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"content": "\u003cp>After more than a year of unrest over a controversial bike lane project on a section of \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">Valencia Street\u003c/a> in San Francisco’s Mission District, the city’s Municipal Transportation Agency is once again making changes in an attempt to improve safety, boost business and ease travel.\u003c/p>\n\u003cp>Work to relocate Valencia Street’s bike lane from the center to the curb will begin on Feb. 10 after the city’s Board of Supervisors unanimously rejected a community group’s appeal for a more thorough environmental review. The vote cleared the final obstacle for the MTA to move forward with the Mid-Valencia Curbside Protected Bikeway Project, a reversal planned since last summer.\u003c/p>\n\u003cp>VAMANOS, a collective of Valencia Street merchants, \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=13615680&GUID=BB1C3C7B-11DE-4C1B-8CF7-B3448DD3D8F3\">appealed the project’s approval\u003c/a>, arguing that the San Francisco Planning Department wrongly granted it a statutory exemption under the California Environmental Quality Act (CEQA). The group demanded a full Environmental Impact Report.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“There’s no discussion of what the implications of the project will entail to the commercial corridor and its historic value,” said Julio Ramos, an attorney for VAMANOS.\u003c/p>\n\u003cp>The appeal claimed that the project overlooked its impact on the neighborhood’s historic character and failed to address how reducing parking could worsen air pollution, among other concerns.\u003c/p>\n\u003cfigure id=\"attachment_12014768\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12014768\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides on the Valencia Street bike lane in San Francisco’s Mission District on Sept. 22, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco Planning Department officials defended their decision, citing the law’s exemption for projects that “implement pedestrian and bicycle facilities that improve safety, access, or mobility.”\u003c/p>\n\u003cp>“This statutory exemption was created to streamline environmental review under CEQA for public transportation and bike and pedestrian infrastructure projects that reduce car dependency,” said Jennifer McKellar, an environmental planner with the SF Planning Department.\u003c/p>\n\u003cp>The Board of Supervisors’ decision to move forward with the project ushers in another era of dramatic change for the corridor. In \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">August 2023\u003c/a>, the SFMTA began a one-year pilot of a center-running bike lane on Valencia between 15th and 23rd streets, designed to improve traffic safety, business access and the local economy.\u003c/p>\n\u003cp>[aside postID=news_12021178 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1020x680.jpg']\u003c/p>\n\u003cp>The project faced strong opposition from some cyclists and local businesses, who claimed the design was unsafe, confusing, and discouraged customers. In response, the SFMTA is moving forward with a curbside protected bikeway featuring a novel design with both floating and non-floating parklets outside restaurants \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">and a bike lane weaving between them.\u003c/a>\u003c/p>\n\u003cp>Despite progress, the project remains highly divisive. Many merchants continue to bemoan the parking loss caused by the curbside-protected bikeway design.\u003c/p>\n\u003cp>“I think that turning Valencia Street into a wonderful place for bikers really serves a tiny demographic of our city,” said Betsy Barron, the owner of Love and Luxe, a jewelry store on Valencia Street. “I hope that we can create a corridor that’s family-friendly and friendly to people with disabilities because they are being overlooked.”\u003c/p>\n\u003cp>Others remain optimistic about the next phase of the redesigned Valencia Street.\u003c/p>\n\u003cp>“The curbside protected bike lanes will allow people biking and scooting to easily stop and park at businesses along the street,” said Matt Bigger, a father who lives in the Castro District, “So I really believe this is a move to bring our local businesses, biking, and walking together in a very vibrant way.”\u003c/p>\n\u003cp>The transition to a curbside-protected bikeway is expected to take two to three months, weather permitting.\u003c/p>\n\u003cp>\u003c/p>\n",
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"title": "SF's Valencia Bike Lane Remodel Set to Begin February After Appeal Rejected | KQED",
"description": "Work to move the bike lane from the center to the side of the road is set to begin after the Board of Supervisors rejected an appeal claiming the project needed more environmental review. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After more than a year of unrest over a controversial bike lane project on a section of \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">Valencia Street\u003c/a> in San Francisco’s Mission District, the city’s Municipal Transportation Agency is once again making changes in an attempt to improve safety, boost business and ease travel.\u003c/p>\n\u003cp>Work to relocate Valencia Street’s bike lane from the center to the curb will begin on Feb. 10 after the city’s Board of Supervisors unanimously rejected a community group’s appeal for a more thorough environmental review. The vote cleared the final obstacle for the MTA to move forward with the Mid-Valencia Curbside Protected Bikeway Project, a reversal planned since last summer.\u003c/p>\n\u003cp>VAMANOS, a collective of Valencia Street merchants, \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=13615680&GUID=BB1C3C7B-11DE-4C1B-8CF7-B3448DD3D8F3\">appealed the project’s approval\u003c/a>, arguing that the San Francisco Planning Department wrongly granted it a statutory exemption under the California Environmental Quality Act (CEQA). The group demanded a full Environmental Impact Report.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“There’s no discussion of what the implications of the project will entail to the commercial corridor and its historic value,” said Julio Ramos, an attorney for VAMANOS.\u003c/p>\n\u003cp>The appeal claimed that the project overlooked its impact on the neighborhood’s historic character and failed to address how reducing parking could worsen air pollution, among other concerns.\u003c/p>\n\u003cfigure id=\"attachment_12014768\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12014768\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides on the Valencia Street bike lane in San Francisco’s Mission District on Sept. 22, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco Planning Department officials defended their decision, citing the law’s exemption for projects that “implement pedestrian and bicycle facilities that improve safety, access, or mobility.”\u003c/p>\n\u003cp>“This statutory exemption was created to streamline environmental review under CEQA for public transportation and bike and pedestrian infrastructure projects that reduce car dependency,” said Jennifer McKellar, an environmental planner with the SF Planning Department.\u003c/p>\n\u003cp>The Board of Supervisors’ decision to move forward with the project ushers in another era of dramatic change for the corridor. In \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">August 2023\u003c/a>, the SFMTA began a one-year pilot of a center-running bike lane on Valencia between 15th and 23rd streets, designed to improve traffic safety, business access and the local economy.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The project faced strong opposition from some cyclists and local businesses, who claimed the design was unsafe, confusing, and discouraged customers. In response, the SFMTA is moving forward with a curbside protected bikeway featuring a novel design with both floating and non-floating parklets outside restaurants \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">and a bike lane weaving between them.\u003c/a>\u003c/p>\n\u003cp>Despite progress, the project remains highly divisive. Many merchants continue to bemoan the parking loss caused by the curbside-protected bikeway design.\u003c/p>\n\u003cp>“I think that turning Valencia Street into a wonderful place for bikers really serves a tiny demographic of our city,” said Betsy Barron, the owner of Love and Luxe, a jewelry store on Valencia Street. “I hope that we can create a corridor that’s family-friendly and friendly to people with disabilities because they are being overlooked.”\u003c/p>\n\u003cp>Others remain optimistic about the next phase of the redesigned Valencia Street.\u003c/p>\n\u003cp>“The curbside protected bike lanes will allow people biking and scooting to easily stop and park at businesses along the street,” said Matt Bigger, a father who lives in the Castro District, “So I really believe this is a move to bring our local businesses, biking, and walking together in a very vibrant way.”\u003c/p>\n\u003cp>The transition to a curbside-protected bikeway is expected to take two to three months, weather permitting.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "california-will-give-you-up-to-2000-for-an-e-bike-if-youre-eligible",
"title": "California Could Give You Up To $2,000 For an E-Bike — Applications Now Open",
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"content": "\u003cp>\u003cstrong>Looking for information about the 2025 California E-Bike Incentive Project application? This story is about the 2024 program and has outdated information but \u003ca href=\"https://www.kqed.org/news/12036516/california-ebike-incentive-project-voucher-lottery-when-do-applications-open-2025-april\">our guide on the latest round is now available\u003c/a>.\u003c/strong>\u003c/p>\n\u003cp>A new multimillion-dollar state fund is offering Californians up to $2,000 each to buy a brand new electric bicycle, \u003ca href=\"#apply-ebike-voucher\">if they qualify\u003c/a> — and \u003ca href=\"https://ebikeincentives.org/apply/\">applications opened on Wednesday at 6 p.m. PDT\u003c/a>.\u003c/p>\n\u003cp>The \u003ca href=\"https://ebikeincentives.org/\">California E-Bike Incentive Project\u003c/a> will provide $7.5 million to help lower- and middle-income families buy an e-bike, which can help riders to cover long distances faster for journeys like commutes and make it easier to transport young kids or groceries.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Jump straight to: \u003ca href=\"#apply-ebike-voucher\">How to apply for California’s e-bike vouchers\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>The program, from the California Air Resources Board (CARB), offers $1,750 in vouchers to each qualifying individual — along with an extra $250 if they meet additional income requirements. The voucher can be used at hundreds of participating e-bike retailers all over the state to cover the cost of an e-bike, with the program covering a wide range of e-bikes to match the needs of each rider.\u003c/p>\n\u003cp>State officials say that by helping thousands of Californians buy their own e-bike, the program will give more people access to a no-emissions mode of getting around that fits their lifestyle — especially if they don’t have access to dependable public transportation or the capacity to ride a regular bicycle every day. “Bicycles are a great climate change-fighting tool,” said Kendra Ramsey, executive director of the California Bicycle Coalition, which supports the voucher program.\u003c/p>\n\u003cp>However, only 1,500 vouchers will be given out during this first round of applications, or about 10% of the total money that will be given out. “More vouchers will be released in subsequent application windows,” Ramsey told KQED Forum. “If someone doesn’t get in this time, they will still have other opportunities.” So, in order to get a voucher during this round, Ramsey recommends “folks go to the site before [Wednesday], find out what they need to apply and have that information all ready.”\u003c/p>\n\u003cp>Keep reading for everything you need to know about applying for California’s e-bike voucher program once \u003ca href=\"https://ebikeincentives.org/apply/\">applications have opened on Wednesday evening\u003c/a>, including who qualifies for the money, how applications work and what kinds of e-bikes can be purchased.\u003c/p>\n\u003ch2>\u003ca id=\"apply-ebike-voucher\">\u003c/a>Who is eligible to apply for an e-bike voucher?\u003c/h2>\n\u003cp>There are only two requirements to apply for the voucher program starting \u003ca href=\"https://ebikeincentives.org/apply/\">Wednesday, Dec. 18, at 6 p.m.\u003c/a>:\u003c/p>\n\u003cul>\n\u003cli>You must be a California resident 18 years of age or older.\u003c/li>\n\u003cli>You must report a household income of 300% of the Federal Poverty Level (FPL) or less.\u003c/li>\n\u003c/ul>\n\u003cp>In order to meet the residency requirement, you’ll just need a state ID. While for the income requirement, keep in mind that the program takes into account how many people are in your household, including your spouse, kids, parents or roommates. You can check if you qualify using the chart below from CARB:\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-12018184\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30%E2%80%AFAM-scaled-e1734118378975.jpg\" alt=\"\" width=\"1263\" height=\"986\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30 AM-scaled-e1734118378975.jpg 1263w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-800x625.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-1020x796.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-160x125.jpg 160w\" sizes=\"auto, (max-width: 1263px) 100vw, 1263px\">\u003c/p>\n\u003cp>There are many ways to prove your income when completing the application. The preferred way is to upload your \u003ca href=\"https://www.irs.gov/individuals/get-transcript\">IRS tax transcript\u003c/a>, a document that includes only the most essential information you’ll find on your 1040. To access your IRS tax transcript, you’ll need to make an \u003ca href=\"https://www.irs.gov/payments/online-account-for-individuals\">IRS Individual Online Account\u003c/a> at irs.gov.\u003c/p>\n\u003cp>You can also upload other types of documents for this requirement, including:\u003c/p>\n\u003cul>\n\u003cli>Your W-2 or pay stubs for the past three months.\u003c/li>\n\u003cli>A 1099 if you are self-employed.\u003c/li>\n\u003cli>An award letter confirming you’re unemployed and are receiving benefits from a state or federal agency.\u003c/li>\n\u003c/ul>\n\u003cp>(And while there is \u003ca href=\"https://ebikeincentives.org/wp-content/uploads/2024/12/Income-Documentation-List-v1.2-linked.pdf\">a whole list of documents you can provide to check off this requirement [PDF]\u003c/a>, you just need to provide one.)\u003c/p>\n\u003cp>If you intend to apply, make sure you have this information ready before applications open at 6 p.m. on Wednesday, Dec. 18. Once applications are open, you will be assigned a queue number, said Ramsey from the California Bicycle Coalition.\u003c/p>\n\u003cp>That number, she explained, “is in the order [you] entered the site.” So the sooner you get started on your application, higher are the chances you’ll make it to the first 1,500 vouchers awarded.\u003c/p>\n\u003ch2>\u003cstrong>Once I’ve submitted my application, can I get my e-bike?\u003c/strong>\u003c/h2>\n\u003cp>Not yet. Once CARB has your application, they’ll take several weeks to process it and let you know if you’ve been selected for the first round of vouchers — or if there’s anything missing from your materials. According to the agency, this process could take up to 60 days, so it’s very likely that you won’t have a new e-bike in time for the holidays.\u003c/p>\n\u003cp>If everything looks good on your application and you’re chosen to receive a voucher, you’ll soon receive information through the email you provided that explains how to make your purchase.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2>\u003cstrong>I’m eligible and submitted an application but wasn’t awarded the voucher. Why?\u003c/strong>\u003c/h2>\n\u003cp>If you weren’t chosen this time around, it’s likely you turned in your application by the time the first 1,500 vouchers were given out.[aside label=\"More KQED Guides\" tag=\"kqed-guides\"]\u003c/p>\n\u003cp>But if you weren’t lucky this time around, remember: more vouchers will be given out every 2–3 months until program funding runs out.\u003c/p>\n\u003ch2>\u003cstrong>If I do get a voucher, can I buy an e-bike wherever I want?\u003c/strong>\u003c/h2>\n\u003cp>Not necessarily. The program has a list of hundreds of bike shops, athletic stores and other businesses all over California that are approved retailers for the program. You can find a store that’s closest to you \u003ca href=\"https://ebikeincentives.org/approved-retailer-map/\">using this map\u003c/a> and see what’s available, including approved home delivery, based on your zip code.\u003c/p>\n\u003cp>Not all bikes at an approved retailer are included in the program, as your voucher only covers the cost of three types of e-bikes:\u003c/p>\n\u003cul>\n\u003cli>Class 1–3 e-bikes, with top speeds of 28 miles per hour.\u003c/li>\n\u003cli>Cargo e-bikes.\u003c/li>\n\u003cli>Adaptive e-bikes (adult electric trikes, handcycles, recumbents, wheelchair tandems).\u003c/li>\n\u003c/ul>\n\u003cp>\u003ca href=\"https://ebikeincentives.org/eligible-e-bikes/\">Check out the full list of requirements for the e-bike you choose.\u003c/a> But don’t worry: “You don’t need to know which e-bike you want when you apply,” Ramsey said.\u003c/p>\n\u003cp>There are many different types of e-bikes, and while some focus on speed or sleek design, other e-bikes are designed to help specific needs of parents, delivery workers, older adults and people with disabilities. When buying an e-bike, let folks at the store know all the different ways you foresee using it so they can help you decide the model that’s best for your lifestyle.