The first phase of the project will focus on the stretch of Market between Fifth and Eighth streets and is scheduled to begin in 2021 and last through 2023. The second and final phase of construction has been slated to begin in 2023 and be completed in 2025. The total projected cost of the project, which includes replacing or upgrading infrastructure like sewer and water mains, traffic signals, streetlights, traffic signals and the electrical systems used by Muni streetcars and buses, has a price tag of $604 million.\u003c/p>\n\u003cfigure id=\"attachment_11797508\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015.jpg\">\u003cimg class=\"size-medium wp-image-11797508\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-800x301.jpg\" alt=\"\" width=\"800\" height=\"301\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-800x301.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-160x60.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-1020x384.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A profile view of the San Francisco Municipal Transportation Agency's Better Market Street plan depicting how the thoroughfare will be reconfigured. Click on image for larger view. \u003ccite>(SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>For more information, we've got links:\u003c/p>\n\u003cul>\n\u003cli>SFMTA's \u003ca href=\"https://www.sfmta.com/blog/car-free-market-street-starts-january-29\" target=\"_blank\" rel=\"noopener noreferrer\">Car-Free Market Street page\u003c/a>, with information on the car ban taking effect Jan. 29.\u003c/li>\n\u003cli>The \u003ca href=\"https://assets.documentcloud.org/documents/6669950/SFMTA-Better-Market-Street-Report.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">SFMTA staff report\u003c/a> on the project, prepared for the Oct. 15, 2019, meeting at which the project was approved.\u003c/li>\n\u003cli>The \u003ca href=\"https://assets.documentcloud.org/documents/6669949/SFMTA-Better-Market-Street-Slideshow.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">SFMTA slideshow\u003c/a> from October 2019 detailing key aspects of the project and its timeline.\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "A Breathtaking New Bike Path and What It Might Mean for Future Commuters",
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"content": "\u003cp>With apologies to San Francisco native \u003ca href=\"https://www.newyorker.com/books/page-turner/robert-frost-darkness-or-light\" target=\"_blank\" rel=\"noopener noreferrer\">Robert Frost\u003c/a>, who for all we know was an avid bicyclist of the \u003ca href=\"https://collection.maas.museum/object/242328\" target=\"_blank\" rel=\"noopener noreferrer\">penny farthing\u003c/a> era: \u003ca href=\"https://www.poetryfoundation.org/poems/44266/mending-wall\" target=\"_blank\" rel=\"noopener noreferrer\">Something there is\u003c/a> that loves a bike path, that wants to get out and ride.\u003c/p>\n\u003cp>The latest evidence of that, and of a long-term trend to create more and better non-motorized access to Bay Area bridges, is \u003ca href=\"https://www.kqed.org/news/11786768/richmond-san-rafael-bridge-bike-walking-path\" target=\"_blank\" rel=\"noopener noreferrer\">the breathtaking new bike-pedestrian path\u003c/a> that opened on the Richmond-San Rafael span last November.\u003cbr>\nhttps://twitter.com/RadioBWatt/status/1219645360873672704\u003c/p>\n\u003cp>That means six of the seven state-owned bridges in the Bay Area, plus the Golden Gate Bridge, all have some sort of bicycle or pedestrian access. The only links without such a path: the western span of the Bay Bridge and the San Mateo-Hayward Bridge.\u003c/p>\n\u003cp>While one might tend to see cycling and walking paths across the bridges as purely recreational amenities, the lanes are getting new scrutiny as serious commute and travel options. That's in part because of a dramatic increase in urban cycling in San Francisco, Oakland and other core Bay Area cities in the last decade. Another major factor: the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/E-bikes-are-wildly-popular-in-the-Bay-Area-Can-14966780.php\" target=\"_blank\" rel=\"noopener noreferrer\">growing popularity of electric-assist bikes\u003c/a> that make longer-distance rides, like commuting across your local bridge, less of a physical challenge than it has been in years past.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/f7EnqzvNmlw\" frameborder=\"0\" allow=\"accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The new Richmond-San Rafael bike/pedestrian route — or \"people path,\" as cycling and walking advocates call it — is getting more attention than any of the other non-motorized crossings. That's because the path is not necessarily a permanent bridge feature but instead \u003ca href=\"https://www.kqed.org/news/11648255/san-rafael-richmond-bridge-eastbound-lane\" target=\"_blank\" rel=\"noopener noreferrer\">a four-year pilot project\u003c/a> that will study how heavily it's used and what impact it has on other modes of traffic across the bridge.\u003c/p>\n\u003cp>The path, separated from vehicle traffic by a 42-inch-high, movable concrete barrier, occupies a westbound upper-deck lane that was taken out of service during the drought of 1976-77 to install a water pipeline from the East Bay to then-parched Marin County. The pipeline was used for just a few months, but it was left in place for several years. When it was removed in 1982, the old right-hand traffic lane was left open for maintenance crews and vehicles that needed to move out of traffic.\u003c/p>\n\u003cp>A third traffic lane on the eastbound lower deck of the bridge was also removed from service, in 1980, to create a maintenance/breakdown lane. That third lane was put back into service for motor vehicles in the spring of 2018, a $36 million project designed to ease a choke point for evening commute traffic from U.S. 101 in San Rafael to Interstate 580 and the bridge.\u003c/p>\n\u003cp>Some officials in Marin and Contra Costa counties have lobbied for something similar on the Richmond-San Rafael span's upper deck. Their idea, meant to ease long morning rush-hour delays at the bridge's toll plaza, is to restrict bike and pedestrian use of the lane to non-commute hours.\u003c/p>\n\u003cp>That proposal has gone nowhere, for now. But local and regional officials, along with Caltrans and a team of transportation researchers from UC Berkeley, are watching how the new people path performs and how it affects overall bridge traffic.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>John Goodwin, a spokesman for the Metropolitan Transportation Commission, says Caltrans and UC Berkeley's Partners for Advanced Transportation Technology program are conducting a before-and-after study of conditions on the span that will be collecting data for the next several months.\u003c/p>\n\u003cp>[aside tag=\"bicycling\" label=\"related coverage\"]\u003cbr>\nSome of the key metrics under study include: traffic volumes in the westbound (morning commute) direction; travel times and vehicle delay; traffic collisions and other traffic incidents on the bridge; and how such incidents are managed, including the time required to clear collisions and reopen lanes to traffic.\u003c/p>\n\u003cp>As far as usage goes, what are the numbers so far? The jury is likely to be out for a while.\u003c/p>\n\u003cp>Cycling advocates point out that while transportation agencies have done an extensive amount of work to create a bike-friendly approach to the bridge on the Richmond side, those approaching the span from the Marin side face a more daunting experience. Most routes to and from the bridge on the San Rafael/San Quentin end of the bridge involve riding for a short distance on freeway ramps that offer no protection for cyclists and pedestrians. Until that happens, they say, the path's usage stats don't mean much.\u003c/p>\n\u003cp>But with that caveat in mind, numbers from the Metropolitan Transportation Commission show that 4,750 bikes were recorded entering the path on the Richmond side in December. That's after the initial euphoria, and very heavy use, of the new facility had passed. And it's during a period in which the weather was not great — measurable rain was recorded on 17 days during the month.\u003c/p>\n\u003cp>The MTC's numbers also show, unsurprisingly, that riding the bridge is mostly a weekend endeavor. For the period from last Nov. 16, when the path opened, through Jan. 6, Saturday ridership average 784 and Sundays 522, as measured by bikes entering the bridge from Richmond. The lowest daily average during the period: Wednesdays, with an average of 155.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>With apologies to San Francisco native \u003ca href=\"https://www.newyorker.com/books/page-turner/robert-frost-darkness-or-light\" target=\"_blank\" rel=\"noopener noreferrer\">Robert Frost\u003c/a>, who for all we know was an avid bicyclist of the \u003ca href=\"https://collection.maas.museum/object/242328\" target=\"_blank\" rel=\"noopener noreferrer\">penny farthing\u003c/a> era: \u003ca href=\"https://www.poetryfoundation.org/poems/44266/mending-wall\" target=\"_blank\" rel=\"noopener noreferrer\">Something there is\u003c/a> that loves a bike path, that wants to get out and ride.\u003c/p>\n\u003cp>The latest evidence of that, and of a long-term trend to create more and better non-motorized access to Bay Area bridges, is \u003ca href=\"https://www.kqed.org/news/11786768/richmond-san-rafael-bridge-bike-walking-path\" target=\"_blank\" rel=\"noopener noreferrer\">the breathtaking new bike-pedestrian path\u003c/a> that opened on the Richmond-San Rafael span last November.\u003cbr>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>That means six of the seven state-owned bridges in the Bay Area, plus the Golden Gate Bridge, all have some sort of bicycle or pedestrian access. The only links without such a path: the western span of the Bay Bridge and the San Mateo-Hayward Bridge.\u003c/p>\n\u003cp>While one might tend to see cycling and walking paths across the bridges as purely recreational amenities, the lanes are getting new scrutiny as serious commute and travel options. That's in part because of a dramatic increase in urban cycling in San Francisco, Oakland and other core Bay Area cities in the last decade. Another major factor: the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/E-bikes-are-wildly-popular-in-the-Bay-Area-Can-14966780.php\" target=\"_blank\" rel=\"noopener noreferrer\">growing popularity of electric-assist bikes\u003c/a> that make longer-distance rides, like commuting across your local bridge, less of a physical challenge than it has been in years past.