\u003c/p>\n\u003cp>\u003cem>This guide includes reporting from KQED’s Mina Kim. An earlier version of this guide originally published on Dec. 14.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Looking for information about the 2025 California E-Bike Incentive Project application? This story is about the 2024 program and has outdated information but \u003ca href=\"https://www.kqed.org/news/12036516/california-ebike-incentive-project-voucher-lottery-when-do-applications-open-2025-april\">our guide on the latest round is now available\u003c/a>.\u003c/strong>\u003c/p>\n\u003cp>A new multimillion-dollar state fund is offering Californians up to $2,000 each to buy a brand new electric bicycle, \u003ca href=\"#apply-ebike-voucher\">if they qualify\u003c/a> — and \u003ca href=\"https://ebikeincentives.org/apply/\">applications opened on Wednesday at 6 p.m. PDT\u003c/a>.\u003c/p>\n\u003cp>The \u003ca href=\"https://ebikeincentives.org/\">California E-Bike Incentive Project\u003c/a> will provide $7.5 million to help lower- and middle-income families buy an e-bike, which can help riders to cover long distances faster for journeys like commutes and make it easier to transport young kids or groceries.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Jump straight to: \u003ca href=\"#apply-ebike-voucher\">How to apply for California’s e-bike vouchers\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>The program, from the California Air Resources Board (CARB), offers $1,750 in vouchers to each qualifying individual — along with an extra $250 if they meet additional income requirements. The voucher can be used at hundreds of participating e-bike retailers all over the state to cover the cost of an e-bike, with the program covering a wide range of e-bikes to match the needs of each rider.\u003c/p>\n\u003cp>State officials say that by helping thousands of Californians buy their own e-bike, the program will give more people access to a no-emissions mode of getting around that fits their lifestyle — especially if they don’t have access to dependable public transportation or the capacity to ride a regular bicycle every day. “Bicycles are a great climate change-fighting tool,” said Kendra Ramsey, executive director of the California Bicycle Coalition, which supports the voucher program.\u003c/p>\n\u003cp>However, only 1,500 vouchers will be given out during this first round of applications, or about 10% of the total money that will be given out. “More vouchers will be released in subsequent application windows,” Ramsey told KQED Forum. “If someone doesn’t get in this time, they will still have other opportunities.” So, in order to get a voucher during this round, Ramsey recommends “folks go to the site before [Wednesday], find out what they need to apply and have that information all ready.”\u003c/p>\n\u003cp>Keep reading for everything you need to know about applying for California’s e-bike voucher program once \u003ca href=\"https://ebikeincentives.org/apply/\">applications have opened on Wednesday evening\u003c/a>, including who qualifies for the money, how applications work and what kinds of e-bikes can be purchased.\u003c/p>\n\u003ch2>\u003ca id=\"apply-ebike-voucher\">\u003c/a>Who is eligible to apply for an e-bike voucher?\u003c/h2>\n\u003cp>There are only two requirements to apply for the voucher program starting \u003ca href=\"https://ebikeincentives.org/apply/\">Wednesday, Dec. 18, at 6 p.m.\u003c/a>:\u003c/p>\n\u003cul>\n\u003cli>You must be a California resident 18 years of age or older.\u003c/li>\n\u003cli>You must report a household income of 300% of the Federal Poverty Level (FPL) or less.\u003c/li>\n\u003c/ul>\n\u003cp>In order to meet the residency requirement, you’ll just need a state ID. While for the income requirement, keep in mind that the program takes into account how many people are in your household, including your spouse, kids, parents or roommates. You can check if you qualify using the chart below from CARB:\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-12018184\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30%E2%80%AFAM-scaled-e1734118378975.jpg\" alt=\"\" width=\"1263\" height=\"986\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30 AM-scaled-e1734118378975.jpg 1263w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-800x625.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-1020x796.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-160x125.jpg 160w\" sizes=\"auto, (max-width: 1263px) 100vw, 1263px\">\u003c/p>\n\u003cp>There are many ways to prove your income when completing the application. The preferred way is to upload your \u003ca href=\"https://www.irs.gov/individuals/get-transcript\">IRS tax transcript\u003c/a>, a document that includes only the most essential information you’ll find on your 1040. To access your IRS tax transcript, you’ll need to make an \u003ca href=\"https://www.irs.gov/payments/online-account-for-individuals\">IRS Individual Online Account\u003c/a> at irs.gov.\u003c/p>\n\u003cp>You can also upload other types of documents for this requirement, including:\u003c/p>\n\u003cul>\n\u003cli>Your W-2 or pay stubs for the past three months.\u003c/li>\n\u003cli>A 1099 if you are self-employed.\u003c/li>\n\u003cli>An award letter confirming you’re unemployed and are receiving benefits from a state or federal agency.\u003c/li>\n\u003c/ul>\n\u003cp>(And while there is \u003ca href=\"https://ebikeincentives.org/wp-content/uploads/2024/12/Income-Documentation-List-v1.2-linked.pdf\">a whole list of documents you can provide to check off this requirement [PDF]\u003c/a>, you just need to provide one.)\u003c/p>\n\u003cp>If you intend to apply, make sure you have this information ready before applications open at 6 p.m. on Wednesday, Dec. 18. Once applications are open, you will be assigned a queue number, said Ramsey from the California Bicycle Coalition.\u003c/p>\n\u003cp>That number, she explained, “is in the order [you] entered the site.” So the sooner you get started on your application, higher are the chances you’ll make it to the first 1,500 vouchers awarded.\u003c/p>\n\u003ch2>\u003cstrong>Once I’ve submitted my application, can I get my e-bike?\u003c/strong>\u003c/h2>\n\u003cp>Not yet. Once CARB has your application, they’ll take several weeks to process it and let you know if you’ve been selected for the first round of vouchers — or if there’s anything missing from your materials. According to the agency, this process could take up to 60 days, so it’s very likely that you won’t have a new e-bike in time for the holidays.\u003c/p>\n\u003cp>If everything looks good on your application and you’re chosen to receive a voucher, you’ll soon receive information through the email you provided that explains how to make your purchase.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>\u003cstrong>I’m eligible and submitted an application but wasn’t awarded the voucher. Why?\u003c/strong>\u003c/h2>\n\u003cp>If you weren’t chosen this time around, it’s likely you turned in your application by the time the first 1,500 vouchers were given out.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But if you weren’t lucky this time around, remember: more vouchers will be given out every 2–3 months until program funding runs out.\u003c/p>\n\u003ch2>\u003cstrong>If I do get a voucher, can I buy an e-bike wherever I want?\u003c/strong>\u003c/h2>\n\u003cp>Not necessarily. The program has a list of hundreds of bike shops, athletic stores and other businesses all over California that are approved retailers for the program. You can find a store that’s closest to you \u003ca href=\"https://ebikeincentives.org/approved-retailer-map/\">using this map\u003c/a> and see what’s available, including approved home delivery, based on your zip code.\u003c/p>\n\u003cp>Not all bikes at an approved retailer are included in the program, as your voucher only covers the cost of three types of e-bikes:\u003c/p>\n\u003cul>\n\u003cli>Class 1–3 e-bikes, with top speeds of 28 miles per hour.\u003c/li>\n\u003cli>Cargo e-bikes.\u003c/li>\n\u003cli>Adaptive e-bikes (adult electric trikes, handcycles, recumbents, wheelchair tandems).\u003c/li>\n\u003c/ul>\n\u003cp>\u003ca href=\"https://ebikeincentives.org/eligible-e-bikes/\">Check out the full list of requirements for the e-bike you choose.\u003c/a> But don’t worry: “You don’t need to know which e-bike you want when you apply,” Ramsey said.\u003c/p>\n\u003cp>There are many different types of e-bikes, and while some focus on speed or sleek design, other e-bikes are designed to help specific needs of parents, delivery workers, older adults and people with disabilities. When buying an e-bike, let folks at the store know all the different ways you foresee using it so they can help you decide the model that’s best for your lifestyle.\u003c/p>\n\u003cp>\u003cem>This guide includes reporting from KQED’s Mina Kim. An earlier version of this guide originally published on Dec. 14.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "The Ongoing Saga of the Richmond-San Rafael Bridge Bike Lane",
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"content": "\u003cp>\u003cem>\u003cstrong>Updated at 12 p.m.\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>The fate of the 10-foot wide, barrier-separated bike and pedestrian path on the upper deck of the Richmond-San Rafael Bridge remains uncertain, as both advocates and critics of the lane eagerly await a decision.\u003c/p>\n\u003cp>The \u003ca href=\"https://mtc.ca.gov/\">Metropolitan Transportation Committee\u003c/a> (MTC) has asked the \u003ca href=\"https://bcdc.ca.gov/\">San Francisco Bay Conservation and Development Commission\u003c/a> (BCDC) for approval to move the barriers over to the side of the bridge from Monday to Thursday, making the lane available in case of crashes or breakdowns. The barriers would be pushed back to where they have been for the last five years for Fridays, weekends and holidays.\u003c/p>\n\u003cp>Many people were expecting the BCDC to vote on the application at its \u003ca href=\"https://marin.granicus.com/ViewPublisherRSS.php?view_id=3&frameborder=0&mode=vpodcast\">November or December meetings\u003c/a>, but Rylan Gervase, a BCDC spokesperson, said this week that the hearing date has yet to be determined and “most likely it will be early next year.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In the meantime, five bodies have voted unanimously on resolutions against the proposal: the city councils of Albany, Berkeley and Richmond; the San Francisco Bay Trail Project Board of Directors; and the West Contra Costa Transportation Advisory Committee.\u003c/p>\n\u003cp>Letters to Marin County’s Board of Supervisors were overwhelmingly in favor of keeping the bike lane open 24/7 as a crucial part of the \u003ca href=\"https://mtc.ca.gov/operations/regional-trails-parks/san-francisco-bay-trail\">San Francisco Bay Trail\u003c/a>, and a \u003ca href=\"https://secure.everyaction.com/2A3aX75jUkSrTH6pp2-zog2\">petition advocating for the bike lane\u003c/a> has gained nearly 3,100 signatures.\u003c/p>\n\u003cp>John Grubb, chief operating officer of the Bay Area Council — a coalition of major businesses that \u003ca href=\"https://web.archive.org/web/20130920040053/http:/www.bayareacouncil.org/bay_area_history.php\">lobbied for creation\u003c/a> of the BCDC and MTC and construction of the Richmond-San Rafael Bridge — said the bike lane pilot was to see if bikers would use the lane for their commutes. “We would argue they haven’t,” he said.\u003c/p>\n\u003cp>The pilot started in November 2019, just months before pandemic-related shutdowns had fewer people commuting to work and moving around less in general. Five years later, people who want the third lane back open to vehicle traffic say there aren’t enough people using the bike lane to justify it being largely unused during the morning commute.\u003c/p>\n\u003cp>\u003ca href=\"https://marin.granicus.com/MetaViewer.php?view_id=33&clip_id=12399&meta_id=1348353\">MTC numbers show\u003c/a> that, on average, 140 cyclists per day make trips on the bridge on weekdays and 360 on weekends and holidays. A 2021 survey found that 85% of path users did so for exercise or recreation, while fewer than 5% were using it to commute to work. Nearly 32% said they used the path less than once a month.\u003c/p>\n\u003cp>On a recent weekday afternoon, a handful of people were seen using the bike path on the Richmond side. One of them was Bob Finkelstein, who had ridden over from Albany for one of his near-weekly recreational rides across the bridge to San Quentin and back. “This is a great place to ride,” he said.\u003c/p>\n\u003cp>Finkelstein said while he understands why some people would want to close the bike lane if it’s not being used more, he said reducing its availability isn’t a good idea.\u003c/p>\n\u003cp>“It sends the wrong message,” he said. “They have to leave it open as much as they can to provide alternatives to gas-powered vehicles.”\u003c/p>\n\u003cfigure id=\"attachment_12017831\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12017831\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19.jpg\" alt=\"\" width=\"2000\" height=\"1332\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-1536x1023.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-1920x1279.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A cyclist rides on the Richmond-San Rafael Bridge Trail on Dec. 11, 2024. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The bridge’s peak bicycle traffic day was Nov. 16 this year, when more than a thousand people biked to celebrate the \u003ca href=\"https://richmondside.org/2024/11/19/richmond-bridge-bike-access-at-risk/\">five-year anniversary\u003c/a> of when the lane was first opened to pedestrians and cyclists.\u003c/p>\n\u003cp>Dani Lanis, advocacy manager for \u003ca href=\"https://bikeeastbay.org/\">Bike East Bay\u003c/a>, said the bike lane is a justice issue, as people who live in places like Richmond and work in Marin County have fewer options to get across the bridge other than a car because the wait for public transit can sometimes be an hour.\u003c/p>\n\u003cp>“This is a matter of justice that disproportionately impacts low-income communities,” he said. “Closure of the Richmond-San Rafael Bridge trail would cost individuals who currently rely on the trail to drive for more trips, and if they don’t have access to a car, they would be left with no other options.”\u003c/p>\n\u003cp>Grubb, however, said getting the third lane back open during heavy commute times is also a justice issue, as data shows that the majority of the thousands of drivers that travel westbound on the Richmond-San Rafael Bridge in the morning are people of color, making less than the Bay Area median income at blue-collar jobs. They’re the ones stuck when a crash or disabled vehicle grinds traffic to a halt while opening the third lane on the lower deck, he said, has alleviated such congestion on the evening commute.\u003c/p>\n\u003cp>“The Richmond side is saying, ‘What about us?’” Grubb said. “You know, ‘Where’s the justice for us? Why do we get stuck with this huge morning backup that’s getting much worse, but Marin doesn’t have to deal with these things anymore, and we, in fact, got stuck with the bike lane?’”\u003c/p>\n\u003cp>Mark Shotwell, CEO of the Ritter Center, which serves the homeless population in Marin County, \u003ca href=\"https://marin.granicus.com/MetaViewer.php?view_id=33&clip_id=12399&meta_id=1348356\">wrote to county leaders\u003c/a> in support of opening the third lane for emergencies because the vast majority of his employees commute to work, which can take up to two hours or more if there’s an accident on the bridge.[aside label=\"Related Stories\" postID=\"news_11971935,news_11971747,news_11941576,news_11985510\"]“This unpredictability of commute time leads to our employees needing to leave for work at least an hour earlier to give them a chance if an accident happens to still be on time to work,” Shotwell wrote.\u003c/p>\n\u003cp>But merely opening up another lane doesn’t mean traffic congestion will disappear.\u003c/p>\n\u003cp>A report by UC Berkeley’s California Partners for Advanced Transportation Technology (PATH) \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6005/4a_ATTACHMENT_B_Phase_II_Pilot_Study_Final_Report.pdf\">released in May\u003c/a> found that while the bike lane reduced the bridge’s capacity, average peak travel times to the end of the bridge all days of the week have remained about the same as before the bike lane was installed.\u003c/p>\n\u003cp>Overall, researchers found that the bike lane has added less than a minute to westbound travel time but has made peak weekday travel less predictable, mainly due to the barrier preventing disabled vehicles from pulling out of traffic.\u003c/p>\n\u003cp>Lanis said \u003ca href=\"https://www.ucdavis.edu/magazine/does-widening-highways-ease-traffic-congestion\">research has shown\u003c/a> that when lanes are added to highways to ease congestion, the usual result is more traffic and increased congestion.\u003c/p>\n\u003cp>Another issue is where the traffic from the third lane would go on the west end of the bridge, as a 2020 study by the Transportation Authority of Marin estimated it could cost up to $90 million to reconfigure traffic to address the new bottleneck. However, one MTC report said that to address traffic congestion to U.S. 101 in both directions could cost as much as $310 million.\u003c/p>\n\u003cp>Instead, Lanis would prefer authorities look at serious investments in public transit, such as ferries and trains, as well as more affordable housing in Marin County.\u003c/p>\n\u003cp>“The controversy around the pathway is a red herring,” he said. “The only way you decrease congestion is by taking people out of cars.”