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/f7EnqzvNmlw\" frameborder=\"0\" allow=\"accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The new Richmond-San Rafael bike/pedestrian route — or \"people path,\" as cycling and walking advocates call it — is getting more attention than any of the other non-motorized crossings. That's because the path is not necessarily a permanent bridge feature but instead \u003ca href=\"https://www.kqed.org/news/11648255/san-rafael-richmond-bridge-eastbound-lane\" target=\"_blank\" rel=\"noopener noreferrer\">a four-year pilot project\u003c/a> that will study how heavily it's used and what impact it has on other modes of traffic across the bridge.\u003c/p>\n\u003cp>The path, separated from vehicle traffic by a 42-inch-high, movable concrete barrier, occupies a westbound upper-deck lane that was taken out of service during the drought of 1976-77 to install a water pipeline from the East Bay to then-parched Marin County. The pipeline was used for just a few months, but it was left in place for several years. When it was removed in 1982, the old right-hand traffic lane was left open for maintenance crews and vehicles that needed to move out of traffic.\u003c/p>\n\u003cp>A third traffic lane on the eastbound lower deck of the bridge was also removed from service, in 1980, to create a maintenance/breakdown lane. That third lane was put back into service for motor vehicles in the spring of 2018, a $36 million project designed to ease a choke point for evening commute traffic from U.S. 101 in San Rafael to Interstate 580 and the bridge.\u003c/p>\n\u003cp>Some officials in Marin and Contra Costa counties have lobbied for something similar on the Richmond-San Rafael span's upper deck. Their idea, meant to ease long morning rush-hour delays at the bridge's toll plaza, is to restrict bike and pedestrian use of the lane to non-commute hours.\u003c/p>\n\u003cp>That proposal has gone nowhere, for now. But local and regional officials, along with Caltrans and a team of transportation researchers from UC Berkeley, are watching how the new people path performs and how it affects overall bridge traffic.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>John Goodwin, a spokesman for the Metropolitan Transportation Commission, says Caltrans and UC Berkeley's Partners for Advanced Transportation Technology program are conducting a before-and-after study of conditions on the span that will be collecting data for the next several months.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\nSome of the key metrics under study include: traffic volumes in the westbound (morning commute) direction; travel times and vehicle delay; traffic collisions and other traffic incidents on the bridge; and how such incidents are managed, including the time required to clear collisions and reopen lanes to traffic.\u003c/p>\n\u003cp>As far as usage goes, what are the numbers so far? The jury is likely to be out for a while.\u003c/p>\n\u003cp>Cycling advocates point out that while transportation agencies have done an extensive amount of work to create a bike-friendly approach to the bridge on the Richmond side, those approaching the span from the Marin side face a more daunting experience. Most routes to and from the bridge on the San Rafael/San Quentin end of the bridge involve riding for a short distance on freeway ramps that offer no protection for cyclists and pedestrians. Until that happens, they say, the path's usage stats don't mean much.\u003c/p>\n\u003cp>But with that caveat in mind, numbers from the Metropolitan Transportation Commission show that 4,750 bikes were recorded entering the path on the Richmond side in December. That's after the initial euphoria, and very heavy use, of the new facility had passed. And it's during a period in which the weather was not great — measurable rain was recorded on 17 days during the month.\u003c/p>\n\u003cp>The MTC's numbers also show, unsurprisingly, that riding the bridge is mostly a weekend endeavor. For the period from last Nov. 16, when the path opened, through Jan. 6, Saturday ridership average 784 and Sundays 522, as measured by bikes entering the bridge from Richmond. The lowest daily average during the period: Wednesdays, with an average of 155.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"disqusTitle": "Federal Agency Looks Into Complaints of Sudden Acceleration in Three Tesla Models",
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"content": "\u003cp>The U.S. government's auto safety agency is looking into allegations that all three models of Tesla's electric vehicles can accelerate suddenly on their own.\u003c/p>\n\u003cp>An unidentified person petitioned the National Highway Traffic Safety Administration asking for an investigation into the problem. An agency document shows 127 owner complaints to the government, which includes 110 crashes and 52 injuries.\u003c/p>\n\u003cp>The agency said it will look into allegations that cover about 500,000 Tesla vehicles. That includes Model 3, Model S and Model X vehicles from the 2013 through 2019 model years. The agency's investigations office will evaluate the petition and then decide if it should open a formal probe.\u003c/p>\n\u003cp>Messages were left Friday seeking comment from Tesla.\u003c/p>\n\u003cp>NHTSA is already investigating three December crashes involving Tesla vehicles in which three people were killed. The agency's special crash investigations unit sent teams to Gardena, California, and Terre Haute, Indiana, to probe two fatal crashes. Another crash in Connecticut also is under investigation.\u003c/p>\n\u003cp>Frank Boris, a former head of safety defect investigations for NHTSA, said the number of complaints cited in the petition is unusual and warrants further investigation.\u003c/p>\n\u003cp>“The sheer number of complaints would certainly catch my eye,” said Boris, who now runs an auto safety consulting business.\u003c/p>\n\u003cp>Tesla owners communicate with other owners in online forums and via social media, and that could influence the number of complaints, he said.\u003c/p>\n\u003cp>[aside postID='news_11793816,news_11778417,news_11723347']He thought the timing of the petition is good, because the agency needs to do a “deeper dive” into Tesla safety, he said.\u003c/p>\n\u003cp>Some of the unintended acceleration complaints, which have yet to be verified by NHTSA, allege that the cars’ electronics malfunctioned.\u003c/p>\n\u003cp>For instance, one owner in San Clemente told NHTSA that in November 2018, a Model X SUV accelerated on its own to full power during a U-turn on a city street. The driver had a foot on the brake, but the SUV accelerated in a fraction of a second, according to the complaint. The driver alleged that something in Tesla’s system “triggered the sudden spontaneously full acceleration, resulting in this collision.”\u003c/p>\n\u003cp>The SUV hit a parked vehicle, the air bags inflated and the owner had a large abdominal bruise and several small chest bruises, according to the complaint. People who file complaints with NHTSA are not identified in the agency’s database.\u003c/p>\n\u003cp>That driver asked NHTSA to find out whether the Tesla complaints had common elements, including parking or making turns at low speeds.\u003c/p>\n\u003cp>In another crash, in May 2013, the owner of a Model S sedan in Thousand Oaks complained that while pulling into a parking spot the car suddenly accelerated on its own.\u003c/p>\n\u003cp>The Model S went over a parking block and a curb and struck a cement light post. The air bags inflated, but no one was hurt, the complaint said.\u003c/p>\n\u003cp>Three weeks after the crash, the owner got a letter from Tesla saying that the accelerator was depressed to 48% just before the crash and 98% at the time of impact. The owner still believes the car accelerated by itself, the complaint stated.\u003c/p>\n\u003cp>Anyone can petition NHTSA to investigate an auto safety problem, and the agency said in a statement Friday that it encourages people to report concerns.\u003c/p>\n\u003cp>In the other Tesla crashes that NHTSA is investigating, authorities are trying to determine whether the cars were operating on Tesla's Autopilot driver assist system, which is designed to keep a car in its lane and a safe distance from other vehicles. Autopilot also can change lanes on its own.\u003c/p>\n\u003cp>Separately, the National Transportation Safety Board will hold a hearing Feb. 25 on a fatal crash in Mountain View involving a Tesla that was operating on the company's Autopilot system.\u003c/p>\n\u003cp>Tesla has said repeatedly that its Autopilot is designed only to assist drivers, who must still pay attention and be ready to intervene at all times. The company contends that Teslas with Autopilot are safer than vehicles without it, but cautions that the system does not prevent all crashes.\u003c/p>\n\u003cp>NHTSA’s crash program has inspected 23 crashes involving vehicles that the agency believed were operating on some form of partially automated advanced driver assist system. Fourteen of these cases involved Tesla models.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The U.S. government's auto safety agency is looking into allegations that all three models of Tesla's electric vehicles can accelerate suddenly on their own.\u003c/p>\n\u003cp>An unidentified person petitioned the National Highway Traffic Safety Administration asking for an investigation into the problem. An agency document shows 127 owner complaints to the government, which includes 110 crashes and 52 injuries.\u003c/p>\n\u003cp>The agency said it will look into allegations that cover about 500,000 Tesla vehicles. That includes Model 3, Model S and Model X vehicles from the 2013 through 2019 model years. The agency's investigations office will evaluate the petition and then decide if it should open a formal probe.\u003c/p>\n\u003cp>Messages were left Friday seeking comment from Tesla.\u003c/p>\n\u003cp>NHTSA is already investigating three December crashes involving Tesla vehicles in which three people were killed. The agency's special crash investigations unit sent teams to Gardena, California, and Terre Haute, Indiana, to probe two fatal crashes. Another crash in Connecticut also is under investigation.\u003c/p>\n\u003cp>Frank Boris, a former head of safety defect investigations for NHTSA, said the number of complaints cited in the petition is unusual and warrants further investigation.\u003c/p>\n\u003cp>“The sheer number of complaints would certainly catch my eye,” said Boris, who now runs an auto safety consulting business.\u003c/p>\n\u003cp>Tesla owners communicate with other owners in online forums and via social media, and that could influence the number of complaints, he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>He thought the timing of the petition is good, because the agency needs to do a “deeper dive” into Tesla safety, he said.\u003c/p>\n\u003cp>Some of the unintended acceleration complaints, which have yet to be verified by NHTSA, allege that the cars’ electronics malfunctioned.\u003c/p>\n\u003cp>For instance, one owner in San Clemente told NHTSA that in November 2018, a Model X SUV accelerated on its own to full power during a U-turn on a city street. The driver had a foot on the brake, but the SUV accelerated in a fraction of a second, according to the complaint. The driver alleged that something in Tesla’s system “triggered the sudden spontaneously full acceleration, resulting in this collision.”\u003c/p>\n\u003cp>The SUV hit a parked vehicle, the air bags inflated and the owner had a large abdominal bruise and several small chest bruises, according to the complaint. People who file complaints with NHTSA are not identified in the agency’s database.\u003c/p>\n\u003cp>That driver asked NHTSA to find out whether the Tesla complaints had common elements, including parking or making turns at low speeds.\u003c/p>\n\u003cp>In another crash, in May 2013, the owner of a Model S sedan in Thousand Oaks complained that while pulling into a parking spot the car suddenly accelerated on its own.\u003c/p>\n\u003cp>The Model S went over a parking block and a curb and struck a cement light post. The air bags inflated, but no one was hurt, the complaint said.\u003c/p>\n\u003cp>Three weeks after the crash, the owner got a letter from Tesla saying that the accelerator was depressed to 48% just before the crash and 98% at the time of impact. The owner still believes the car accelerated by itself, the complaint stated.\u003c/p>\n\u003cp>Anyone can petition NHTSA to investigate an auto safety problem, and the agency said in a statement Friday that it encourages people to report concerns.\u003c/p>\n\u003cp>In the other Tesla crashes that NHTSA is investigating, authorities are trying to determine whether the cars were operating on Tesla's Autopilot driver assist system, which is designed to keep a car in its lane and a safe distance from other vehicles. Autopilot also can change lanes on its own.\u003c/p>\n\u003cp>Separately, the National Transportation Safety Board will hold a hearing Feb. 25 on a fatal crash in Mountain View involving a Tesla that was operating on the company's Autopilot system.\u003c/p>\n\u003cp>Tesla has said repeatedly that its Autopilot is designed only to assist drivers, who must still pay attention and be ready to intervene at all times. The company contends that Teslas with Autopilot are safer than vehicles without it, but cautions that the system does not prevent all crashes.\u003c/p>\n\u003cp>NHTSA’s crash program has inspected 23 crashes involving vehicles that the agency believed were operating on some form of partially automated advanced driver assist system. Fourteen of these cases involved Tesla models.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>A new strain of coronavirus — named \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">2019-nCoV\u003c/a> — has been discovered in China. \u003ca href=\"https://www.who.int/china/news/detail/09-01-2020-who-statement-regarding-cluster-of-pneumonia-cases-in-wuhan-china\" target=\"_blank\" rel=\"noopener noreferrer\">Health officials\u003c/a> say it’s the culprit in a pneumonia outbreak in the central city of Wuhan, where more than \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">40 people\u003c/a> have been diagnosed with mysterious viral lung infections since early December. Two cases have been identified in \u003ca href=\"https://www.who.int/news-room/detail/13-01-2020-who-statement-on-novel-coronavirus-in-thailand\" target=\"_blank\" rel=\"noopener noreferrer\">Thailand\u003c/a>, and one in \u003ca href=\"https://www.reuters.com/article/us-china-health-pneumonia-japan/japan-confirms-case-of-new-chinese-virus-spread-is-concerning-idUSKBN1ZF02Z\" target=\"_blank\" rel=\"noopener noreferrer\">Japan\u003c/a>, from travelers who had recently come from Wuhan. \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">Two deaths\u003c/a> have been reported in Wuhan.\u003c/p>\n\u003cp>Chinese researchers say they sequenced the new coronavirus’s genome from one patient’s samples and matched it to others in the outbreak.\u003c/p>\n\u003cp>Concern about the potential for spread has prompted a number of international airports to begin screening passengers from Wuhan. On Friday, the Centers for Disease Control and Prevention announced that three U.S. airports — JFK in New York, SFO in San Francisco and LAX in Los Angeles — will screen for symptoms.\u003c/p>\n\u003cp>The CDC will begin screening the first passengers arriving at SFO from Wuhan on Saturday morning.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Vineet Menachery, a virologist at the University of Texas Medical Branch at Galveston\"]‘Viruses that emerge from animals need some time to become an epidemic strain. The faster you find them, the faster you limit the spread.’[/pullquote]\u003c/p>\n\u003cp>The New York and San Francisco airports each receive three direct flights from Wuhan each week, said Dr. Martin Cetron. Los Angeles International gets significant numbers of passengers who start their journeys in Wuhan but change planes in Beijing.\u003c/p>\n\u003cp>Some, but not all, of the cases appear to be linked to a large seafood market in the city, which also sells live animals for meat. Experts think the infection probably came from people touching or eating animals that carry the virus. These individuals then developed viral\u003ca href=\"https://www.who.int/csr/don/05-january-2020-pneumonia-of-unkown-cause-china/en/\" target=\"_blank\" rel=\"noopener noreferrer\"> symptoms\u003c/a> including fever, breathing issues and lesions on their lungs.\u003c/p>\n\u003cp>The coronavirus family includes six other strains known to infect humans. All share a signature look under a strong microscope: a circle with spikes coming off the surface, ending with small blobs — hence the “corona.”\u003c/p>\n\u003cp>“Kind of looks like the peaks of a crown,” says \u003ca href=\"https://cellbio.jhmi.edu/people/faculty/carolyn-machamer-phd\" target=\"_blank\" rel=\"noopener noreferrer\">Carolyn Machamer\u003c/a>, a virologist and cell biologist at the Johns Hopkins University School of Medicine.\u003c/p>\n\u003cp>Four of those strains cause common colds, and two — SARS and MERS — have caused major pandemics. So how concerned should you be about this new disease?\u003c/p>\n\u003cp>Virologists watching the outbreak are asking three main questions to assess the severity of this coronavirus, on the scale of sniffles to severe threat:\u003c/p>\n\u003ch3>\u003cstrong>1. Is it Contagious? \u003c/strong>\u003c/h3>\n\u003cp>Chinese authorities \u003ca href=\"https://www.who.int/china/news/detail/09-01-2020-who-statement-regarding-cluster-of-pneumonia-cases-in-wuhan-china\" target=\"_blank\" rel=\"noopener noreferrer\">say\u003c/a> the virus does not transmit easily between people.\u003c/p>\n\u003cp>Since health workers treating patients don’t seem to have fallen sick, it’s reasonable to believe that the virus doesn’t spread efficiently, says \u003ca href=\"https://microbiology.utmb.edu/faculty/vineet-d-menachery-phd\" target=\"_blank\" rel=\"noopener noreferrer\">Vineet Menachery\u003c/a>, a virologist at the University of Texas Medical Branch at Galveston.\u003c/p>\n\u003cp>The ease of person-to-person spread rests on several factors, including how well the virus replicates in a person and where in the body the infection is located.\u003c/p>\n\u003cp>“If it’s in the nose or the upper airways, it potentially could be breathed or coughed out easier” compared with a deeper lung infection, says \u003ca href=\"https://www.medschool.umaryland.edu/profiles/Frieman-Matthew/\" target=\"_blank\" rel=\"noopener noreferrer\">Matthew Frieman\u003c/a>, a virologist at the University of Maryland School of Medicine.\u003c/p>\n\u003cp>The SARS virus spread readily through close person-to-person contact. The SARS pandemic originated in southern China in 2002, infected more than 8,000 people globally and caused some 800 deaths before the outbreak ended the following year.\u003c/p>\n\u003cp>\u003ca href=\"https://www.who.int/emergencies/mers-cov/en/\">MERS\u003c/a>, which emerged in 2012 in Saudi Arabia, appears to spread less easily between people but to be more lethal. To date, it has infected around 2,500 people and caused around 850 deaths.\u003c/p>\n\u003ch3>\u003cstrong>2. Is it Lethal?\u003c/strong>\u003c/h3>\n\u003cp>Chinese health authorities have reported \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">two deaths\u003c/a> from the virus in Wuhan: a 61-year-old man, described as a frequent visitor to the market, died last week, and a 69-year-old man, who became ill on New Year’s Eve, died Wednesday.\u003c/p>\n\u003cp>About half-a-dozen patients were in critical condition. Other patients have been treated and discharged.\u003c/p>\n\u003cp>The fact that people seem able to fight off the infection and recover is a good sign, says Machamer of Johns Hopkins.\u003c/p>\n\u003cp>“It’s a serious-enough infection, but not like SARS or MERS,” she says.\u003c/p>\n\u003cp>Health authorities are monitoring the patients in Wuhan and their close contacts to help manage the outbreak.\u003c/p>\n\u003ch3>\u003cstrong>3. Is it Contained? \u003c/strong>\u003c/h3>\n\u003cp>So far, three cases of coronavirus have been confirmed outside of China, in travelers from Wuhan.\u003ca href=\"https://www.who.int/thailand/news/detail/13-01-2020-thailand-responding-to-the-novel-coronavirus\"> Two Chinese tourists\u003c/a> in Thailand and a Japanese man who returned from a trip to Wuhan were all confirmed to have the coronavirus. The World Health Organization says it’s “\u003ca href=\"https://www.who.int/health-topics/coronavirus\" target=\"_blank\" rel=\"noopener noreferrer\">not unexpected\u003c/a>” for cases to be found elsewhere and called on other countries to monitor for signs.