\u003c/p>\n\u003cp>\u003cem>Correction: An earlier version of this story misstated which regional boards voted in favor of restricting the bike lane to three days a week and holidays. \u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>\u003cstrong>Updated at 12 p.m.\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>The fate of the 10-foot wide, barrier-separated bike and pedestrian path on the upper deck of the Richmond-San Rafael Bridge remains uncertain, as both advocates and critics of the lane eagerly await a decision.\u003c/p>\n\u003cp>The \u003ca href=\"https://mtc.ca.gov/\">Metropolitan Transportation Committee\u003c/a> (MTC) has asked the \u003ca href=\"https://bcdc.ca.gov/\">San Francisco Bay Conservation and Development Commission\u003c/a> (BCDC) for approval to move the barriers over to the side of the bridge from Monday to Thursday, making the lane available in case of crashes or breakdowns. The barriers would be pushed back to where they have been for the last five years for Fridays, weekends and holidays.\u003c/p>\n\u003cp>Many people were expecting the BCDC to vote on the application at its \u003ca href=\"https://marin.granicus.com/ViewPublisherRSS.php?view_id=3&frameborder=0&mode=vpodcast\">November or December meetings\u003c/a>, but Rylan Gervase, a BCDC spokesperson, said this week that the hearing date has yet to be determined and “most likely it will be early next year.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In the meantime, five bodies have voted unanimously on resolutions against the proposal: the city councils of Albany, Berkeley and Richmond; the San Francisco Bay Trail Project Board of Directors; and the West Contra Costa Transportation Advisory Committee.\u003c/p>\n\u003cp>Letters to Marin County’s Board of Supervisors were overwhelmingly in favor of keeping the bike lane open 24/7 as a crucial part of the \u003ca href=\"https://mtc.ca.gov/operations/regional-trails-parks/san-francisco-bay-trail\">San Francisco Bay Trail\u003c/a>, and a \u003ca href=\"https://secure.everyaction.com/2A3aX75jUkSrTH6pp2-zog2\">petition advocating for the bike lane\u003c/a> has gained nearly 3,100 signatures.\u003c/p>\n\u003cp>John Grubb, chief operating officer of the Bay Area Council — a coalition of major businesses that \u003ca href=\"https://web.archive.org/web/20130920040053/http:/www.bayareacouncil.org/bay_area_history.php\">lobbied for creation\u003c/a> of the BCDC and MTC and construction of the Richmond-San Rafael Bridge — said the bike lane pilot was to see if bikers would use the lane for their commutes. “We would argue they haven’t,” he said.\u003c/p>\n\u003cp>The pilot started in November 2019, just months before pandemic-related shutdowns had fewer people commuting to work and moving around less in general. Five years later, people who want the third lane back open to vehicle traffic say there aren’t enough people using the bike lane to justify it being largely unused during the morning commute.\u003c/p>\n\u003cp>\u003ca href=\"https://marin.granicus.com/MetaViewer.php?view_id=33&clip_id=12399&meta_id=1348353\">MTC numbers show\u003c/a> that, on average, 140 cyclists per day make trips on the bridge on weekdays and 360 on weekends and holidays. A 2021 survey found that 85% of path users did so for exercise or recreation, while fewer than 5% were using it to commute to work. Nearly 32% said they used the path less than once a month.\u003c/p>\n\u003cp>On a recent weekday afternoon, a handful of people were seen using the bike path on the Richmond side. One of them was Bob Finkelstein, who had ridden over from Albany for one of his near-weekly recreational rides across the bridge to San Quentin and back. “This is a great place to ride,” he said.\u003c/p>\n\u003cp>Finkelstein said while he understands why some people would want to close the bike lane if it’s not being used more, he said reducing its availability isn’t a good idea.\u003c/p>\n\u003cp>“It sends the wrong message,” he said. “They have to leave it open as much as they can to provide alternatives to gas-powered vehicles.”\u003c/p>\n\u003cfigure id=\"attachment_12017831\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12017831\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19.jpg\" alt=\"\" width=\"2000\" height=\"1332\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-1536x1023.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-1920x1279.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A cyclist rides on the Richmond-San Rafael Bridge Trail on Dec. 11, 2024. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The bridge’s peak bicycle traffic day was Nov. 16 this year, when more than a thousand people biked to celebrate the \u003ca href=\"https://richmondside.org/2024/11/19/richmond-bridge-bike-access-at-risk/\">five-year anniversary\u003c/a> of when the lane was first opened to pedestrians and cyclists.\u003c/p>\n\u003cp>Dani Lanis, advocacy manager for \u003ca href=\"https://bikeeastbay.org/\">Bike East Bay\u003c/a>, said the bike lane is a justice issue, as people who live in places like Richmond and work in Marin County have fewer options to get across the bridge other than a car because the wait for public transit can sometimes be an hour.\u003c/p>\n\u003cp>“This is a matter of justice that disproportionately impacts low-income communities,” he said. “Closure of the Richmond-San Rafael Bridge trail would cost individuals who currently rely on the trail to drive for more trips, and if they don’t have access to a car, they would be left with no other options.”\u003c/p>\n\u003cp>Grubb, however, said getting the third lane back open during heavy commute times is also a justice issue, as data shows that the majority of the thousands of drivers that travel westbound on the Richmond-San Rafael Bridge in the morning are people of color, making less than the Bay Area median income at blue-collar jobs. They’re the ones stuck when a crash or disabled vehicle grinds traffic to a halt while opening the third lane on the lower deck, he said, has alleviated such congestion on the evening commute.\u003c/p>\n\u003cp>“The Richmond side is saying, ‘What about us?’” Grubb said. “You know, ‘Where’s the justice for us? Why do we get stuck with this huge morning backup that’s getting much worse, but Marin doesn’t have to deal with these things anymore, and we, in fact, got stuck with the bike lane?’”\u003c/p>\n\u003cp>Mark Shotwell, CEO of the Ritter Center, which serves the homeless population in Marin County, \u003ca href=\"https://marin.granicus.com/MetaViewer.php?view_id=33&clip_id=12399&meta_id=1348356\">wrote to county leaders\u003c/a> in support of opening the third lane for emergencies because the vast majority of his employees commute to work, which can take up to two hours or more if there’s an accident on the bridge.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“This unpredictability of commute time leads to our employees needing to leave for work at least an hour earlier to give them a chance if an accident happens to still be on time to work,” Shotwell wrote.\u003c/p>\n\u003cp>But merely opening up another lane doesn’t mean traffic congestion will disappear.\u003c/p>\n\u003cp>A report by UC Berkeley’s California Partners for Advanced Transportation Technology (PATH) \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6005/4a_ATTACHMENT_B_Phase_II_Pilot_Study_Final_Report.pdf\">released in May\u003c/a> found that while the bike lane reduced the bridge’s capacity, average peak travel times to the end of the bridge all days of the week have remained about the same as before the bike lane was installed.\u003c/p>\n\u003cp>Overall, researchers found that the bike lane has added less than a minute to westbound travel time but has made peak weekday travel less predictable, mainly due to the barrier preventing disabled vehicles from pulling out of traffic.\u003c/p>\n\u003cp>Lanis said \u003ca href=\"https://www.ucdavis.edu/magazine/does-widening-highways-ease-traffic-congestion\">research has shown\u003c/a> that when lanes are added to highways to ease congestion, the usual result is more traffic and increased congestion.\u003c/p>\n\u003cp>Another issue is where the traffic from the third lane would go on the west end of the bridge, as a 2020 study by the Transportation Authority of Marin estimated it could cost up to $90 million to reconfigure traffic to address the new bottleneck. However, one MTC report said that to address traffic congestion to U.S. 101 in both directions could cost as much as $310 million.\u003c/p>\n\u003cp>Instead, Lanis would prefer authorities look at serious investments in public transit, such as ferries and trains, as well as more affordable housing in Marin County.\u003c/p>\n\u003cp>“The controversy around the pathway is a red herring,” he said. “The only way you decrease congestion is by taking people out of cars.”\u003c/p>\n\u003cp>\u003cem>Correction: An earlier version of this story misstated which regional boards voted in favor of restricting the bike lane to three days a week and holidays. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "the-sf-to-la-aids-lifecycle-ride-is-ending-but-the-love-bubble-community-lives-on",
"title": "The SF-to-LA AIDS/LifeCycle Ride Is Ending, But the ‘Love Bubble’ Community Lives on",
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"headTitle": "The SF-to-LA AIDS/LifeCycle Ride Is Ending, But the ‘Love Bubble’ Community Lives on | KQED",
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"content": "\u003cp>After three decades of promoting AIDS awareness and raising money for advocacy efforts throughout \u003ca href=\"https://www.kqed.org/news/tag/california\">California\u003c/a>, AIDS/LifeCycle has announced that next year’s annual bike ride from San Francisco to Los Angeles will be the last.\u003c/p>\n\u003cp>It marks the end of an era for what was an iconic event for a generation of Bay Area residents, stirring mixed emotions among its longtime participants. Organizers cited rising operational costs and declining participation since the COVID-19 pandemic in the indefinite cancellation.\u003c/p>\n\u003cp>More than 1,000 riders gather each year at the Cow Palace in Daly City for the strictly noncompetitive 545-mile bike ride lasting seven days. The “Love Bubble,” as the event is known to its avid participants, is an important source of community for many who have joined the cycling odyssey.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“It has touched and changed the lives of hundreds of thousands of riders and our volunteer roadies,” said Tyler TerMeer, CEO of the San Francisco AIDS Foundation. “I’m a person who’s been living with HIV for the last 20 years of my life, long before I was the CEO of San Francisco AIDS Foundation. I found AIDS/LifeCycle, and I became a participant as a rider 16 years ago, and it has been an incredibly important part of my own life.”\u003c/p>\n\u003cp>According to TerMeer, the decision to end AIDS/LifeCycle was extremely difficult because of what the experience means to so many of its participants. He noted that being part of the ride allowed him to build a support network of “belonging, pride, acceptance and love.”\u003c/p>\n\u003cfigure id=\"attachment_12004555\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12004555\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle4.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle4.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle4-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle4-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle4-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle4-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle4-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The AIDS/LifeCycle, launched in 1994 as the California AIDS Ride, has raised over $300 million for the San Francisco AIDS Foundation and the Los Angeles LGBT Center, supporting essential HIV and AIDS services. \u003ccite>(Courtesy SF AIDS Foundation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The event first began as the California AIDS Ride in 1994, during the height of the HIV/AIDS epidemic in the state. In 2002, it was rebranded as the AIDS/LifeCycle, with the San Francisco AIDS Foundation and the Los Angeles LGBT Center as its primary benefactors.\u003c/p>\n\u003cp>In the last 30 years, the ride has raised over $300 million for these two organizations, money that has been used to provide medical and social services to those affected with HIV and AIDS.\u003c/p>\n\u003cp>For San Francisco resident and longtime AIDS/LifeCycle rider Jim Winslow, the annual event has allowed him to foster relationships both new and old.\u003c/p>\n\u003cfigure id=\"attachment_12004554\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12004554\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle3.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle3.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle3-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle3-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle3-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle3-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle3-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The final AIDS/LifeCycle ride is set for June 2025. \u003ccite>(Courtesy SF AIDS Foundation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Winslow participated in the AIDS/LifeCycle ride 17 times alongside his husband, who died last year. During one of those rides, they met a lesbian couple whom they’d go on to befriend. Winslow’s husband eventually became the couple’s sperm donor, resulting in a baby girl.\u003c/p>\n\u003cp>“It’s something that’s created a community to help those of us affected by the AIDS epidemic — who’ve lost so many people — find a way to fight back, a way to create visibility in the state of California for people with HIV,” Winslow said.\u003c/p>\n\u003cp>But Winslow said he understands why the decision to end the rides was made.\u003c/p>\n\u003cfigure id=\"attachment_12004553\" class=\"wp-caption alignleft\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-12004553\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle2-800x1200.jpg\" alt=\"\" width=\"800\" height=\"1200\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle2-800x1200.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle2-1020x1530.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle2-160x240.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle2-1024x1536.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle2-1365x2048.jpg 1365w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle2-1920x2880.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle2-scaled.jpg 1707w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Each year, over 1,000 riders gather at the Cow Palace in Daly City for the noncompetitive, seven-day, 545-mile AIDS/LifeCycle ride. \u003ccite>(Courtesy SF AIDS Foundation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Each year, cyclists who wish to participate in the AIDS/LifeCycle ride must fundraise a minimum of $3,500 per person. In 2022, the ride attracted over 2,000 cyclists and raised more than $17 million. But those numbers have rapidly declined as the costs of hosting the rides increased dramatically.\u003c/p>\n\u003cp>According to Winslow, it’s not too much of a surprise. In recent years, increased HIV/AIDS awareness and medical advancements, including the preventive drug PrEP, have resulted in lower infection rates.\u003c/p>\n\u003cp>“The cause has changed so much over the years,” Winslow said. “It went from something that was so core to all of us in the community to support to what is now a more manageable disease.”\u003c/p>\n\u003cp>He said it’s an opportunity for AIDS/LifeCycle riders to shift their attention to the other issues facing the LGBTQ community instead of focusing on the actual event itself.\u003c/p>\n\u003cp>TerMeer agreed with the sentiment. He also added that despite the reduced numbers, he still wants the community to work together to uplift the people who suffer from HIV or AIDS or who may be at higher risk of contracting the disease. According to TerMeer, the ride’s legacy of support will continue.\u003c/p>\n\u003cp>The final AIDS/LifeCycle ride will take place in June 2025. As of now, there are no plans for a new cycling event, but community discussions are underway.\u003c/p>\n\u003cp>“Some of my closest friends and chosen family are people that I have met on this ride over the last 16 years, and I don’t take it lightly when I say that this event is life-changing,” TerMeer said. “So many people have met the love of their life, their best friends, the people that they call in the happiest and the hardest of times, and that is true for me as well.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After three decades of promoting AIDS awareness and raising money for advocacy efforts throughout \u003ca href=\"https://www.kqed.org/news/tag/california\">California\u003c/a>, AIDS/LifeCycle has announced that next year’s annual bike ride from San Francisco to Los Angeles will be the last.\u003c/p>\n\u003cp>It marks the end of an era for what was an iconic event for a generation of Bay Area residents, stirring mixed emotions among its longtime participants. Organizers cited rising operational costs and declining participation since the COVID-19 pandemic in the indefinite cancellation.\u003c/p>\n\u003cp>More than 1,000 riders gather each year at the Cow Palace in Daly City for the strictly noncompetitive 545-mile bike ride lasting seven days. The “Love Bubble,” as the event is known to its avid participants, is an important source of community for many who have joined the cycling odyssey.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It has touched and changed the lives of hundreds of thousands of riders and our volunteer roadies,” said Tyler TerMeer, CEO of the San Francisco AIDS Foundation. “I’m a person who’s been living with HIV for the last 20 years of my life, long before I was the CEO of San Francisco AIDS Foundation. I found AIDS/LifeCycle, and I became a participant as a rider 16 years ago, and it has been an incredibly important part of my own life.”\u003c/p>\n\u003cp>According to TerMeer, the decision to end AIDS/LifeCycle was extremely difficult because of what the experience means to so many of its participants. He noted that being part of the ride allowed him to build a support network of “belonging, pride, acceptance and love.”\u003c/p>\n\u003cfigure id=\"attachment_12004555\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12004555\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle4.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle4.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle4-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle4-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle4-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle4-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle4-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The AIDS/LifeCycle, launched in 1994 as the California AIDS Ride, has raised over $300 million for the San Francisco AIDS Foundation and the Los Angeles LGBT Center, supporting essential HIV and AIDS services. \u003ccite>(Courtesy SF AIDS Foundation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The event first began as the California AIDS Ride in 1994, during the height of the HIV/AIDS epidemic in the state. In 2002, it was rebranded as the AIDS/LifeCycle, with the San Francisco AIDS Foundation and the Los Angeles LGBT Center as its primary benefactors.\u003c/p>\n\u003cp>In the last 30 years, the ride has raised over $300 million for these two organizations, money that has been used to provide medical and social services to those affected with HIV and AIDS.\u003c/p>\n\u003cp>For San Francisco resident and longtime AIDS/LifeCycle rider Jim Winslow, the annual event has allowed him to foster relationships both new and old.\u003c/p>\n\u003cfigure id=\"attachment_12004554\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12004554\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle3.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle3.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle3-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle3-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle3-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle3-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle3-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The final AIDS/LifeCycle ride is set for June 2025. \u003ccite>(Courtesy SF AIDS Foundation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Winslow participated in the AIDS/LifeCycle ride 17 times alongside his husband, who died last year. During one of those rides, they met a lesbian couple whom they’d go on to befriend. Winslow’s husband eventually became the couple’s sperm donor, resulting in a baby girl.\u003c/p>\n\u003cp>“It’s something that’s created a community to help those of us affected by the AIDS epidemic — who’ve lost so many people — find a way to fight back, a way to create visibility in the state of California for people with HIV,” Winslow said.\u003c/p>\n\u003cp>But Winslow said he understands why the decision to end the rides was made.\u003c/p>\n\u003cfigure id=\"attachment_12004553\" class=\"wp-caption alignleft\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-12004553\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle2-800x1200.jpg\" alt=\"\" width=\"800\" height=\"1200\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle2-800x1200.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle2-1020x1530.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle2-160x240.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle2-1024x1536.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle2-1365x2048.jpg 1365w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle2-1920x2880.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/AIDSLifecycle2-scaled.jpg 1707w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Each year, over 1,000 riders gather at the Cow Palace in Daly City for the noncompetitive, seven-day, 545-mile AIDS/LifeCycle ride. \u003ccite>(Courtesy SF AIDS Foundation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Each year, cyclists who wish to participate in the AIDS/LifeCycle ride must fundraise a minimum of $3,500 per person. In 2022, the ride attracted over 2,000 cyclists and raised more than $17 million. But those numbers have rapidly declined as the costs of hosting the rides increased dramatically.\u003c/p>\n\u003cp>According to Winslow, it’s not too much of a surprise. In recent years, increased HIV/AIDS awareness and medical advancements, including the preventive drug PrEP, have resulted in lower infection rates.\u003c/p>\n\u003cp>“The cause has changed so much over the years,” Winslow said. “It went from something that was so core to all of us in the community to support to what is now a more manageable disease.”\u003c/p>\n\u003cp>He said it’s an opportunity for AIDS/LifeCycle riders to shift their attention to the other issues facing the LGBTQ community instead of focusing on the actual event itself.\u003c/p>\n\u003cp>TerMeer agreed with the sentiment. He also added that despite the reduced numbers, he still wants the community to work together to uplift the people who suffer from HIV or AIDS or who may be at higher risk of contracting the disease. According to TerMeer, the ride’s legacy of support will continue.\u003c/p>\n\u003cp>The final AIDS/LifeCycle ride will take place in June 2025. As of now, there are no plans for a new cycling event, but community discussions are underway.\u003c/p>\n\u003cp>“Some of my closest friends and chosen family are people that I have met on this ride over the last 16 years, and I don’t take it lightly when I say that this event is life-changing,” TerMeer said. “So many people have met the love of their life, their best friends, the people that they call in the happiest and the hardest of times, and that is true for me as well.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "what-to-do-when-your-bike-is-stolen-in-the-bay-area",
"title": "What to Do When Your Bike Is Stolen in the Bay Area",
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"headTitle": "What to Do When Your Bike Is Stolen in the Bay Area | KQED",
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"content": "\u003cp>\u003cem>Updated 4:30 p.m. Monday\u003c/em>\u003c/p>\n\u003cp>I’ve ridden my bicycle all over the Bay Area since middle school and never had a bike stolen before. But that all changed this year.\u003c/p>\n\u003cp>During a night out with friends, I locked my bike to a rack in San Francisco’s Castro District. It was a busy intersection, but I was using a sturdy U-Lock (one advertised as “anti-theft,” no less) through the wheel and frame. I’ll only be gone for a few hours, I told myself. But when I got back, both my bike and lock had disappeared without a trace.\u003c/p>\n\u003cp>Unfortunately, bike theft is common here in the Bay Area — it can happen to anyone, regardless of how much experience you have riding or even how elaborate your system of locks is. However, the Bay is also home to many communities of cyclists who support each other after these types of incidents and are also pushing local officials to boost bike protections.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>KQED spoke to many of these folks — through interviews and Reddit — to gain insights into the necessary actions to take following a bike theft. We also delve into some of the bigger lessons learned after losing what is, for many of us, more than a mode of transport, but also a sidekick we can always depend on.”\u003c/p>\n\u003cp>If you haven’t lost your bike but are looking for ways to better protect it from theft, the San Francisco Bicycle Coalition has an extensive guide on \u003ca href=\"https://sfbike.org/resources/bike-security-and-locking/\">how to better lock your ride\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#howtoquicklygetthewordoutaboutyourmissingbike\">How to quickly get the word out about your missing bike\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#howcanyoureportastolenbiketothepolice\">How can you report a stolen bike to the police?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#howcanIlookforabikeinperson\">How can I look for a bike in person?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#seekoutabikecommunity\">Seek out a bike community\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>What to do first when your bike is missing\u003c/h2>\n\u003cp>You’re looking around. Your palms are sweaty. You’re hoping that maybe you’re just — looking in the wrong place? But you feel it at the bottom of your gut: Your bike has disappeared.\u003c/p>\n\u003cfigure id=\"attachment_11984790\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11984790 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-2-GC-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-2-GC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-2-GC-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-2-GC-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-2-GC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-2-GC-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-2-GC-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A set of bikes are displayed at the Bicis del Pueblo repair shop in the Mission District on Tuesday April 30, 2024. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Remember your No. 1 priority: Your safety\u003c/strong>\u003c/p>\n\u003cp>In that moment, what matters the most is making sure you’re safe. Experienced bike thieves can pick a lock in less than a few minutes, so whoever has your bike could still be nearby.\u003c/p>\n\u003cp>While our first instinct could be to confront whoever took our bike and try to get it back, it’s also important to remember that these situations are unpredictable and could quickly escalate. As you scan the area for any trace of your bike, also keep an eye out for anyone who could be watching \u003cem>you\u003c/em> at that moment — and get out of there if you start feeling unsafe.\u003c/p>\n\u003cp>\u003cstrong>Start documenting the scene\u003c/strong>\u003c/p>\n\u003cp>If you do feel safe staying in the area, write down the street corner you’re closest to, along with any nearby landmarks or recognizable businesses. This information will be helpful later on whether you let your friends on social media know your bike is missing or decide to file a police report.\u003c/p>\n\u003cp>Other things to look out for are pieces of your bike that were left behind, including wheels, the bike seat, or even the chain. Knowing that your bike is missing certain parts is also relevant information when identifying your bike to others.\u003c/p>\n\u003ch2>\u003ca id=\"howtoquicklygetthewordoutaboutyourmissingbike\">\u003c/a>How to quickly get the word out about your missing bike\u003c/h2>\n\u003cp>Elisa González of the San Francisco bike community \u003ca href=\"https://www.instagram.com/bicisdelpueblo/\">Bicis del Pueblo\u003c/a> has one big piece of advice for people who’ve just had their bike stolen: Get the word out on social media as soon as you can.\u003c/p>\n\u003cp>González got involved with Bicis del Pueblo — which organizes community rides, promotes bike literacy, advocates for inclusive bike infrastructure and holds weekly repair and refurbishment sessions — around the same time her bike was stolen a few years ago.\u003c/p>\n\u003cfigure id=\"attachment_11984793\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11984793 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-10-GC-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-10-GC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-10-GC-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-10-GC-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-10-GC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-10-GC-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-10-GC-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Alison LaBonte installs brakes on her father’s old bike at the Bicis del Pueblo repair shop in the Mission District on Tuesday April 30, 2024. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I went through the whole cycle of being shocked, in denial, feeling angry, feeling sad, and finally, in acceptance,” she said.\u003c/p>\n\u003cp>Being vocal about the theft in your community online can increase your chances of reuniting with your bike, González said. You don’t need to have a massive social media following for this to be effective — and the post can be pretty straightforward, with a photo of your bike that clearly shows the color of the frame, the handlebars and any unique markers like stickers or add-ons.\u003cem> \u003c/em>\u003c/p>\n\u003cp>If you don’t have a photo of your bike, one option is to look up the make and model online to find a photo that most closely matches what your bike looked like.\u003c/p>\n\u003cp>So what happens if a friend does spot your bike in the wild? Maybe they spot it at a \u003ca href=\"#fleamarket\">flea market\u003c/a> or a bike shop. Have them reach out to you and share your bike’s serial number with them so they can confirm if it is your bicycle. If it is yours, head over to talk with the vendor or bike shop staff and have ready your serial number along with photos of you with your bike.\u003c/p>\n\u003cp>And if you or your friends spot someone else using your bike, you may consider negotiating with this person, but keep a few things in mind first:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Your safety:\u003c/strong> Is this a situation that could quickly become unpredictable?\u003c/li>\n\u003cli>\u003cstrong>Once a bike is stolen:\u003c/strong> It may go through many different hands, and the person riding your bike may have bought it without knowing it was a missing bike.\u003c/li>\n\u003cli>\u003cstrong>Avoid escalation:\u003c/strong> For whatever reason, this person may not be willing to negotiate. Have a plan to exit the situation, prioritizing your safety and that of those around you.\u003c/li>\n\u003c/ul>\n\u003cfigure id=\"attachment_11984800\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11984800 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-24-GC-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1196\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-24-GC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-24-GC-KQED-800x478.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-24-GC-KQED-1020x610.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-24-GC-KQED-160x96.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-24-GC-KQED-1536x919.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-24-GC-KQED-1920x1148.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Alison LaBonte works on her bike’s brakes at the Bicis del Pueblo repair shop in the Mission District on April 30, 2024. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>What to know about serial numbers\u003c/strong>\u003c/p>\n\u003cp>Knowing your bike’s serial number might prove very helpful in tracking it down — and it can also prevent it from being confused with a similar-looking bike.\u003c/p>\n\u003cp>For most bikes, the serial number is located on their underside: If you flip a bicycle upside down, next to the chainrings, you’ll see there’s a point in the frame where three of the metal tubes come together. That’s where you can usually find the serial number.\u003c/p>\n\u003cp>(This is a good opportunity to remind your friends to write down their bikes’ serial numbers somewhere — just in case.)\u003c/p>\n\u003cp>\u003cstrong>Online communities to repost missing bikes\u003c/strong>\u003c/p>\n\u003cp>There are multiple Bay Area-specific groups across social media where riders share details about their bikes and help others find theirs, including \u003ca href=\"https://www.instagram.com/stolenbikesbayarea/\">stolenbikesbayarea\u003c/a> on Instagram and \u003ca href=\"https://www.facebook.com/groups/SanJoseStolenBicycleGroup/\">San José Stolen Bicycle Group\u003c/a> on Facebook, which includes multiple cities in the South Bay.\u003c/p>\n\u003cp>You can also add your bike to an online registry, like \u003ca href=\"https://bikeindex.org/news/bike-index--now-a-nonprofit\">Bike Index\u003c/a>, which is a publicly searchable database of missing bicycles across North America. When community groups, bike shops, or police departments find an abandoned bike, they often search the serial number on Bike Index to see if there’s a rider looking for it somewhere and contact them.\u003c/p>\n\u003ch2>Check: Is the cost of my bike covered by insurance?\u003c/h2>\n\u003cp>If you have home or renters insurance, call your policy provider as soon as possible after your bicycle is stolen — because \u003ca href=\"https://www.progressive.com/answers/does-insurance-cover-bike-theft/\">some insurance plans can actually help cover the cost of a missing bike\u003c/a>.\u003c/p>\n\u003cp>However, this doesn’t mean your insurance company will pay the \u003cem>complete\u003c/em> cost of replacing the bike.\u003c/p>\n\u003cp>There’s usually a deductible you will have to pay first before your insurer doles out any cash. Let’s say you have renters insurance, and your deductible for stolen property is $1,000, but your bike is worth $1,200. This means that you may ultimately get just $200 from your insurer to buy a replacement. But if your bike is worth less than the deductible — let’s say a $800 bike with a $1,000 deductible — then sadly, your insurance won’t be much help.\u003c/p>\n\u003cp>Something else to keep in mind: \u003ca href=\"https://www.progressive.com/answers/replacement-cost-vs-actual-cash-value/\">Some insurance policies cover personal property based on its actual cash value (ACV)\u003c/a> and not its replacement cost (RCV). The difference is that RCV represents what an object is worth at purchase, while ACV is what it is worth when the owner loses it. Most insurance policies will argue that items like cars, motorcycles and bikes lose value over time. So, if you bought a $2,000 bicycle ten years ago, the RCV is $2,000 — but your insurance company may tell you that the ACV is much lower than that.