\u003cbr>\n[aside tag=\"infectious-disease\" label=\"Related coverage\"]\u003cbr>\nEarlier this month, authorities\u003ca href=\"https://www.chinadaily.com.cn/a/202001/01/WS5e0c6a49a310cf3e35581e30.html\" target=\"_blank\" rel=\"noopener noreferrer\"> closed\u003c/a> the seafood and live animal market linked to the pneumonia cases for cleaning and investigations. It’s a step from the post-SARS playbook on containing outbreaks.\u003c/p>\n\u003cp>“Viruses that emerge from animals need some time to become an epidemic strain,” says Menachery. “The faster you find them, the faster you limit the spread.”\u003c/p>\n\u003cp>He says that closing live animal markets in China and implementing strict quarantine procedures helped end the SARS outbreak globally.\u003c/p>\n\u003cp>CDC will add about 100 staff to the three U.S. airports where screening will take place at its quarantine stations.\u003c/p>\n\u003cp>People with symptoms who seem like they might be infected will undergo testing for flu or other possible causes. Specimens can be sent to CDC for specialized testing for the new virus, though it can take a day for those results to come back, CDC officials said.\u003c/p>\n\u003cp>As more information about the virus comes to light, CDC says it will “reassess entry screening measures and could scale activities up or down accordingly.”\u003c/p>\n\u003cp>On the “scared or not scared” scale, Frieman says his concern level for this outbreak is 4 out of 10. Signs point to an infection that’s not very lethal and doesn’t spread easily between people.\u003c/p>\n\u003cp>But until the source of the infection is found, there’s no guarantee that the problem has been contained.\u003c/p>\n\u003cp>Several of the cases appear to be in people who did not visit the market that was closed, suggesting that animals from the same infected population may have been sold at other live markets or that, in some cases, it can spread between people.\u003c/p>\n\u003cp>If the number of cases increase, or more people start dying, he’ll worry more. And if the virus shows signs of mutating and becomes easily transmitted between people, he says virologists will become very concerned — that’s a historic warning sign for pandemics.\u003c/p>\n\u003cp>\u003cem>The Associated Press contributed to this report.\u003c/em>\u003c/p>\n\u003cdiv class=\"fullattribution\">\u003cem>Copyright 2020 NPR. To see more, visit https://www.npr.org.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=CDC+To+Screen+For+New+Strain+Of+Coronavirus+At+3+U.S.+Airports&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/em>\u003c/div>\n\u003cdiv>[ad fullwidth]\u003c/div>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A new strain of coronavirus — named \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">2019-nCoV\u003c/a> — has been discovered in China. \u003ca href=\"https://www.who.int/china/news/detail/09-01-2020-who-statement-regarding-cluster-of-pneumonia-cases-in-wuhan-china\" target=\"_blank\" rel=\"noopener noreferrer\">Health officials\u003c/a> say it’s the culprit in a pneumonia outbreak in the central city of Wuhan, where more than \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">40 people\u003c/a> have been diagnosed with mysterious viral lung infections since early December. Two cases have been identified in \u003ca href=\"https://www.who.int/news-room/detail/13-01-2020-who-statement-on-novel-coronavirus-in-thailand\" target=\"_blank\" rel=\"noopener noreferrer\">Thailand\u003c/a>, and one in \u003ca href=\"https://www.reuters.com/article/us-china-health-pneumonia-japan/japan-confirms-case-of-new-chinese-virus-spread-is-concerning-idUSKBN1ZF02Z\" target=\"_blank\" rel=\"noopener noreferrer\">Japan\u003c/a>, from travelers who had recently come from Wuhan. \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">Two deaths\u003c/a> have been reported in Wuhan.\u003c/p>\n\u003cp>Chinese researchers say they sequenced the new coronavirus’s genome from one patient’s samples and matched it to others in the outbreak.\u003c/p>\n\u003cp>Concern about the potential for spread has prompted a number of international airports to begin screening passengers from Wuhan. On Friday, the Centers for Disease Control and Prevention announced that three U.S. airports — JFK in New York, SFO in San Francisco and LAX in Los Angeles — will screen for symptoms.\u003c/p>\n\u003cp>The CDC will begin screening the first passengers arriving at SFO from Wuhan on Saturday morning.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The New York and San Francisco airports each receive three direct flights from Wuhan each week, said Dr. Martin Cetron. Los Angeles International gets significant numbers of passengers who start their journeys in Wuhan but change planes in Beijing.\u003c/p>\n\u003cp>Some, but not all, of the cases appear to be linked to a large seafood market in the city, which also sells live animals for meat. Experts think the infection probably came from people touching or eating animals that carry the virus. These individuals then developed viral\u003ca href=\"https://www.who.int/csr/don/05-january-2020-pneumonia-of-unkown-cause-china/en/\" target=\"_blank\" rel=\"noopener noreferrer\"> symptoms\u003c/a> including fever, breathing issues and lesions on their lungs.\u003c/p>\n\u003cp>The coronavirus family includes six other strains known to infect humans. All share a signature look under a strong microscope: a circle with spikes coming off the surface, ending with small blobs — hence the “corona.”\u003c/p>\n\u003cp>“Kind of looks like the peaks of a crown,” says \u003ca href=\"https://cellbio.jhmi.edu/people/faculty/carolyn-machamer-phd\" target=\"_blank\" rel=\"noopener noreferrer\">Carolyn Machamer\u003c/a>, a virologist and cell biologist at the Johns Hopkins University School of Medicine.\u003c/p>\n\u003cp>Four of those strains cause common colds, and two — SARS and MERS — have caused major pandemics. So how concerned should you be about this new disease?\u003c/p>\n\u003cp>Virologists watching the outbreak are asking three main questions to assess the severity of this coronavirus, on the scale of sniffles to severe threat:\u003c/p>\n\u003ch3>\u003cstrong>1. Is it Contagious? \u003c/strong>\u003c/h3>\n\u003cp>Chinese authorities \u003ca href=\"https://www.who.int/china/news/detail/09-01-2020-who-statement-regarding-cluster-of-pneumonia-cases-in-wuhan-china\" target=\"_blank\" rel=\"noopener noreferrer\">say\u003c/a> the virus does not transmit easily between people.\u003c/p>\n\u003cp>Since health workers treating patients don’t seem to have fallen sick, it’s reasonable to believe that the virus doesn’t spread efficiently, says \u003ca href=\"https://microbiology.utmb.edu/faculty/vineet-d-menachery-phd\" target=\"_blank\" rel=\"noopener noreferrer\">Vineet Menachery\u003c/a>, a virologist at the University of Texas Medical Branch at Galveston.\u003c/p>\n\u003cp>The ease of person-to-person spread rests on several factors, including how well the virus replicates in a person and where in the body the infection is located.\u003c/p>\n\u003cp>“If it’s in the nose or the upper airways, it potentially could be breathed or coughed out easier” compared with a deeper lung infection, says \u003ca href=\"https://www.medschool.umaryland.edu/profiles/Frieman-Matthew/\" target=\"_blank\" rel=\"noopener noreferrer\">Matthew Frieman\u003c/a>, a virologist at the University of Maryland School of Medicine.\u003c/p>\n\u003cp>The SARS virus spread readily through close person-to-person contact. The SARS pandemic originated in southern China in 2002, infected more than 8,000 people globally and caused some 800 deaths before the outbreak ended the following year.\u003c/p>\n\u003cp>\u003ca href=\"https://www.who.int/emergencies/mers-cov/en/\">MERS\u003c/a>, which emerged in 2012 in Saudi Arabia, appears to spread less easily between people but to be more lethal. To date, it has infected around 2,500 people and caused around 850 deaths.\u003c/p>\n\u003ch3>\u003cstrong>2. Is it Lethal?\u003c/strong>\u003c/h3>\n\u003cp>Chinese health authorities have reported \u003ca href=\"https://www.cdc.gov/coronavirus/novel-coronavirus-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">two deaths\u003c/a> from the virus in Wuhan: a 61-year-old man, described as a frequent visitor to the market, died last week, and a 69-year-old man, who became ill on New Year’s Eve, died Wednesday.\u003c/p>\n\u003cp>About half-a-dozen patients were in critical condition. Other patients have been treated and discharged.\u003c/p>\n\u003cp>The fact that people seem able to fight off the infection and recover is a good sign, says Machamer of Johns Hopkins.\u003c/p>\n\u003cp>“It’s a serious-enough infection, but not like SARS or MERS,” she says.\u003c/p>\n\u003cp>Health authorities are monitoring the patients in Wuhan and their close contacts to help manage the outbreak.\u003c/p>\n\u003ch3>\u003cstrong>3. Is it Contained? \u003c/strong>\u003c/h3>\n\u003cp>So far, three cases of coronavirus have been confirmed outside of China, in travelers from Wuhan.\u003ca href=\"https://www.who.int/thailand/news/detail/13-01-2020-thailand-responding-to-the-novel-coronavirus\"> Two Chinese tourists\u003c/a> in Thailand and a Japanese man who returned from a trip to Wuhan were all confirmed to have the coronavirus. The World Health Organization says it’s “\u003ca href=\"https://www.who.int/health-topics/coronavirus\" target=\"_blank\" rel=\"noopener noreferrer\">not unexpected\u003c/a>” for cases to be found elsewhere and called on other countries to monitor for signs.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\nEarlier this month, authorities\u003ca href=\"https://www.chinadaily.com.cn/a/202001/01/WS5e0c6a49a310cf3e35581e30.html\" target=\"_blank\" rel=\"noopener noreferrer\"> closed\u003c/a> the seafood and live animal market linked to the pneumonia cases for cleaning and investigations. It’s a step from the post-SARS playbook on containing outbreaks.\u003c/p>\n\u003cp>“Viruses that emerge from animals need some time to become an epidemic strain,” says Menachery. “The faster you find them, the faster you limit the spread.”\u003c/p>\n\u003cp>He says that closing live animal markets in China and implementing strict quarantine procedures helped end the SARS outbreak globally.\u003c/p>\n\u003cp>CDC will add about 100 staff to the three U.S. airports where screening will take place at its quarantine stations.\u003c/p>\n\u003cp>People with symptoms who seem like they might be infected will undergo testing for flu or other possible causes. Specimens can be sent to CDC for specialized testing for the new virus, though it can take a day for those results to come back, CDC officials said.\u003c/p>\n\u003cp>As more information about the virus comes to light, CDC says it will “reassess entry screening measures and could scale activities up or down accordingly.”\u003c/p>\n\u003cp>On the “scared or not scared” scale, Frieman says his concern level for this outbreak is 4 out of 10. Signs point to an infection that’s not very lethal and doesn’t spread easily between people.\u003c/p>\n\u003cp>But until the source of the infection is found, there’s no guarantee that the problem has been contained.\u003c/p>\n\u003cp>Several of the cases appear to be in people who did not visit the market that was closed, suggesting that animals from the same infected population may have been sold at other live markets or that, in some cases, it can spread between people.\u003c/p>\n\u003cp>If the number of cases increase, or more people start dying, he’ll worry more. And if the virus shows signs of mutating and becomes easily transmitted between people, he says virologists will become very concerned — that’s a historic warning sign for pandemics.\u003c/p>\n\u003cp>\u003cem>The Associated Press contributed to this report.\u003c/em>\u003c/p>\n\u003cdiv class=\"fullattribution\">\u003cem>Copyright 2020 NPR. To see more, visit https://www.npr.org.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=CDC+To+Screen+For+New+Strain+Of+Coronavirus+At+3+U.S.+Airports&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/em>\u003c/div>\n\u003cdiv>\u003c/p>\u003c/div>",