\u003c/p>\n\u003cp>If you decide to file a claim with your insurance company, remember that you will have to provide a police report.\u003c/p>\n\u003ch2>\u003ca id=\"howcanyoureportastolenbiketothepolice\">\u003c/a>How can you report a stolen bike to the police?\u003c/h2>\n\u003cp>If you choose to get the police involved, keep in mind different police departments vary in how they look for missing bikes, but most will usually ask you for:\u003c/p>\n\u003cul>\n\u003cli>The bicycle’s make\u003c/li>\n\u003cli>Its model\u003c/li>\n\u003cli>Its serial number\u003c/li>\n\u003cli>Sometimes, proof of purchase as well\u003c/li>\n\u003c/ul>\n\u003cfigure id=\"attachment_11984794\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11984794 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-14-GC-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-14-GC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-14-GC-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-14-GC-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-14-GC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-14-GC-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-14-GC-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Alison LaBonte measures the distance between her bike’s brakes on April 30, 2024, at the Bicis del Pueblo repair shop in the Mission District. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Some cities, like San José, collect abandoned bicycles that are not on private property and \u003ca href=\"https://www.sjpd.org/reporting-crime/bicycle-theft\">compare the serial numbers of these bikes with those reported as stolen\u003c/a>.\u003c/p>\n\u003cp>It’s important to mention that not everyone is comfortable with dealing with the police. In its guide on bicycle security, the San Francisco Bicycle Coalition \u003ca href=\"https://sfbike.org/resources/bike-security-and-locking/#considerations\">notes that it ended any formal relationship with the city’s police department in 2020 due to racialized police violence\u003c/a>, adding in a statement that “because policing is interwoven into nearly all current solutions to bike theft, some of our recommendations do involve minimal contact with the police.”\u003c/p>\n\u003ch2>\u003ca id=\"howcanIlookforabikeinperson\">\u003c/a>How can I look for a bike in person?\u003c/h2>\n\u003cp>Once a bicycle is stolen, it will likely pass through many different hands. In some cases, \u003ca href=\"https://sfbike.org/news/how-to-avoid-buying-a-stolen-bike/\">someone may buy a bike — either to ride or resell later on — and not even know it was stolen from its previous owner\u003c/a>.\u003c/p>\n\u003cp>In the Bay, there are many places you can buy second-hand bikes where riders have found their stolen bikes. One option is Craigslist: If you glance through the site’s SF Bay portal, \u003ca href=\"https://sfbay.craigslist.org/search/bia#search=1~gallery~0~0\">you will find an online bike market that changes \u003c/a>every day. Make sure to use the selection tools to narrow down your search to save yourself time. If you don’t find it the first time you look, keep coming back for several days, as the listings are updated pretty frequently.\u003c/p>\n\u003cfigure id=\"attachment_11984789\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11984789 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-1-GC-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-1-GC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-1-GC-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-1-GC-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-1-GC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-1-GC-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-1-GC-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sergio Navarro fixes the brakes on his bike at the Bicis del Pueblo repair shop in the Mission District on April 30, 2024. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Another option is to head out to one of the many \u003ca id=\"fleamarket\">\u003c/a>flea markets located all over the Bay Area. At some of the bigger ones, like \u003ca href=\"https://www.kqed.org/news/11972507/tales-of-celebration-stories-of-survival-at-this-beloved-east-bay-swap-meet\">Oakland’s Coliseum Swap Meet\u003c/a> or \u003ca href=\"https://www.kqed.org/arts/13905374/la-pulga-san-jose-flea-market-redevelopment-eulogy\">San José’s Berryessa Flea Market\u003c/a>, you can usually find a handful of bicycle vendors during the weekend.\u003c/p>\n\u003cp>If you do happen to spot your bike before anything else, remember once again that after a bike is stolen, it may change hands many times, and the person selling your bike may not even know it was stolen. This is especially important if you decide to talk to the vendor about the bike. For decades, Bay Area flea markets \u003ca href=\"https://www.kqed.org/news/11878548/san-jose-flea-market-leaders-end-hunger-strike-but-future-of-la-pulga-still-hangs-in-the-balance\">have provided a livelihood to hundreds of vendors and their families\u003c/a>, and folks working there are familiar with cyclists looking to find their missing bikes.\u003c/p>\n\u003cp>If you have your missing bike’s serial number handy, first make sure to compare it with the bike you’ve spotted. Let the vendor know that they have your bike, and if possible, show them the bike’s serial number or photos of you with it. You can always ask market staff for support in clarifying the situation, and it’s always a good idea to bring along a friend as well.\u003c/p>\n\u003cp>Craigslist and flea markets are also good options for finding much more affordable bikes, which you may want to consider if you need an immediate replacement — especially if your job requires you to have a bicycle.\u003c/p>\n\u003cp>\u003cstrong>Letting your bike go \u003c/strong>\u003c/p>\n\u003cp>In some cases, no matter how hard you look, your bike isn’t going to come back.\u003c/p>\n\u003cp>In 2022, Benjamin Chang’s bicycle was stolen right outside his Oakland apartment. He had placed an AirTag on the bike and saw online that the bike was somewhere in San Francisco. Despite knowing where the bike was, he decided not to go look for it.[aside postID=news_11984496 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/IMG_0768-3-1020x765.jpg']“Whoever stole it, isn’t going to resell it,” he said. “My guess is that they’re just using it, and at that point, it’s a tough loss, but the likelihood I’m going to get it back is pretty darn low.”\u003c/p>\n\u003cp>But he also felt the loss of the bike.\u003c/p>\n\u003cp>“This was the first bike I had built myself. I had spent a lot of time finding parts for it, putting it together. It was the bike that got me into cycling, so it meant a lot to me,” he said. “I wanted to memorialize it in some fashion.”\u003c/p>\n\u003cp>And he did. Using a music stand, he created a makeshift memorial for his bike in the garden where it went missing, along with several candles and the message, “Easy come, easy go.”\u003c/p>\n\u003cfigure id=\"attachment_11985948\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11985948\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/IMG_0530-scaled.jpg\" alt=\"In a backyard, there is a music stand. On the music stand, there is a piece of paper with a photo of a bicycle printed on it. In front of the music stand, there are two candles.\" width=\"1920\" height=\"2560\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/IMG_0530-scaled.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/IMG_0530-800x1067.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/IMG_0530-1020x1360.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/IMG_0530-160x213.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/IMG_0530-1152x1536.jpg 1152w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/IMG_0530-1536x2048.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">After his bicycle was stolen outside his home in 2022, Benjamin Chang decided it would be best to accept the bike was permanently gone. Soon after, he built a small makeshift memorial in his yard. \u003ccite>(Courtesy of Benjamin Chang)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003ca id=\"seekoutabikecommunity\">\u003c/a>Seek out a bike community\u003c/h2>\n\u003cp>Compared to many other places in the country, it’s a lot easier in the Bay Area to use a bicycle daily to commute, connect with public transit, grab groceries and meet up with friends (or in my case, go to the club). Along the way, you end up forming a very close bond with your bike.\u003c/p>\n\u003cfigure id=\"attachment_11984798\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11984798 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-20-GC-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-20-GC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-20-GC-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-20-GC-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-20-GC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-20-GC-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-20-GC-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">From left, Bicis Del Pueblo team members Jacqui Gutiérrez, Jessie Fernández and Mampu Lona pose for a portrait at the group’s repair shop in the Mission District on April 30, 2024. Bicis del Pueblo has been operating since 2011. Through their earn-a-bike program, individuals get a free refurbished bike donated by the city and receive lessons on the mechanics and operation of the bike. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I started riding as a young adult because of Bicis del Pueblo,” said Jacqui Gutiérrez, who is also part of this San Francisco-based bike community. Other folks at Bicis showed her how to customize her bike so it felt like a better fit for her, and now she passes on this knowledge to riders starting their bike journey.\u003c/p>\n\u003cp>“Bicis del Pueblo was created for working-class communities of color,” she said, adding that one of the goals of the group is to remove financial barriers that prevent people from picking up a bike.\u003c/p>\n\u003cp>Folks who come to the group’s Tuesday workshops can earn a bike for themselves as they learn about environmental justice, bike accessibility, and how to take care of a bike.\u003c/p>\n\u003cp>“When people come in here and earn a bike, they’re going to hang out here for a couple hours, and they’re going to either work on their own bike or work on somebody else’s bike,” she said. “Maybe there isn’t money exchanged, but there is a level of reciprocity … people can use the space as a resource, but they’re also contributing in a way that is necessary to keep the space together.”\u003c/p>\n\u003cp>And as she forms deeper connections with other riders in Bicis del Pueblo, she knows they have her back if her bike disappears.\u003c/p>\n\u003cp>“I’m part of a bike community,” she said. “My friends are ready to help me look for it and figure out what I need to do.”\u003c/p>\n\u003cp>There are many groups all over the Bay Area that organize community rides, offer skill-sharing workshops or help make riding more accessible to different groups. They include:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.instagram.com/bicisdelpueblo/\">Bicis del Pueblo (San Francisco)\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://sfbike.org/\">San Francisco Bicycle Coalition\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.facebook.com/groups/BlackGirlsDoBikeBayArea/\">Black Girls Do Bike: Bay Area\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://bikeeastbay.org/\">Bike East Bay\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.instagram.com/eastbaybikeparty/\">East Bay Bike Party\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.instagram.com/rar.bayarea/\">Radical Adventure Riders Bay Area\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003chr>\n\u003ch2>\u003ca id=\"tellus\">\u003c/a>Tell us: What else do you need information about?\u003c/h2>\n\u003cp>At KQED News, we know that it can sometimes be hard to track down the answers to navigate life in the Bay Area in 2024. We’ve published \u003ca href=\"https://www.kqed.org/news/tag/coronavirus-resources-and-explainers\">clear, helpful explainers and guides about issues like COVID-19\u003c/a>, \u003ca href=\"https://www.kqed.org/news/11936674/how-to-prepare-for-this-weeks-atmospheric-river-storm-sandbags-emergency-kits-and-more\">how to cope with intense winter weather\u003c/a>, and \u003ca href=\"https://www.kqed.org/news/11821950/how-to-safely-attend-a-protest-in-the-bay-area\">how to exercise your right to protest safely\u003c/a>.\u003c/p>\n\u003cp>So tell us: What do you need to know more about? Tell us, and you could see your question answered online or on social media. What you submit will make our reporting stronger and help us decide what to cover here on our site and on KQED Public Radio, too.\u003c/p>\n\u003cp>[hearken id=\"10483\" src=\"https://modules.wearehearken.com/kqed/embed/10483.js\"]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "We spoke to cyclists across the Bay Area to hear about their experiences losing their bikes and what they learned after.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 4:30 p.m. Monday\u003c/em>\u003c/p>\n\u003cp>I’ve ridden my bicycle all over the Bay Area since middle school and never had a bike stolen before. But that all changed this year.\u003c/p>\n\u003cp>During a night out with friends, I locked my bike to a rack in San Francisco’s Castro District. It was a busy intersection, but I was using a sturdy U-Lock (one advertised as “anti-theft,” no less) through the wheel and frame. I’ll only be gone for a few hours, I told myself. But when I got back, both my bike and lock had disappeared without a trace.\u003c/p>\n\u003cp>Unfortunately, bike theft is common here in the Bay Area — it can happen to anyone, regardless of how much experience you have riding or even how elaborate your system of locks is. However, the Bay is also home to many communities of cyclists who support each other after these types of incidents and are also pushing local officials to boost bike protections.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>KQED spoke to many of these folks — through interviews and Reddit — to gain insights into the necessary actions to take following a bike theft. We also delve into some of the bigger lessons learned after losing what is, for many of us, more than a mode of transport, but also a sidekick we can always depend on.”\u003c/p>\n\u003cp>If you haven’t lost your bike but are looking for ways to better protect it from theft, the San Francisco Bicycle Coalition has an extensive guide on \u003ca href=\"https://sfbike.org/resources/bike-security-and-locking/\">how to better lock your ride\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#howtoquicklygetthewordoutaboutyourmissingbike\">How to quickly get the word out about your missing bike\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#howcanyoureportastolenbiketothepolice\">How can you report a stolen bike to the police?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#howcanIlookforabikeinperson\">How can I look for a bike in person?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#seekoutabikecommunity\">Seek out a bike community\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>What to do first when your bike is missing\u003c/h2>\n\u003cp>You’re looking around. Your palms are sweaty. You’re hoping that maybe you’re just — looking in the wrong place? But you feel it at the bottom of your gut: Your bike has disappeared.\u003c/p>\n\u003cfigure id=\"attachment_11984790\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11984790 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-2-GC-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-2-GC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-2-GC-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-2-GC-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-2-GC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-2-GC-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-2-GC-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A set of bikes are displayed at the Bicis del Pueblo repair shop in the Mission District on Tuesday April 30, 2024. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Remember your No. 1 priority: Your safety\u003c/strong>\u003c/p>\n\u003cp>In that moment, what matters the most is making sure you’re safe. Experienced bike thieves can pick a lock in less than a few minutes, so whoever has your bike could still be nearby.\u003c/p>\n\u003cp>While our first instinct could be to confront whoever took our bike and try to get it back, it’s also important to remember that these situations are unpredictable and could quickly escalate. As you scan the area for any trace of your bike, also keep an eye out for anyone who could be watching \u003cem>you\u003c/em> at that moment — and get out of there if you start feeling unsafe.\u003c/p>\n\u003cp>\u003cstrong>Start documenting the scene\u003c/strong>\u003c/p>\n\u003cp>If you do feel safe staying in the area, write down the street corner you’re closest to, along with any nearby landmarks or recognizable businesses. This information will be helpful later on whether you let your friends on social media know your bike is missing or decide to file a police report.\u003c/p>\n\u003cp>Other things to look out for are pieces of your bike that were left behind, including wheels, the bike seat, or even the chain. Knowing that your bike is missing certain parts is also relevant information when identifying your bike to others.\u003c/p>\n\u003ch2>\u003ca id=\"howtoquicklygetthewordoutaboutyourmissingbike\">\u003c/a>How to quickly get the word out about your missing bike\u003c/h2>\n\u003cp>Elisa González of the San Francisco bike community \u003ca href=\"https://www.instagram.com/bicisdelpueblo/\">Bicis del Pueblo\u003c/a> has one big piece of advice for people who’ve just had their bike stolen: Get the word out on social media as soon as you can.\u003c/p>\n\u003cp>González got involved with Bicis del Pueblo — which organizes community rides, promotes bike literacy, advocates for inclusive bike infrastructure and holds weekly repair and refurbishment sessions — around the same time her bike was stolen a few years ago.\u003c/p>\n\u003cfigure id=\"attachment_11984793\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11984793 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-10-GC-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-10-GC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-10-GC-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-10-GC-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-10-GC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-10-GC-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-10-GC-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Alison LaBonte installs brakes on her father’s old bike at the Bicis del Pueblo repair shop in the Mission District on Tuesday April 30, 2024. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I went through the whole cycle of being shocked, in denial, feeling angry, feeling sad, and finally, in acceptance,” she said.\u003c/p>\n\u003cp>Being vocal about the theft in your community online can increase your chances of reuniting with your bike, González said. You don’t need to have a massive social media following for this to be effective — and the post can be pretty straightforward, with a photo of your bike that clearly shows the color of the frame, the handlebars and any unique markers like stickers or add-ons.\u003cem> \u003c/em>\u003c/p>\n\u003cp>If you don’t have a photo of your bike, one option is to look up the make and model online to find a photo that most closely matches what your bike looked like.\u003c/p>\n\u003cp>So what happens if a friend does spot your bike in the wild? Maybe they spot it at a \u003ca href=\"#fleamarket\">flea market\u003c/a> or a bike shop. Have them reach out to you and share your bike’s serial number with them so they can confirm if it is your bicycle. If it is yours, head over to talk with the vendor or bike shop staff and have ready your serial number along with photos of you with your bike.\u003c/p>\n\u003cp>And if you or your friends spot someone else using your bike, you may consider negotiating with this person, but keep a few things in mind first:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Your safety:\u003c/strong> Is this a situation that could quickly become unpredictable?\u003c/li>\n\u003cli>\u003cstrong>Once a bike is stolen:\u003c/strong> It may go through many different hands, and the person riding your bike may have bought it without knowing it was a missing bike.\u003c/li>\n\u003cli>\u003cstrong>Avoid escalation:\u003c/strong> For whatever reason, this person may not be willing to negotiate. Have a plan to exit the situation, prioritizing your safety and that of those around you.\u003c/li>\n\u003c/ul>\n\u003cfigure id=\"attachment_11984800\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11984800 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-24-GC-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1196\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-24-GC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-24-GC-KQED-800x478.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-24-GC-KQED-1020x610.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-24-GC-KQED-160x96.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-24-GC-KQED-1536x919.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-24-GC-KQED-1920x1148.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Alison LaBonte works on her bike’s brakes at the Bicis del Pueblo repair shop in the Mission District on April 30, 2024. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>What to know about serial numbers\u003c/strong>\u003c/p>\n\u003cp>Knowing your bike’s serial number might prove very helpful in tracking it down — and it can also prevent it from being confused with a similar-looking bike.\u003c/p>\n\u003cp>For most bikes, the serial number is located on their underside: If you flip a bicycle upside down, next to the chainrings, you’ll see there’s a point in the frame where three of the metal tubes come together. That’s where you can usually find the serial number.\u003c/p>\n\u003cp>(This is a good opportunity to remind your friends to write down their bikes’ serial numbers somewhere — just in case.)\u003c/p>\n\u003cp>\u003cstrong>Online communities to repost missing bikes\u003c/strong>\u003c/p>\n\u003cp>There are multiple Bay Area-specific groups across social media where riders share details about their bikes and help others find theirs, including \u003ca href=\"https://www.instagram.com/stolenbikesbayarea/\">stolenbikesbayarea\u003c/a> on Instagram and \u003ca href=\"https://www.facebook.com/groups/SanJoseStolenBicycleGroup/\">San José Stolen Bicycle Group\u003c/a> on Facebook, which includes multiple cities in the South Bay.\u003c/p>\n\u003cp>You can also add your bike to an online registry, like \u003ca href=\"https://bikeindex.org/news/bike-index--now-a-nonprofit\">Bike Index\u003c/a>, which is a publicly searchable database of missing bicycles across North America. When community groups, bike shops, or police departments find an abandoned bike, they often search the serial number on Bike Index to see if there’s a rider looking for it somewhere and contact them.\u003c/p>\n\u003ch2>Check: Is the cost of my bike covered by insurance?\u003c/h2>\n\u003cp>If you have home or renters insurance, call your policy provider as soon as possible after your bicycle is stolen — because \u003ca href=\"https://www.progressive.com/answers/does-insurance-cover-bike-theft/\">some insurance plans can actually help cover the cost of a missing bike\u003c/a>.\u003c/p>\n\u003cp>However, this doesn’t mean your insurance company will pay the \u003cem>complete\u003c/em> cost of replacing the bike.\u003c/p>\n\u003cp>There’s usually a deductible you will have to pay first before your insurer doles out any cash. Let’s say you have renters insurance, and your deductible for stolen property is $1,000, but your bike is worth $1,200. This means that you may ultimately get just $200 from your insurer to buy a replacement. But if your bike is worth less than the deductible — let’s say a $800 bike with a $1,000 deductible — then sadly, your insurance won’t be much help.\u003c/p>\n\u003cp>Something else to keep in mind: \u003ca href=\"https://www.progressive.com/answers/replacement-cost-vs-actual-cash-value/\">Some insurance policies cover personal property based on its actual cash value (ACV)\u003c/a> and not its replacement cost (RCV). The difference is that RCV represents what an object is worth at purchase, while ACV is what it is worth when the owner loses it. Most insurance policies will argue that items like cars, motorcycles and bikes lose value over time. So, if you bought a $2,000 bicycle ten years ago, the RCV is $2,000 — but your insurance company may tell you that the ACV is much lower than that.\u003c/p>\n\u003cp>If you decide to file a claim with your insurance company, remember that you will have to provide a police report.\u003c/p>\n\u003ch2>\u003ca id=\"howcanyoureportastolenbiketothepolice\">\u003c/a>How can you report a stolen bike to the police?\u003c/h2>\n\u003cp>If you choose to get the police involved, keep in mind different police departments vary in how they look for missing bikes, but most will usually ask you for:\u003c/p>\n\u003cul>\n\u003cli>The bicycle’s make\u003c/li>\n\u003cli>Its model\u003c/li>\n\u003cli>Its serial number\u003c/li>\n\u003cli>Sometimes, proof of purchase as well\u003c/li>\n\u003c/ul>\n\u003cfigure id=\"attachment_11984794\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11984794 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-14-GC-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-14-GC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-14-GC-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-14-GC-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-14-GC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-14-GC-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-14-GC-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Alison LaBonte measures the distance between her bike’s brakes on April 30, 2024, at the Bicis del Pueblo repair shop in the Mission District. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Some cities, like San José, collect abandoned bicycles that are not on private property and \u003ca href=\"https://www.sjpd.org/reporting-crime/bicycle-theft\">compare the serial numbers of these bikes with those reported as stolen\u003c/a>.\u003c/p>\n\u003cp>It’s important to mention that not everyone is comfortable with dealing with the police. In its guide on bicycle security, the San Francisco Bicycle Coalition \u003ca href=\"https://sfbike.org/resources/bike-security-and-locking/#considerations\">notes that it ended any formal relationship with the city’s police department in 2020 due to racialized police violence\u003c/a>, adding in a statement that “because policing is interwoven into nearly all current solutions to bike theft, some of our recommendations do involve minimal contact with the police.”\u003c/p>\n\u003ch2>\u003ca id=\"howcanIlookforabikeinperson\">\u003c/a>How can I look for a bike in person?\u003c/h2>\n\u003cp>Once a bicycle is stolen, it will likely pass through many different hands. In some cases, \u003ca href=\"https://sfbike.org/news/how-to-avoid-buying-a-stolen-bike/\">someone may buy a bike — either to ride or resell later on — and not even know it was stolen from its previous owner\u003c/a>.\u003c/p>\n\u003cp>In the Bay, there are many places you can buy second-hand bikes where riders have found their stolen bikes. One option is Craigslist: If you glance through the site’s SF Bay portal, \u003ca href=\"https://sfbay.craigslist.org/search/bia#search=1~gallery~0~0\">you will find an online bike market that changes \u003c/a>every day. Make sure to use the selection tools to narrow down your search to save yourself time. If you don’t find it the first time you look, keep coming back for several days, as the listings are updated pretty frequently.\u003c/p>\n\u003cfigure id=\"attachment_11984789\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11984789 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-1-GC-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-1-GC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-1-GC-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-1-GC-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-1-GC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-1-GC-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-1-GC-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sergio Navarro fixes the brakes on his bike at the Bicis del Pueblo repair shop in the Mission District on April 30, 2024. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Another option is to head out to one of the many \u003ca id=\"fleamarket\">\u003c/a>flea markets located all over the Bay Area. At some of the bigger ones, like \u003ca href=\"https://www.kqed.org/news/11972507/tales-of-celebration-stories-of-survival-at-this-beloved-east-bay-swap-meet\">Oakland’s Coliseum Swap Meet\u003c/a> or \u003ca href=\"https://www.kqed.org/arts/13905374/la-pulga-san-jose-flea-market-redevelopment-eulogy\">San José’s Berryessa Flea Market\u003c/a>, you can usually find a handful of bicycle vendors during the weekend.\u003c/p>\n\u003cp>If you do happen to spot your bike before anything else, remember once again that after a bike is stolen, it may change hands many times, and the person selling your bike may not even know it was stolen. This is especially important if you decide to talk to the vendor about the bike. For decades, Bay Area flea markets \u003ca href=\"https://www.kqed.org/news/11878548/san-jose-flea-market-leaders-end-hunger-strike-but-future-of-la-pulga-still-hangs-in-the-balance\">have provided a livelihood to hundreds of vendors and their families\u003c/a>, and folks working there are familiar with cyclists looking to find their missing bikes.\u003c/p>\n\u003cp>If you have your missing bike’s serial number handy, first make sure to compare it with the bike you’ve spotted. Let the vendor know that they have your bike, and if possible, show them the bike’s serial number or photos of you with it. You can always ask market staff for support in clarifying the situation, and it’s always a good idea to bring along a friend as well.\u003c/p>\n\u003cp>Craigslist and flea markets are also good options for finding much more affordable bikes, which you may want to consider if you need an immediate replacement — especially if your job requires you to have a bicycle.\u003c/p>\n\u003cp>\u003cstrong>Letting your bike go \u003c/strong>\u003c/p>\n\u003cp>In some cases, no matter how hard you look, your bike isn’t going to come back.\u003c/p>\n\u003cp>In 2022, Benjamin Chang’s bicycle was stolen right outside his Oakland apartment. He had placed an AirTag on the bike and saw online that the bike was somewhere in San Francisco. Despite knowing where the bike was, he decided not to go look for it.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Whoever stole it, isn’t going to resell it,” he said. “My guess is that they’re just using it, and at that point, it’s a tough loss, but the likelihood I’m going to get it back is pretty darn low.”\u003c/p>\n\u003cp>But he also felt the loss of the bike.\u003c/p>\n\u003cp>“This was the first bike I had built myself. I had spent a lot of time finding parts for it, putting it together. It was the bike that got me into cycling, so it meant a lot to me,” he said. “I wanted to memorialize it in some fashion.”\u003c/p>\n\u003cp>And he did. Using a music stand, he created a makeshift memorial for his bike in the garden where it went missing, along with several candles and the message, “Easy come, easy go.”\u003c/p>\n\u003cfigure id=\"attachment_11985948\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11985948\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/IMG_0530-scaled.jpg\" alt=\"In a backyard, there is a music stand. On the music stand, there is a piece of paper with a photo of a bicycle printed on it. In front of the music stand, there are two candles.\" width=\"1920\" height=\"2560\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/IMG_0530-scaled.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/IMG_0530-800x1067.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/IMG_0530-1020x1360.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/IMG_0530-160x213.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/IMG_0530-1152x1536.jpg 1152w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/IMG_0530-1536x2048.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">After his bicycle was stolen outside his home in 2022, Benjamin Chang decided it would be best to accept the bike was permanently gone. Soon after, he built a small makeshift memorial in his yard. \u003ccite>(Courtesy of Benjamin Chang)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003ca id=\"seekoutabikecommunity\">\u003c/a>Seek out a bike community\u003c/h2>\n\u003cp>Compared to many other places in the country, it’s a lot easier in the Bay Area to use a bicycle daily to commute, connect with public transit, grab groceries and meet up with friends (or in my case, go to the club). Along the way, you end up forming a very close bond with your bike.\u003c/p>\n\u003cfigure id=\"attachment_11984798\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11984798 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-20-GC-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-20-GC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-20-GC-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-20-GC-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-20-GC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-20-GC-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/20240430_STOLENBIKESGUIDE-20-GC-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">From left, Bicis Del Pueblo team members Jacqui Gutiérrez, Jessie Fernández and Mampu Lona pose for a portrait at the group’s repair shop in the Mission District on April 30, 2024. Bicis del Pueblo has been operating since 2011. Through their earn-a-bike program, individuals get a free refurbished bike donated by the city and receive lessons on the mechanics and operation of the bike. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I started riding as a young adult because of Bicis del Pueblo,” said Jacqui Gutiérrez, who is also part of this San Francisco-based bike community. Other folks at Bicis showed her how to customize her bike so it felt like a better fit for her, and now she passes on this knowledge to riders starting their bike journey.\u003c/p>\n\u003cp>“Bicis del Pueblo was created for working-class communities of color,” she said, adding that one of the goals of the group is to remove financial barriers that prevent people from picking up a bike.\u003c/p>\n\u003cp>Folks who come to the group’s Tuesday workshops can earn a bike for themselves as they learn about environmental justice, bike accessibility, and how to take care of a bike.\u003c/p>\n\u003cp>“When people come in here and earn a bike, they’re going to hang out here for a couple hours, and they’re going to either work on their own bike or work on somebody else’s bike,” she said. “Maybe there isn’t money exchanged, but there is a level of reciprocity … people can use the space as a resource, but they’re also contributing in a way that is necessary to keep the space together.”\u003c/p>\n\u003cp>And as she forms deeper connections with other riders in Bicis del Pueblo, she knows they have her back if her bike disappears.\u003c/p>\n\u003cp>“I’m part of a bike community,” she said. “My friends are ready to help me look for it and figure out what I need to do.”\u003c/p>\n\u003cp>There are many groups all over the Bay Area that organize community rides, offer skill-sharing workshops or help make riding more accessible to different groups. They include:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.instagram.com/bicisdelpueblo/\">Bicis del Pueblo (San Francisco)\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://sfbike.org/\">San Francisco Bicycle Coalition\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.facebook.com/groups/BlackGirlsDoBikeBayArea/\">Black Girls Do Bike: Bay Area\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://bikeeastbay.org/\">Bike East Bay\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.instagram.com/eastbaybikeparty/\">East Bay Bike Party\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.instagram.com/rar.bayarea/\">Radical Adventure Riders Bay Area\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003chr>\n\u003ch2>\u003ca id=\"tellus\">\u003c/a>Tell us: What else do you need information about?\u003c/h2>\n\u003cp>At KQED News, we know that it can sometimes be hard to track down the answers to navigate life in the Bay Area in 2024. We’ve published \u003ca href=\"https://www.kqed.org/news/tag/coronavirus-resources-and-explainers\">clear, helpful explainers and guides about issues like COVID-19\u003c/a>, \u003ca href=\"https://www.kqed.org/news/11936674/how-to-prepare-for-this-weeks-atmospheric-river-storm-sandbags-emergency-kits-and-more\">how to cope with intense winter weather\u003c/a>, and \u003ca href=\"https://www.kqed.org/news/11821950/how-to-safely-attend-a-protest-in-the-bay-area\">how to exercise your right to protest safely\u003c/a>.\u003c/p>\n\u003cp>So tell us: What do you need to know more about? Tell us, and you could see your question answered online or on social media. What you submit will make our reporting stronger and help us decide what to cover here on our site and on KQED Public Radio, too.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "SF Enforces Stricter Rules for Batteries in Electric Bikes, Scooters Amid Rising Fire Concerns",