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"title": "Fleet Of Cars to Collect Block-by-Block Air Quality Data in Bay Area",
"headTitle": "Fleet Of Cars to Collect Block-by-Block Air Quality Data in Bay Area | KQED",
"content": "\u003cp>A fleet of Toyota Priuses equipped with sensors to detect greenhouse gases, particulate matter and other pollutants is monitoring air quality across the Bay Area.\u003c/p>\n\u003cp>The Bay Area Air Quality Management District announced this month that the hybrids will collect block-by-block data from all nine Bay Area counties, spanning more than 5,000 square miles of public roads. The district will use data collected through this year and early 2021 to create hyper-local air quality maps. Those will be available to the public on the BAAQMD’s website starting later this year.\u003c/p>\n\u003cfigure id=\"attachment_1955799\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-1955799\" src=\"https://ww2.kqed.org/app/uploads/sites/35/2020/01/Air-Quality-Photo-2-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The Bay Area Air Quality Management District’s fleet of low-emissions cars will measure air quality with a unit of sensors stored in the back. \u003ccite>(Peter Arcuni/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The air district is partnering with technology company \u003ca href=\"https://aclima.io/\" target=\"_blank\" rel=\"noopener noreferrer\">Aclima\u003c/a> to outfit the mobile fleet with sensors that measure pollution in the form of carbon monoxide, carbon dioxide, nitrogen monoxide, nitrogen dioxide, ozone and fine particulate matter, all detrimental to human health. Aclima will help analyze the data.\u003c/p>\n\u003cp>Air quality district executive officer Jack Broadbent says recent wildfires, climate change and federal rollbacks of emission standards have created a need for more precise local air quality tracking.\u003c/p>\n\u003cp>“What we need now, more than ever, are facts,” Broadbent said, adding that his agency is going to use “new technologies and approaches to build upon our air quality data to better inform our actions and protect Bay Area residents.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The district has 30 stationary air monitoring stations spread across the region. Data from these stations feeds into the continually updating federal \u003ca href=\"https://airnow.gov/index.cfm?action=airnow.local_city&cityid=317\" target=\"_blank\" rel=\"noopener noreferrer\">AirNow map\u003c/a>. But this data doesn’t reflect the differences in air quality across all Bay Area cities or neighborhoods.\u003c/p>\n\u003cp>[pullquote] The Air Quality District’s chief says the data will “help drive the air quality and climate efforts well into the future.”[/pullquote]\u003c/p>\n\u003cp>A study published in \u003cem>Environmental Science & Technology\u003c/em> in 2017 showed that pollution in West Oakland could \u003ca href=\"https://www.kqed.org/science/1950648/californians-turn-to-low-cost-sensors-for-highly-local-air-quality-info\" target=\"_blank\" rel=\"noopener noreferrer\">vary significantly from block to block\u003c/a>. The researchers mounted air sensors onto Google Street View cars. Air quality maps that use data from consumer air sensors, like \u003ca href=\"https://www.purpleair.com/map\" target=\"_blank\" rel=\"noopener noreferrer\">Purple Air\u003c/a>, have painted a similar picture in the Bay Area.\u003c/p>\n\u003cfigure id=\"attachment_1955800\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-1955800\" src=\"https://ww2.kqed.org/app/uploads/sites/35/2020/01/Air-Quality-Photo-3-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The air intake valve on one of the Air District’s new pollution monitoring cars. \u003ccite>(Peter Arcuni/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While the BAAQMD won’t post the new data in real time, it will be compiled over months and used to create a public map of air pollution and greenhouse levels on every block in the Bay Area. The map will be similar to the \u003ca href=\"https://insights.aclima.io/west-oakland\" target=\"_blank\" rel=\"noopener noreferrer\">one\u003c/a> created for West Oakland, according to Aclima.\u003c/p>\n\u003cp>“This new data will help us identify pollution hotspots in order to strengthen and target our actions to reduce emissions … partnering with local governments and communities to protect public health,” said Ranyee Chiang, the BAAQMD’s director of meterology and measurement.\u003c/p>\n\u003cp>Broadbent says the project will give policymakers accurate data to “help drive the air quality and climate efforts well into the future.”\u003c/p>\n\u003cp>In August the district dispatched the first vehicles to the Richmond-San Pablo area. The fleet has since expanded to San Francisco, Alameda, Contra Costa, San Mateo and Santa Clara counties. The rollout will be completed in the coming months.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Representatives from BAAQMD and Aclima say the Bay Area fleet will eventually number “dozens” of cars that measure air quality 24 hours a day, seven days a week.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A fleet of Toyota Priuses equipped with sensors to detect greenhouse gases, particulate matter and other pollutants is monitoring air quality across the Bay Area.\u003c/p>\n\u003cp>The Bay Area Air Quality Management District announced this month that the hybrids will collect block-by-block data from all nine Bay Area counties, spanning more than 5,000 square miles of public roads. The district will use data collected through this year and early 2021 to create hyper-local air quality maps. Those will be available to the public on the BAAQMD’s website starting later this year.\u003c/p>\n\u003cfigure id=\"attachment_1955799\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-1955799\" src=\"https://ww2.kqed.org/app/uploads/sites/35/2020/01/Air-Quality-Photo-2-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-2-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The Bay Area Air Quality Management District’s fleet of low-emissions cars will measure air quality with a unit of sensors stored in the back. \u003ccite>(Peter Arcuni/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The air district is partnering with technology company \u003ca href=\"https://aclima.io/\" target=\"_blank\" rel=\"noopener noreferrer\">Aclima\u003c/a> to outfit the mobile fleet with sensors that measure pollution in the form of carbon monoxide, carbon dioxide, nitrogen monoxide, nitrogen dioxide, ozone and fine particulate matter, all detrimental to human health. Aclima will help analyze the data.\u003c/p>\n\u003cp>Air quality district executive officer Jack Broadbent says recent wildfires, climate change and federal rollbacks of emission standards have created a need for more precise local air quality tracking.\u003c/p>\n\u003cp>“What we need now, more than ever, are facts,” Broadbent said, adding that his agency is going to use “new technologies and approaches to build upon our air quality data to better inform our actions and protect Bay Area residents.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>A study published in \u003cem>Environmental Science & Technology\u003c/em> in 2017 showed that pollution in West Oakland could \u003ca href=\"https://www.kqed.org/science/1950648/californians-turn-to-low-cost-sensors-for-highly-local-air-quality-info\" target=\"_blank\" rel=\"noopener noreferrer\">vary significantly from block to block\u003c/a>. The researchers mounted air sensors onto Google Street View cars. Air quality maps that use data from consumer air sensors, like \u003ca href=\"https://www.purpleair.com/map\" target=\"_blank\" rel=\"noopener noreferrer\">Purple Air\u003c/a>, have painted a similar picture in the Bay Area.\u003c/p>\n\u003cfigure id=\"attachment_1955800\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-1955800\" src=\"https://ww2.kqed.org/app/uploads/sites/35/2020/01/Air-Quality-Photo-3-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/Air-Quality-Photo-3-1920x1280.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The air intake valve on one of the Air District’s new pollution monitoring cars. \u003ccite>(Peter Arcuni/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While the BAAQMD won’t post the new data in real time, it will be compiled over months and used to create a public map of air pollution and greenhouse levels on every block in the Bay Area. The map will be similar to the \u003ca href=\"https://insights.aclima.io/west-oakland\" target=\"_blank\" rel=\"noopener noreferrer\">one\u003c/a> created for West Oakland, according to Aclima.\u003c/p>\n\u003cp>“This new data will help us identify pollution hotspots in order to strengthen and target our actions to reduce emissions … partnering with local governments and communities to protect public health,” said Ranyee Chiang, the BAAQMD’s director of meterology and measurement.\u003c/p>\n\u003cp>Broadbent says the project will give policymakers accurate data to “help drive the air quality and climate efforts well into the future.”\u003c/p>\n\u003cp>In August the district dispatched the first vehicles to the Richmond-San Pablo area. The fleet has since expanded to San Francisco, Alameda, Contra Costa, San Mateo and Santa Clara counties. The rollout will be completed in the coming months.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Representatives from BAAQMD and Aclima say the Bay Area fleet will eventually number “dozens” of cars that measure air quality 24 hours a day, seven days a week.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Proponents See Hope For California’s ‘Hydrogen Highway’ in 2020",