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"content": "\u003cp>San Francisco Board of Supervisors President Aaron Peskin still remembers the night he visited a \u003ca href=\"https://www.sfchronicle.com/bayarea/article/2-injured-as-fire-erupts-on-balcony-of-S-F-high-15741803.php\">fire at the Golden Gateway\u003c/a>, an apartment complex near the Embarcadero, which is part of the district he represents. Peskin said the fire was started by the lithium-ion battery in one of the five e-scooters a person in the building was charging. People living in the 15-unit building were displaced for a long period.\u003c/p>\n\u003cp>Peskin said, at this point, he realized these batteries could be dangerous and that something had to be done. [pullquote size=\"medium\" align=\"right\" citation=\"San Francisco Board of Supervisors President Aaron Peskin\"]‘The federal government is not regulating the inflow of inferior, poorly made devices that have been exploding and bursting into flames.’[/pullquote] Last month, the city’s Board of Supervisors unanimously voted to approve the legislation, which Supervisor Peskin introduced last November in an attempt to curb the number of such incidents.\u003c/p>\n\u003cp>Since then, between 2020 and 2023, the San Francisco Fire Department has recorded 65 incidents related to rechargeable batteries. In addition, these numbers have steadily increased every year since 2017 — another reason why Peskin introduced the legislation. He said that at least one person had already died in San Francisco from one of these incidents. In New York, \u003ca href=\"https://www.nytimes.com/2024/02/28/nyregion/fazil-khan-fire-lithium-ion-battery.html#:~:text=ion%2Dbattery.html-,E%2DBike%20Battery%20Caused%20Fire%20That%20Killed%20Young%20Journalist%2C%20Officials,of%20justice%2C%20his%20friends%20said.\">a journalist died\u003c/a> in February when a fire sparked by one of these batteries.\u003c/p>\n\u003cp>“Unfortunately, lithium-ion batteries, which are subject to … very hot, fast-moving fires, have increased in number exponentially over the last several years, not only in San Francisco but around the country,” Peskin said. “The federal government is not regulating the inflow of inferior, poorly made devices that have been exploding and bursting into flames. So now that happens, it looks like, every week in San Francisco, and with our dense, mostly wooden-framed building environment, it poses serious risks to the lives and homes of San Franciscans.” [aside postID=news_11978707 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240305-ELECTIONFILESF-117-BL-KQED-1020x680.jpg']San Francisco Fire Department Capt. Justin Schorr said that many of these fires are caused by batteries that run popular power-mobility devices such as electric bikes, scooters, hoverboards and skateboards. He said that these fires are difficult to fight because of the incredible heat they emit when they burn.\u003c/p>\n\u003cp>“What we’re seeing is that not everyone is reading the owner’s manual and the users’ instructions when it comes to storage and charging of the devices, so it’s leading to some unsafe situations,” Schorr said. “These batteries can have such an incredible amount of energy released that it is described as fireworks or small explosions from folks that have seen these batteries fail.”\u003c/p>\n\u003cp>The new regulations say that single housing units can only store and charge a limit of four batteries, and for those units with more, additional measures such as sprinklers, a smoke detection system and a minimum space of 3 feet between batteries are required. [pullquote size=\"medium\" align=\"right\" citation=\"San Francisco Fire Department Capt. Justin Schorr\"]‘What we’re seeing is that not everyone is reading the owner’s manual and the users’ instructions when it comes to storage and charging of the devices, so it’s leading to some unsafe situations.’[/pullquote]The legislation also says that every battery must be plugged directly into a wall outlet, avoiding extension cords and power strips, and that users must follow the instructions provided by manufacturers never to use a battery that is damaged or reassembled.\u003c/p>\n\u003cp>Schorr said that San Franciscans can take other steps to ensure they can always stay safe while charging.\u003c/p>\n\u003cp>“We want to make sure that people keep those devices away from exit routes. Make sure you set a timer and never let it charge overnight or when you’re not there. These steps, if taken, will decrease the risk of injury and fatality from fires from these batteries., Schorr said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp> Last month, the city’s Board of Supervisors unanimously voted to approve the legislation, which Supervisor Peskin introduced last November in an attempt to curb the number of such incidents.\u003c/p>\n\u003cp>Since then, between 2020 and 2023, the San Francisco Fire Department has recorded 65 incidents related to rechargeable batteries. In addition, these numbers have steadily increased every year since 2017 — another reason why Peskin introduced the legislation. He said that at least one person had already died in San Francisco from one of these incidents. In New York, \u003ca href=\"https://www.nytimes.com/2024/02/28/nyregion/fazil-khan-fire-lithium-ion-battery.html#:~:text=ion%2Dbattery.html-,E%2DBike%20Battery%20Caused%20Fire%20That%20Killed%20Young%20Journalist%2C%20Officials,of%20justice%2C%20his%20friends%20said.\">a journalist died\u003c/a> in February when a fire sparked by one of these batteries.\u003c/p>\n\u003cp>“Unfortunately, lithium-ion batteries, which are subject to … very hot, fast-moving fires, have increased in number exponentially over the last several years, not only in San Francisco but around the country,” Peskin said. “The federal government is not regulating the inflow of inferior, poorly made devices that have been exploding and bursting into flames. So now that happens, it looks like, every week in San Francisco, and with our dense, mostly wooden-framed building environment, it poses serious risks to the lives and homes of San Franciscans.” \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>San Francisco Fire Department Capt. Justin Schorr said that many of these fires are caused by batteries that run popular power-mobility devices such as electric bikes, scooters, hoverboards and skateboards. He said that these fires are difficult to fight because of the incredible heat they emit when they burn.\u003c/p>\n\u003cp>“What we’re seeing is that not everyone is reading the owner’s manual and the users’ instructions when it comes to storage and charging of the devices, so it’s leading to some unsafe situations,” Schorr said. “These batteries can have such an incredible amount of energy released that it is described as fireworks or small explosions from folks that have seen these batteries fail.”\u003c/p>\n\u003cp>The new regulations say that single housing units can only store and charge a limit of four batteries, and for those units with more, additional measures such as sprinklers, a smoke detection system and a minimum space of 3 feet between batteries are required. \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The legislation also says that every battery must be plugged directly into a wall outlet, avoiding extension cords and power strips, and that users must follow the instructions provided by manufacturers never to use a battery that is damaged or reassembled.\u003c/p>\n\u003cp>Schorr said that San Franciscans can take other steps to ensure they can always stay safe while charging.\u003c/p>\n\u003cp>“We want to make sure that people keep those devices away from exit routes. Make sure you set a timer and never let it charge overnight or when you’re not there. These steps, if taken, will decrease the risk of injury and fatality from fires from these batteries., Schorr said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Richmond Bridge Bike Path Has an Amazing View — and an Uncertain Future",
"headTitle": "Richmond Bridge Bike Path Has an Amazing View — and an Uncertain Future | KQED",
"content": "\u003cp>Regional transportation officials face a key deadline this year about the future of the Richmond-San Rafael Bridge — whose pedestrian-bike path is part of a four-year pilot. This pilot is now over, and Bay Area transportation officials must decide whether to keep, change, or scrap it amid long-standing concerns over a traffic bottleneck that some blame on the path.\u003c/p>\n\u003cp>The issue has ignited a debate between Bay Area business leaders, who have been lobbying aggressively to address traffic jams leading to the bridge, and many cyclists, like Najari Smith, who has led calls to make the bike path on the bridge’s upper deck of the bridge permanent. [pullquote size=\"medium\" align=\"right\" citation=\"Najari Smith, founder and executive director, Rich City Rides\"]‘I believe that everybody should have access to getting where they need to go without being dependent on a car to get there.’[/pullquote]“I believe that everybody should have access to getting where they need to go without being dependent on a car to get there,” said Smith, founder and executive director of Rich City Rides, a nonprofit that promotes biking in Richmond.\u003c/p>\n\u003cp>According to \u003ca href=\"https://reports.mysidewalk.com/3374a0ca74\">Metropolitan Transportation Committee data\u003c/a>, an average of 86 cyclists and 15 pedestrians use the path every weekday (that number rises to 237 cyclists and 23 pedestrians on the weekend), while during weekday morning rush hour, an average of 3,000 westbound drivers an hour cross the bridge. Studies led by a team of researchers at UC Berkeley show that backups happen often, beginning around 3 miles before the toll plaza in Richmond, slowing traffic to a crawl.\u003c/p>\n\u003cp>In response, the Bay Area Council, a coalition representing over 300 of the largest employers in the Bay Area, including private companies like Amazon and public agencies like the San Francisco Public Utilities Commission, is proposing adding a bike and pedestrian path to the bridge’s lower deck.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>John Grubb, the council’s chief operating officer, said that change would relieve congestion for morning commuters on the westbound upper deck.\u003c/p>\n\u003cp>“If we’re able to do that, then the backup that happens in the Richmond side would go away,” he said.\u003c/p>\n\u003cp>The council’s proposal calls for moving the “zipper” barrier that separates the upper-deck bike lane from vehicle traffic on weekday mornings to create a third westbound traffic lane.\u003c/p>\n\u003cfigure id=\"attachment_11971764\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11971764\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED.jpg\" alt=\"A bright yellow sign with the image of a bicycle on it.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A sign cautioning bikers of a steep decline on the upper deck of the Richmond-San Rafael Bridge on Jan. 3, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A new zipper barrier on the lower deck would be deployed to allow cyclists and pedestrians to cross the bridge when the upper-deck path is closed, then moved aside to accommodate eastbound drivers during the afternoon and evening commute.\u003c/p>\n\u003cp>The council sees this configuration — in which one deck of the bridge would always be open to bicycles and pedestrians — as a grand compromise. Lanes would be devoted to vehicles when most drivers are on the road while maintaining 24/7 access for active transportation.\u003c/p>\n\u003cp>The council is emboldened by the results of another pilot project on the bridge. In April 2018, bridge officials opened the eastbound shoulder lane on the lower deck to vehicle traffic during the afternoon rush hour back to the East Bay from Marin County, increasing the number of lanes on that deck from two to three. Studies of the change found that travel times from northbound U.S. 101 in Marin to the toll plaza in Richmond decreased by 14 minutes.\u003c/p>\n\u003cp>Grubb sees this as clear evidence that opening a third lane to vehicle traffic on the upper deck during the morning rush hour would yield the same benefits.\u003c/p>\n\u003cp>Staff at the Metropolitan Transportation Commission warn that improvements to the freeway on the Marin side of the bridge would be needed for this plan to be feasible.\u003c/p>\n\u003cfigure id=\"attachment_11971909\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11971909\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Richmond-San Rafael Bridge on Jan. 8, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“If we convert a shoulder on the upper deck to a third lane, what we’re really doing is moving the choke point from the toll plaza [in Richmond] to the west end of the bridge,” said Lisa Klein, a staff member of the Metropolitan Transportation Commission during a November 2023 meeting of the Bay Area Toll Authority.\u003c/p>\n\u003cp>A 2020 study by the Transportation Authority of Marin estimated that if the third lane is opened, it would take $70 million to $90 million to address the new bottleneck and improve travel times for drivers headed to northbound U.S. 101. But the study notes this would do nothing to help drivers heading to southbound 101, towards San Francisco. To expedite travel times in both directions, the total price tag comes to as much as $310 million, according to a staff report by the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Opening the westbound upper deck to more traffic could also undo the travel time reductions currently being seen on the eastbound lower deck during the afternoon commute, when the shoulder lane is opened to traffic, according to Francois Dion, senior research engineer at the UC Berkeley PATH Program, which Caltrans commissioned to study the traffic impacts of the pilot. [pullquote size=\"medium\" align=\"right\" citation=\"Francois Dion, senior research engineer, UC Berkeley PATH Program\"]‘If you make travel going from Richmond to Marin easier, then it may increase traffic going that way, but it may increase traffic coming back, as well.’[/pullquote]Dion said it’s possible that opening a third lane to traffic on the upper deck could \u003ca href=\"https://dot.ca.gov/-/media/dot-media/programs/esta/images/sb-743-infographic.png\">induce demand\u003c/a>. If you widen a road, it will temporarily reduce congestion, which incentivizes more people to drive. Eventually, you’ll end up with the same or more congestion, only now with more cars on the road.\u003c/p>\n\u003cp>“If you make travel going from Richmond to Marin easier, then it may increase traffic going that way, but it may increase traffic coming back, as well,” Dion said.\u003c/p>\n\u003cp>There are several other issues regarding the council’s proposal. The bridge would likely need to be strengthened to accommodate the added load of shifting barriers on a two-path bridge, and state environmental laws would require an analysis to determine if the proposal would increase the total “vehicle miles traveled” on the bridge — a metric that measures the total amount of distance traveled by motor vehicles in an area over a period of time.\u003c/p>\n\u003cp>“If the lane were found to increase vehicle miles traveled, we would need to provide mitigation for that, and that would increase the cost for a third lane,” Klein said. “But a high occupancy vehicle lane is less likely to have an impact on VMT than a general purpose lane.”