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"content": "\u003cp>California has been dreaming of a clean, modern \u003ca href=\"https://ww3.arb.ca.gov/msprog/zevprog/hydrogen/hydrogen_cah2net.htm\" target=\"_blank\" rel=\"noopener noreferrer\">hydrogen highway\u003c/a> since 2004, when former Gov. Arnold Schwarzenegger ordered preparations for a traffic jam of zero-emission, hydrogen-fueled cars, buses and trucks.\u003c/p>\n\u003cp>[pullquote citation=\"Tyson Eckerle, Governor's Office of Business and Economic Development\"]‘Its moment is due. You are starting to see a sea change, as we get more aggressive about meeting our zero-carbon goals.[/pullquote]That revolution, part of the battle against climate change, never materialized. The technology remains expensive and hasn’t gained wide traction, ceding the green-transportation crown to battery-powered electric vehicles, which are more widely available and support an ever-growing recharging network.\u003c/p>\n\u003cp>But with successful pilot projects using hydrogen buses and freight trucks, and car manufacturers preparing to expand model options in the tiny consumer car market, proponents say this may be the year when the “fuel of the future” finally arrives.\u003c/p>\n\u003cp>“Its moment is due. You are starting to see a sea change, as we get more aggressive about meeting our zero-carbon goals,” said Tyson Eckerle, deputy director of zero-emission infrastructure in the \u003ca href=\"http://www.business.ca.gov/Programs/Zero-Emission-Vehicles-ZEV\" target=\"_blank\" rel=\"noopener noreferrer\">Governor’s Office of Business and Economic Development\u003c/a>.\u003c/p>\n\u003cp>The state has continued to foster the promise of hydrogen fuel to \u003ca href=\"https://calmatters.org/projects/can-california-put-cars-in-the-rear-view-mirror/\" target=\"_blank\" rel=\"noopener noreferrer\">pry carbon from transportation\u003c/a>, California’s biggest source of planet-warming emissions. It has spent more than $300 million in the past 10 years funding rebates for those who buy or lease hydrogen cars, construction of refueling stations and the purchase of transit buses, as well as subsidizing development of \u003ca href=\"https://calmatters.org/environment/2019/12/california-controversial-advanced-clean-trucks-regulation-air-pollution/\" target=\"_blank\" rel=\"noopener noreferrer\">hydrogen-driven freight trucks\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>And, at the moment, California\u003cem> is\u003c/em> the hydrogen market: All but a handful of the 7,800 hydrogen-powered cars in the U.S. are here. For car-centric Californians, there’s much to like: Hydrogen vehicles fuel up in a few minutes —\u003cstrong> \u003c/strong>as opposed to hours of charging for most electric vehicles — and their efficiency affords a long driving range.\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-1955713 alignleft\" src=\"https://ww2.kqed.org/app/uploads/sites/35/2020/01/HYDROGEN-FUEL-graphic.jpg\" alt=\"\" width=\"400\" height=\"666\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/HYDROGEN-FUEL-graphic.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/HYDROGEN-FUEL-graphic-160x266.jpg 160w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/p>\n\u003cp>Hydrogen as a transportation fuel has many applications. More than 26,000 hydrogen-powered forklifts are whirring around warehouses today, for example. The U.S. \u003ca href=\"https://www.nasa.gov/content/space-applications-of-hydrogen-and-fuel-cells\" target=\"_blank\" rel=\"noopener noreferrer\">space program\u003c/a> has long used hydrogen as rocket fuel. And more than a decade of testing hydrogen engines in transit bus fleets has produced results that surpassed projections, exceeding time without major repairs or replacement needed as compared to diesel engines. Hydrogen-fueled trucks are lighter, which translates into efficiency for long-haul drivers.\u003c/p>\n\u003cp>Eckerle said the dozen or so \u003ca href=\"https://ww2.energy.ca.gov/transportation/altfueltech/hydrogen.html\" target=\"_blank\" rel=\"noopener noreferrer\">state programs\u003c/a> encourage hydrogen technology to increase consumer choice — “seed-planting.” This investment will soon be eclipsed by that of private companies, he added.\u003c/p>\n\u003cp>The challenge for the automotive industry is overcoming basic market forces. There may be nearly 8,000 hydrogen cars on California roads, but that’s a microscopic number amid the state’s 35 million registered vehicles.\u003c/p>\n\u003cp>The cars are not easy to find, nor are the \u003ca href=\"https://cafcp.org/stationmap\" target=\"_blank\" rel=\"noopener noreferrer\">fueling stations\u003c/a>: California has only 44 such stations, mainly in populous cities. It’s nearly impossible to fuel up a hydrogen car at home, so a broad network of stations is critical to wider adoption, experts say.\u003c/p>\n\u003cp>One reason motorists may not notice the hydrogen cars in their midst is that hydrogen-fueled Toyotas, Hondas and Hyundais don’t look much different from other sedans. That obscurity\u003cstrong> \u003c/strong>could end this summer, though, when hydrogen cars and shuttle buses built in Japan will be showcased at the \u003ca href=\"https://fuelcellmaterials.com/tokyo-2020-the-first-hydrogen-olympic-games/\" target=\"_blank\" rel=\"noopener noreferrer\">Tokyo Olympics\u003c/a>. Even the Olympic Torch will be lit with a hydrogen flame.\u003c/p>\n\u003cp>The international exposure, coupled with increased consumer education from manufacturers, could catapult hydrogen to front-of-mind for car buyers.\u003c/p>\n\u003cp>“We are at a really interesting point right now,” said Keith Malone, spokesman for the California Fuel Cell Partnership, which brings together state agencies, vehicle manufacturers and natural gas companies that make hydrogen fuel. “It’s no longer about proving the technology. It’s about bringing the technology to scale to drive down costs.”\u003c/p>\n\u003cp>Hydrogen fuel is much more efficient than gasoline, but it’s also four times more expensive, roughly equivalent to about $16 a gallon. Even though hydrogen cars, which run electric engines, have cruising ranges of more than 350 miles — longer than any battery-electric and some gas-fueled vehicles — the cost of a fillup is significant. \u003cstrong> \u003c/strong>\u003c/p>\n\u003cp>Incentives have eased that financial hit somewhat. Manufacturers offer refueling cards loaded with three years’ worth of credit, and the state offers a $4,500 \u003ca href=\"https://cleanvehiclerebate.org/eng/eligible-vehicles\" target=\"_blank\" rel=\"noopener noreferrer\">clean-car rebate\u003c/a>. That rebate mostly offsets the first year of leasing a hydrogen vehicle, which most drivers choose over purchasing. New hydrogen cars are in the $60,000 range, and lack the variety of model options available for battery-powered electric cars.\u003c/p>\n\u003cp>Aaron Slavin and his wife, who live in the Los Angeles suburb of Altadena, made a spreadsheet to weigh the pros and cons of driving a hydrogen-fueled car and concluded that continuing to own a gas-electric hybrid “didn’t pencil out.”\u003c/p>\n\u003cp>“I’m a big fan of this car; I preach about them,” Aaron Slavin said, while refueling his 2017 Toyota Mirai at a one-bay hydrogen pump tucked into a conventional gas station in South Pasadena.\u003c/p>\n\u003cfigure id=\"attachment_1955711\" class=\"wp-caption alignright\" style=\"max-width: 768px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-1955711\" src=\"https://ww2.kqed.org/app/uploads/sites/35/2020/01/RS40728_HYDROGEN-FUEL-photo.jpg\" alt=\"\" width=\"768\" height=\"880\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/RS40728_HYDROGEN-FUEL-photo.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/RS40728_HYDROGEN-FUEL-photo-160x183.jpg 160w\" sizes=\"(max-width: 768px) 100vw, 768px\">\u003cfigcaption class=\"wp-caption-text\">Aaron Slavin fuels his hydrogen-powered Toyota Mrai. \u003ccite>(Julie Cart/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Slavin, a performing-arts producer, said he is a perfect candidate for the car — self employed, with no regular commute, and with a hybrid SUV as backup.\u003cstrong> \u003c/strong>\u003c/p>\n\u003cp>The second car became critical last year when an \u003ca href=\"https://www.cnet.com/roadshow/news/hydrogen-fuel-cell-car-california-explosion/\" target=\"_blank\" rel=\"noopener noreferrer\">explosion at fuel-production facility\u003c/a> choked supplies for months, leaving some hydrogen stations with empty tanks, stranding some drivers or necessitating long trips to alternative stations. The crisis, which some drivers dubbed the “hydropocalypse,” sent Slavin to a smartphone app that provided a real-time inventory of fuel at each station.\u003c/p>\n\u003cp>That fuel hiccup has been resolved, but it raised a red flag. “Our lease is up in April, and I really have to give some thought to what we’ll do,” Slavin said. “I like the car, but I’m concerned about the fuel situation.”\u003c/p>\n\u003cp>Producing energy from hydrogen has long been an enticing goal. After all, hydrogen is the world’s most abundant element, it’s energy-dense yet lightweight and, when used in transportation, emits not greenhouse gases but\u003cstrong> \u003c/strong>tiny pools of water.\u003c/p>\n\u003cp>But there’s a carbon backstory to this clean-burning fuel. Even though after it is formulated it powers zero-emission electric motors, about 95% of hydrogen fuel is made with an energy-intensive process that relies on methane, the worst of the planet-warming gases. That makes it difficult for some environmental groups to support hydrogen vehicles.\u003c/p>\n\u003cp>“We need to get methane out of the system, not establish a dependence on producing more,” said Kathryn Phillips, Director of the Sierra Club in California. “If you look at hydrogen fuel cells through an environmental lens, right now it’s not the best use of state funds.”\u003c/p>\n\u003cp>Proponents respond in two ways: While the state transitions to a zero-carbon economy, why not capture and use methane that today is spewing, unchecked, into the atmosphere from oil and gas facilities and landfills?\u003cstrong> \u003c/strong>Why not switch to a process that doesn’t require methane and instead uses the state’s surplus of solar power to do it, rendering the manufacturing clean and green?\u003c/p>\n\u003cp>Even with the advantages of faster refueling, lighter weight and longer range than battery electrics or gasoline cars, hydrogen vehicles can’t compete in a critical category: price. A conventional city bus may carry a price tag of $450,000. A hydrogen bus with the same specifications runs closer to $1 million.\u003c/p>\n\u003cp>To Lewis Fulton, a transportation researcher at UC Davis, hydrogen presents “several different chicken-egg problems at the same time.”\u003c/p>\n\u003cp>Until more cars are produced and purchased, he said, there won’t be more \u003ca href=\"https://ww2.energy.ca.gov/transportation/altfueltech/hydrogen.html\" target=\"_blank\" rel=\"noopener noreferrer\">hydrogen fueling stations\u003c/a>. And until there are enough fueling stations, consumers may worry they’ll be stranded and won’t feel comfortable driving the cars.\u003c/p>\n\u003cp>“The only way to solve it is a really massive policy push,” Fulton said. “There’s already a fairly big one going on in the state, but I don’t know if it’s big enough.”\u003c/p>\n\u003cp>California’s efforts to encourage the hydrogen car market could be thwarted as part of its ongoing battle with the Trump administration, which last year withdrew the state’s authority to set its own tailpipe emissions standards. Car makers who sided with the feds in favor of lower emissions rules will \u003ca href=\"https://calmatters.org/environment/2019/11/california-says-it-wont-buy-cars-from-gm-toyota-others-opposing-tough-fuel-standards/\" target=\"_blank\" rel=\"noopener noreferrer\">pay a price\u003c/a> by being excluded from the state’s vehicle fleet.\u003c/p>\n\u003cp>Toyota, which took Washington’s side, would be left out at a time when the company is ramping up its hydrogen program and, by dint of its status as a major international car maker, is expected to significantly raise consumer awareness about hydrogen vehicles.\u003c/p>\n\u003cp>Proponents downplayed the issue. Eckerle admitted, “It is an elephant in the room.” But he added that the state has no indication from car makers that they intend to back away from their commitment to making hydrogen vehicles.\u003c/p>\n\u003cp>“It’s a bump in the road,” he said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003ca href=\"http://calmatters.org/\" target=\"_blank\" rel=\"noopener noreferrer\">CalMatters.org\u003c/a> is a nonprofit, nonpartisan media venture explaining California policies and politics.\u003c/p>\n\n",
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"excerpt": "Supporters of hydrogen-fueled cars and an infrastructure to support them say this could be the year when the concept finally makes some headway.\r\n",
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"title": "Proponents See Hope For California’s ‘Hydrogen Highway’ in 2020 | KQED",
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"headline": "Proponents See Hope For California’s ‘Hydrogen Highway’ in 2020",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California has been dreaming of a clean, modern \u003ca href=\"https://ww3.arb.ca.gov/msprog/zevprog/hydrogen/hydrogen_cah2net.htm\" target=\"_blank\" rel=\"noopener noreferrer\">hydrogen highway\u003c/a> since 2004, when former Gov. Arnold Schwarzenegger ordered preparations for a traffic jam of zero-emission, hydrogen-fueled cars, buses and trucks.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "‘Its moment is due. You are starting to see a sea change, as we get more aggressive about meeting our zero-carbon goals.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>That revolution, part of the battle against climate change, never materialized. The technology remains expensive and hasn’t gained wide traction, ceding the green-transportation crown to battery-powered electric vehicles, which are more widely available and support an ever-growing recharging network.\u003c/p>\n\u003cp>But with successful pilot projects using hydrogen buses and freight trucks, and car manufacturers preparing to expand model options in the tiny consumer car market, proponents say this may be the year when the “fuel of the future” finally arrives.\u003c/p>\n\u003cp>“Its moment is due. You are starting to see a sea change, as we get more aggressive about meeting our zero-carbon goals,” said Tyson Eckerle, deputy director of zero-emission infrastructure in the \u003ca href=\"http://www.business.ca.gov/Programs/Zero-Emission-Vehicles-ZEV\" target=\"_blank\" rel=\"noopener noreferrer\">Governor’s Office of Business and Economic Development\u003c/a>.\u003c/p>\n\u003cp>The state has continued to foster the promise of hydrogen fuel to \u003ca href=\"https://calmatters.org/projects/can-california-put-cars-in-the-rear-view-mirror/\" target=\"_blank\" rel=\"noopener noreferrer\">pry carbon from transportation\u003c/a>, California’s biggest source of planet-warming emissions. It has spent more than $300 million in the past 10 years funding rebates for those who buy or lease hydrogen cars, construction of refueling stations and the purchase of transit buses, as well as subsidizing development of \u003ca href=\"https://calmatters.org/environment/2019/12/california-controversial-advanced-clean-trucks-regulation-air-pollution/\" target=\"_blank\" rel=\"noopener noreferrer\">hydrogen-driven freight trucks\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>And, at the moment, California\u003cem> is\u003c/em> the hydrogen market: All but a handful of the 7,800 hydrogen-powered cars in the U.S. are here. For car-centric Californians, there’s much to like: Hydrogen vehicles fuel up in a few minutes —\u003cstrong> \u003c/strong>as opposed to hours of charging for most electric vehicles — and their efficiency affords a long driving range.\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-1955713 alignleft\" src=\"https://ww2.kqed.org/app/uploads/sites/35/2020/01/HYDROGEN-FUEL-graphic.jpg\" alt=\"\" width=\"400\" height=\"666\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/HYDROGEN-FUEL-graphic.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/HYDROGEN-FUEL-graphic-160x266.jpg 160w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/p>\n\u003cp>Hydrogen as a transportation fuel has many applications. More than 26,000 hydrogen-powered forklifts are whirring around warehouses today, for example. The U.S. \u003ca href=\"https://www.nasa.gov/content/space-applications-of-hydrogen-and-fuel-cells\" target=\"_blank\" rel=\"noopener noreferrer\">space program\u003c/a> has long used hydrogen as rocket fuel. And more than a decade of testing hydrogen engines in transit bus fleets has produced results that surpassed projections, exceeding time without major repairs or replacement needed as compared to diesel engines. Hydrogen-fueled trucks are lighter, which translates into efficiency for long-haul drivers.\u003c/p>\n\u003cp>Eckerle said the dozen or so \u003ca href=\"https://ww2.energy.ca.gov/transportation/altfueltech/hydrogen.html\" target=\"_blank\" rel=\"noopener noreferrer\">state programs\u003c/a> encourage hydrogen technology to increase consumer choice — “seed-planting.” This investment will soon be eclipsed by that of private companies, he added.\u003c/p>\n\u003cp>The challenge for the automotive industry is overcoming basic market forces. There may be nearly 8,000 hydrogen cars on California roads, but that’s a microscopic number amid the state’s 35 million registered vehicles.\u003c/p>\n\u003cp>The cars are not easy to find, nor are the \u003ca href=\"https://cafcp.org/stationmap\" target=\"_blank\" rel=\"noopener noreferrer\">fueling stations\u003c/a>: California has only 44 such stations, mainly in populous cities. It’s nearly impossible to fuel up a hydrogen car at home, so a broad network of stations is critical to wider adoption, experts say.\u003c/p>\n\u003cp>One reason motorists may not notice the hydrogen cars in their midst is that hydrogen-fueled Toyotas, Hondas and Hyundais don’t look much different from other sedans. That obscurity\u003cstrong> \u003c/strong>could end this summer, though, when hydrogen cars and shuttle buses built in Japan will be showcased at the \u003ca href=\"https://fuelcellmaterials.com/tokyo-2020-the-first-hydrogen-olympic-games/\" target=\"_blank\" rel=\"noopener noreferrer\">Tokyo Olympics\u003c/a>. Even the Olympic Torch will be lit with a hydrogen flame.\u003c/p>\n\u003cp>The international exposure, coupled with increased consumer education from manufacturers, could catapult hydrogen to front-of-mind for car buyers.\u003c/p>\n\u003cp>“We are at a really interesting point right now,” said Keith Malone, spokesman for the California Fuel Cell Partnership, which brings together state agencies, vehicle manufacturers and natural gas companies that make hydrogen fuel. “It’s no longer about proving the technology. It’s about bringing the technology to scale to drive down costs.”\u003c/p>\n\u003cp>Hydrogen fuel is much more efficient than gasoline, but it’s also four times more expensive, roughly equivalent to about $16 a gallon. Even though hydrogen cars, which run electric engines, have cruising ranges of more than 350 miles — longer than any battery-electric and some gas-fueled vehicles — the cost of a fillup is significant. \u003cstrong> \u003c/strong>\u003c/p>\n\u003cp>Incentives have eased that financial hit somewhat. Manufacturers offer refueling cards loaded with three years’ worth of credit, and the state offers a $4,500 \u003ca href=\"https://cleanvehiclerebate.org/eng/eligible-vehicles\" target=\"_blank\" rel=\"noopener noreferrer\">clean-car rebate\u003c/a>. That rebate mostly offsets the first year of leasing a hydrogen vehicle, which most drivers choose over purchasing. New hydrogen cars are in the $60,000 range, and lack the variety of model options available for battery-powered electric cars.\u003c/p>\n\u003cp>Aaron Slavin and his wife, who live in the Los Angeles suburb of Altadena, made a spreadsheet to weigh the pros and cons of driving a hydrogen-fueled car and concluded that continuing to own a gas-electric hybrid “didn’t pencil out.”\u003c/p>\n\u003cp>“I’m a big fan of this car; I preach about them,” Aaron Slavin said, while refueling his 2017 Toyota Mirai at a one-bay hydrogen pump tucked into a conventional gas station in South Pasadena.\u003c/p>\n\u003cfigure id=\"attachment_1955711\" class=\"wp-caption alignright\" style=\"max-width: 768px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-1955711\" src=\"https://ww2.kqed.org/app/uploads/sites/35/2020/01/RS40728_HYDROGEN-FUEL-photo.jpg\" alt=\"\" width=\"768\" height=\"880\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/RS40728_HYDROGEN-FUEL-photo.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/RS40728_HYDROGEN-FUEL-photo-160x183.jpg 160w\" sizes=\"(max-width: 768px) 100vw, 768px\">\u003cfigcaption class=\"wp-caption-text\">Aaron Slavin fuels his hydrogen-powered Toyota Mrai. \u003ccite>(Julie Cart/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Slavin, a performing-arts producer, said he is a perfect candidate for the car — self employed, with no regular commute, and with a hybrid SUV as backup.\u003cstrong> \u003c/strong>\u003c/p>\n\u003cp>The second car became critical last year when an \u003ca href=\"https://www.cnet.com/roadshow/news/hydrogen-fuel-cell-car-california-explosion/\" target=\"_blank\" rel=\"noopener noreferrer\">explosion at fuel-production facility\u003c/a> choked supplies for months, leaving some hydrogen stations with empty tanks, stranding some drivers or necessitating long trips to alternative stations. The crisis, which some drivers dubbed the “hydropocalypse,” sent Slavin to a smartphone app that provided a real-time inventory of fuel at each station.\u003c/p>\n\u003cp>That fuel hiccup has been resolved, but it raised a red flag. “Our lease is up in April, and I really have to give some thought to what we’ll do,” Slavin said. “I like the car, but I’m concerned about the fuel situation.”\u003c/p>\n\u003cp>Producing energy from hydrogen has long been an enticing goal. After all, hydrogen is the world’s most abundant element, it’s energy-dense yet lightweight and, when used in transportation, emits not greenhouse gases but\u003cstrong> \u003c/strong>tiny pools of water.\u003c/p>\n\u003cp>But there’s a carbon backstory to this clean-burning fuel. Even though after it is formulated it powers zero-emission electric motors, about 95% of hydrogen fuel is made with an energy-intensive process that relies on methane, the worst of the planet-warming gases. That makes it difficult for some environmental groups to support hydrogen vehicles.\u003c/p>\n\u003cp>“We need to get methane out of the system, not establish a dependence on producing more,” said Kathryn Phillips, Director of the Sierra Club in California. “If you look at hydrogen fuel cells through an environmental lens, right now it’s not the best use of state funds.”\u003c/p>\n\u003cp>Proponents respond in two ways: While the state transitions to a zero-carbon economy, why not capture and use methane that today is spewing, unchecked, into the atmosphere from oil and gas facilities and landfills?\u003cstrong> \u003c/strong>Why not switch to a process that doesn’t require methane and instead uses the state’s surplus of solar power to do it, rendering the manufacturing clean and green?\u003c/p>\n\u003cp>Even with the advantages of faster refueling, lighter weight and longer range than battery electrics or gasoline cars, hydrogen vehicles can’t compete in a critical category: price. A conventional city bus may carry a price tag of $450,000. A hydrogen bus with the same specifications runs closer to $1 million.\u003c/p>\n\u003cp>To Lewis Fulton, a transportation researcher at UC Davis, hydrogen presents “several different chicken-egg problems at the same time.”\u003c/p>\n\u003cp>Until more cars are produced and purchased, he said, there won’t be more \u003ca href=\"https://ww2.energy.ca.gov/transportation/altfueltech/hydrogen.html\" target=\"_blank\" rel=\"noopener noreferrer\">hydrogen fueling stations\u003c/a>. And until there are enough fueling stations, consumers may worry they’ll be stranded and won’t feel comfortable driving the cars.\u003c/p>\n\u003cp>“The only way to solve it is a really massive policy push,” Fulton said. “There’s already a fairly big one going on in the state, but I don’t know if it’s big enough.”\u003c/p>\n\u003cp>California’s efforts to encourage the hydrogen car market could be thwarted as part of its ongoing battle with the Trump administration, which last year withdrew the state’s authority to set its own tailpipe emissions standards. Car makers who sided with the feds in favor of lower emissions rules will \u003ca href=\"https://calmatters.org/environment/2019/11/california-says-it-wont-buy-cars-from-gm-toyota-others-opposing-tough-fuel-standards/\" target=\"_blank\" rel=\"noopener noreferrer\">pay a price\u003c/a> by being excluded from the state’s vehicle fleet.\u003c/p>\n\u003cp>Toyota, which took Washington’s side, would be left out at a time when the company is ramping up its hydrogen program and, by dint of its status as a major international car maker, is expected to significantly raise consumer awareness about hydrogen vehicles.\u003c/p>\n\u003cp>Proponents downplayed the issue. Eckerle admitted, “It is an elephant in the room.” But he added that the state has no indication from car makers that they intend to back away from their commitment to making hydrogen vehicles.\u003c/p>\n\u003cp>“It’s a bump in the road,” he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Ed Alvarez, appointed Friday as BART's new police chief, had just finished telling a reporter about his top priorities for the transit agency and its police force. \u003c/p>\n\u003cp>\"I want people to be safe,\" Alvarez said near the conclusion of a media event at Balboa Park Station. \"That's my ultimate goal. I want people to be on our system, safe. So they're able to get to their destinations ... and not be worried about being accosted or anything like that.\"\u003c/p>\n\u003cp>To achieve that goal, the new chief announced he's assigning a dozen officers to patrol trains and station platforms on nights and weekends. That, along with a six-month pilot project approved by the agency's board of directors Thursday to deploy 10 uniformed but unarmed ambassadors to patrol trains every evening, is designed to improve security on the system with a more visible BART presence.\u003c/p>\n\u003cp>\"My main goal is to create that presence to mitigate and to get everybody safely to where they need to be,\" Alvarez said. \u003c/p>\n\u003cp>But no sooner had Alvarez said that than he got a reminder of how far BART has to go to win over customers rattled by the crime, mental illness and aggressive behavior they sometimes encounter on the system.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Just as Alvarez finished speaking, a woman approached and said, \"I have a complaint.\" \u003c/p>\n\u003cp>Cheryl Willner, 67, of Dublin, had just gotten off a train to transfer to one going to San Francisco International Airport. She was on her way to her job as a flight attendant for American Airlines. It wasn't clear she knew she was addressing BART's chief of police as she recounted her trip from the East Bay.\u003c/p>\n\u003cp>\"This guy got on, a homeless guy, and he had like four paper bags with,\" Willner said. \"He just got on and plopped them down. And he started talking to himself and changing his clothes and blowing his nose. ... I got up and moved to the next car back.\" \u003c/p>\n\u003cp>The man followed her, she told Alvarez.\u003c/p>\n\u003cp>\"I was looking to make sure he didn't come back, and then he came back,\" Willner told Alvarez. \"And then he started going off, 'You're looking at me. You're doing this, you're doing that.' I can't even tell you what he said. I just looked down at my phone, and then I called my husband and was on the phone with my husband for 15 minutes.\"\u003c/p>\n\u003cp>[aside label=\"Related Coverage\" tag=\"bart\"]The man got off at Embarcadero Station, Willner said, but she was still shaken by the experience. \u003c/p>\n\u003cp>\"I will never take BART again, ever,\" Willner said. \u003c/p>\n\u003cp>\"I'm 67 years old, and I can't do this ever again,\" she said, \"I've been here for 10 years, and I don't feel safe. You know, I know you guys are trying. I know you can't be everywhere. But this is not OK.\"\u003c/p>\n\u003cp>\"Sorry to hear that,\" Alvarez said. \"Sorry you had to experience that on your way to work. I hope you give us another shot.\"\u003c/p>\n\u003cp>He offered to talk to Willner privately and give her some \"safety tips\" that might be useful. \u003c/p>\n\u003cp>\"We have a BART Watch app that you could get direct-lined to our dispatch center,\" the chief said. \"You could report stuff. ...\" \u003c/p>\n\u003cp>Willner interrupted.\u003c/p>\n\u003cp>\"You know what, I do that every single frickin' day on my job,\" she said. \"I don't want to have to do that in my hometown. It's not OK. That's all.\"\u003c/p>\n\u003cp>She added: \"You're very nice, Officer Alvarez — you are. I'm sorry to be complaining.\"\u003c/p>\n\u003cp>\"That's all right,\" Alvarez said. \"I want to hear that. I need to know that kind of stuff so I know where to deploy my resources and understand what's happening and what the riders are seeing and experiencing.\"\u003c/p>\n\u003cp>He ended by saying he hoped Willner would give BART \"another opportunity to give you a better ride.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We'll see,\" Willner said. \u003c/p>\n\n",
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"excerpt": "BART hires 22-year veteran who came up through its Police Department ranks as its new chief. On his first day on the job, he runs into a patron shaken by an encounter with another passenger.",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"mindshift": {
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
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"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
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"onourwatch": {
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"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"pbs-newshour": {
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},
"perspectives": {
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"order": 14
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
"id": "reveal",
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