\u003c/p>\n\u003cp>The council also claims that their proposal will help alleviate the poor air quality that plagues residents of the city of Richmond — home to a coal terminal, an oil refinery, railroads and highways, as well as various other heavy industries.\u003c/p>\n\u003cfigure id=\"attachment_11971763\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11971763\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED.jpg\" alt=\"A bike lane on a large bridge on which cars are also driving.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The upper deck of the Richmond-San Rafael Bridge on Jan. 3, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>According to a \u003ca href=\"https://www.psehealthyenergy.org/wp-content/uploads/2023/04/Richmond-Air-Monitoring-Network_Final-Report.pdf\">2022 study\u003c/a> by PSE Healthy Energy, fine particulate matter concentrations “were generally elevated and hovered around or exceeded the federal National Ambient Air Quality Standards 3-year annual average in many Richmond-San Pablo neighborhoods.”\u003c/p>\n\u003cp>Grubb said that a third lane would reduce congestion and, therefore, improve air quality and its associated health impacts on Richmond residents.\u003c/p>\n\u003cp>“Air pollution is a big concern everywhere, but in particular, it’s a big concern in Richmond,” he added. [pullquote size=\"medium\" align=\"right\" citation=\"John Grubb, chief operating officer, Bay Area Council\"]‘Air pollution is a big concern everywhere, but in particular, it’s a big concern in Richmond.’[/pullquote]But Metropolitan Transportation Commission staff have said congestion isn’t the biggest contributor to fine particulate air pollution — it’s the amount of cars on the road.\u003c/p>\n\u003cp>“The majority of particulate matter in the Richmond community as elsewhere in the Bay Area is from road dust, brake wear, and tire wear, these are non-exhaust emissions,” said Klein of the MTC during the November meeting of the Bay Area Toll Authority Oversight Committee. “Reducing congestion on 580 is not, in fact, likely to significantly reduce the vehicle emissions that most impact health in the community. If a third lane were to increase Vehicle Miles Traveled or truck traffic, harmful emissions could increase.”\u003c/p>\n\u003cp>Tproject’s high costect and the unknown outcomes raise doubts for cyclists like Najari Smith of Rich City Rides.\u003c/p>\n\u003cp>“I would need to see a study that shows that this thing that they want to do is actually going to create improvements that will impact people’s lives and that it connects with the price tag that’s placed on it in order to do that,” he said. [aside label='More on Cycling' tag='cycling']Both the Metropolitan Transportation Commission and Caltrans are working on a scope, schedule, and budget for studies and potential pilots of adding another path to the Richmond-San Rafael Bridge.\u003c/p>\n\u003cp>Other changes with the potential to reduce morning traffic are already underway on the westbound approach of the bridge. The Bay Area Toll Authority plans to remove the toll booths at the toll plaza and extend a high-occupancy vehicle/bus lane on the approach to the bridge.\u003c/p>\n\u003cp>In the long term, UC Berkeley is also studying the continued traffic impacts of the bridge’s bike path pilot. The Metropolitan Transportation Commission is expected to review that study sometime this summer. (According to Francois Dion with the UC Berkeley PATH Program, his research so far indicates that the creation of the path has not worsened congestion.)\u003c/p>\n\u003cp>Smith said more could be done to improve the existing path and encourage more people to use it. He points out there are no bathrooms, water fountains or lights on the path for evening travel.\u003c/p>\n\u003cp>Although cyclist numbers on the bridge pale in comparison to drivers, there is a passionate cohort of riders who support the bridge path. In November 2023, on the fourth anniversary of the path opening, over 1,300 cyclists rode on the bridge, some as part of a ride organized by Rich City.\u003c/p>\n\u003cp>“You know, how can we activate the bridge more? Because it really is a beautiful asset,” said Smith, noting the majestic views from the bridge.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Cyclists and a business group are at odds over how to reduce traffic jams while keeping the Richmond-San Rafael Bridge bike-friendly.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Regional transportation officials face a key deadline this year about the future of the Richmond-San Rafael Bridge — whose pedestrian-bike path is part of a four-year pilot. This pilot is now over, and Bay Area transportation officials must decide whether to keep, change, or scrap it amid long-standing concerns over a traffic bottleneck that some blame on the path.\u003c/p>\n\u003cp>The issue has ignited a debate between Bay Area business leaders, who have been lobbying aggressively to address traffic jams leading to the bridge, and many cyclists, like Najari Smith, who has led calls to make the bike path on the bridge’s upper deck of the bridge permanent. \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“I believe that everybody should have access to getting where they need to go without being dependent on a car to get there,” said Smith, founder and executive director of Rich City Rides, a nonprofit that promotes biking in Richmond.\u003c/p>\n\u003cp>According to \u003ca href=\"https://reports.mysidewalk.com/3374a0ca74\">Metropolitan Transportation Committee data\u003c/a>, an average of 86 cyclists and 15 pedestrians use the path every weekday (that number rises to 237 cyclists and 23 pedestrians on the weekend), while during weekday morning rush hour, an average of 3,000 westbound drivers an hour cross the bridge. Studies led by a team of researchers at UC Berkeley show that backups happen often, beginning around 3 miles before the toll plaza in Richmond, slowing traffic to a crawl.\u003c/p>\n\u003cp>In response, the Bay Area Council, a coalition representing over 300 of the largest employers in the Bay Area, including private companies like Amazon and public agencies like the San Francisco Public Utilities Commission, is proposing adding a bike and pedestrian path to the bridge’s lower deck.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>John Grubb, the council’s chief operating officer, said that change would relieve congestion for morning commuters on the westbound upper deck.\u003c/p>\n\u003cp>“If we’re able to do that, then the backup that happens in the Richmond side would go away,” he said.\u003c/p>\n\u003cp>The council’s proposal calls for moving the “zipper” barrier that separates the upper-deck bike lane from vehicle traffic on weekday mornings to create a third westbound traffic lane.\u003c/p>\n\u003cfigure id=\"attachment_11971764\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11971764\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED.jpg\" alt=\"A bright yellow sign with the image of a bicycle on it.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A sign cautioning bikers of a steep decline on the upper deck of the Richmond-San Rafael Bridge on Jan. 3, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A new zipper barrier on the lower deck would be deployed to allow cyclists and pedestrians to cross the bridge when the upper-deck path is closed, then moved aside to accommodate eastbound drivers during the afternoon and evening commute.\u003c/p>\n\u003cp>The council sees this configuration — in which one deck of the bridge would always be open to bicycles and pedestrians — as a grand compromise. Lanes would be devoted to vehicles when most drivers are on the road while maintaining 24/7 access for active transportation.\u003c/p>\n\u003cp>The council is emboldened by the results of another pilot project on the bridge. In April 2018, bridge officials opened the eastbound shoulder lane on the lower deck to vehicle traffic during the afternoon rush hour back to the East Bay from Marin County, increasing the number of lanes on that deck from two to three. Studies of the change found that travel times from northbound U.S. 101 in Marin to the toll plaza in Richmond decreased by 14 minutes.\u003c/p>\n\u003cp>Grubb sees this as clear evidence that opening a third lane to vehicle traffic on the upper deck during the morning rush hour would yield the same benefits.\u003c/p>\n\u003cp>Staff at the Metropolitan Transportation Commission warn that improvements to the freeway on the Marin side of the bridge would be needed for this plan to be feasible.\u003c/p>\n\u003cfigure id=\"attachment_11971909\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11971909\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Richmond-San Rafael Bridge on Jan. 8, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“If we convert a shoulder on the upper deck to a third lane, what we’re really doing is moving the choke point from the toll plaza [in Richmond] to the west end of the bridge,” said Lisa Klein, a staff member of the Metropolitan Transportation Commission during a November 2023 meeting of the Bay Area Toll Authority.\u003c/p>\n\u003cp>A 2020 study by the Transportation Authority of Marin estimated that if the third lane is opened, it would take $70 million to $90 million to address the new bottleneck and improve travel times for drivers headed to northbound U.S. 101. But the study notes this would do nothing to help drivers heading to southbound 101, towards San Francisco. To expedite travel times in both directions, the total price tag comes to as much as $310 million, according to a staff report by the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Opening the westbound upper deck to more traffic could also undo the travel time reductions currently being seen on the eastbound lower deck during the afternoon commute, when the shoulder lane is opened to traffic, according to Francois Dion, senior research engineer at the UC Berkeley PATH Program, which Caltrans commissioned to study the traffic impacts of the pilot. \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Dion said it’s possible that opening a third lane to traffic on the upper deck could \u003ca href=\"https://dot.ca.gov/-/media/dot-media/programs/esta/images/sb-743-infographic.png\">induce demand\u003c/a>. If you widen a road, it will temporarily reduce congestion, which incentivizes more people to drive. Eventually, you’ll end up with the same or more congestion, only now with more cars on the road.\u003c/p>\n\u003cp>“If you make travel going from Richmond to Marin easier, then it may increase traffic going that way, but it may increase traffic coming back, as well,” Dion said.\u003c/p>\n\u003cp>There are several other issues regarding the council’s proposal. The bridge would likely need to be strengthened to accommodate the added load of shifting barriers on a two-path bridge, and state environmental laws would require an analysis to determine if the proposal would increase the total “vehicle miles traveled” on the bridge — a metric that measures the total amount of distance traveled by motor vehicles in an area over a period of time.\u003c/p>\n\u003cp>“If the lane were found to increase vehicle miles traveled, we would need to provide mitigation for that, and that would increase the cost for a third lane,” Klein said. “But a high occupancy vehicle lane is less likely to have an impact on VMT than a general purpose lane.”\u003c/p>\n\u003cp>The council also claims that their proposal will help alleviate the poor air quality that plagues residents of the city of Richmond — home to a coal terminal, an oil refinery, railroads and highways, as well as various other heavy industries.\u003c/p>\n\u003cfigure id=\"attachment_11971763\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11971763\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED.jpg\" alt=\"A bike lane on a large bridge on which cars are also driving.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The upper deck of the Richmond-San Rafael Bridge on Jan. 3, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>According to a \u003ca href=\"https://www.psehealthyenergy.org/wp-content/uploads/2023/04/Richmond-Air-Monitoring-Network_Final-Report.pdf\">2022 study\u003c/a> by PSE Healthy Energy, fine particulate matter concentrations “were generally elevated and hovered around or exceeded the federal National Ambient Air Quality Standards 3-year annual average in many Richmond-San Pablo neighborhoods.”\u003c/p>\n\u003cp>Grubb said that a third lane would reduce congestion and, therefore, improve air quality and its associated health impacts on Richmond residents.\u003c/p>\n\u003cp>“Air pollution is a big concern everywhere, but in particular, it’s a big concern in Richmond,” he added. \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But Metropolitan Transportation Commission staff have said congestion isn’t the biggest contributor to fine particulate air pollution — it’s the amount of cars on the road.\u003c/p>\n\u003cp>“The majority of particulate matter in the Richmond community as elsewhere in the Bay Area is from road dust, brake wear, and tire wear, these are non-exhaust emissions,” said Klein of the MTC during the November meeting of the Bay Area Toll Authority Oversight Committee. “Reducing congestion on 580 is not, in fact, likely to significantly reduce the vehicle emissions that most impact health in the community. If a third lane were to increase Vehicle Miles Traveled or truck traffic, harmful emissions could increase.”\u003c/p>\n\u003cp>Tproject’s high costect and the unknown outcomes raise doubts for cyclists like Najari Smith of Rich City Rides.\u003c/p>\n\u003cp>“I would need to see a study that shows that this thing that they want to do is actually going to create improvements that will impact people’s lives and that it connects with the price tag that’s placed on it in order to do that,” he said. \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Both the Metropolitan Transportation Commission and Caltrans are working on a scope, schedule, and budget for studies and potential pilots of adding another path to the Richmond-San Rafael Bridge.\u003c/p>\n\u003cp>Other changes with the potential to reduce morning traffic are already underway on the westbound approach of the bridge. The Bay Area Toll Authority plans to remove the toll booths at the toll plaza and extend a high-occupancy vehicle/bus lane on the approach to the bridge.\u003c/p>\n\u003cp>In the long term, UC Berkeley is also studying the continued traffic impacts of the bridge’s bike path pilot. The Metropolitan Transportation Commission is expected to review that study sometime this summer. (According to Francois Dion with the UC Berkeley PATH Program, his research so far indicates that the creation of the path has not worsened congestion.)\u003c/p>\n\u003cp>Smith said more could be done to improve the existing path and encourage more people to use it. He points out there are no bathrooms, water fountains or lights on the path for evening travel.\u003c/p>\n\u003cp>Although cyclist numbers on the bridge pale in comparison to drivers, there is a passionate cohort of riders who support the bridge path. In November 2023, on the fourth anniversary of the path opening, over 1,300 cyclists rode on the bridge, some as part of a ride organized by Rich City.\u003c/p>\n\u003cp>“You know, how can we activate the bridge more? Because it really is a beautiful asset,” said Smith, noting the majestic views from the bridge.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "SF Officials Say Cycling Is Up on Valencia Street, Not Down, Since Installation of Bikeway",
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"content": "\u003cp>San Francisco transportation officials say a recently released draft report showing a sharp drop in cyclists, drivers and pedestrians along Valencia Street since the installation of a controversial bike lane last summer doesn’t accurately represent the current state of traffic on the corridor.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.documentcloud.org/documents/24254002-sfmta-draft-report-mid-valencia-pilot-1-month\" target=\"_blank\" rel=\"noopener\">draft report\u003c/a> from the city’s Municipal Transportation Agency, released via a public records request on Wednesday, was the first snapshot of data showing how the Mid-Valencia Pilot has changed use of the corridor. The pilot installed a center-running bike lane and changed driving and parking restrictions on the street.\u003c/p>\n\u003cp>The data in the draft report measures vehicle, bicycle and pedestrian traffic at certain intersections on the corridor for a single month last September and compares it to conditions nearly a year earlier, in October 2022.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11962992,news_11941576,news_11755352\"]The report shows that bike traffic along Valencia Street declined by as much as 53% in September compared to the previous October. It also shows a significant drop in daily motor vehicle volume, as much as a 42% decline, especially in the northern portion of the corridor. Peak pedestrian volumes also declined as much as 42% in some locations, with an overall 18% decline.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.sfmta.com/project-updates/valencia-bikeway-improvements-january-2024-project-update\" target=\"_blank\" rel=\"noopener\">a press release\u003c/a> Thursday, SFMTA said the draft report “only accounts for a small portion of our evaluation period during which cyclists were returning to Valencia Street after the pilot construction period.”\u003c/p>\n\u003cp>The agency says it is finalizing a three-month evaluation report and added that it estimates average daily bike volume is about 3% higher than before the pilot began. The agency says the September drop in drivers, cyclists and pedestrians seen in the draft report was due to cyclists slowly returning to the street after the bike lane was completed. Construction began in mid-April, but the center-running bikeway didn’t open until Aug. 1.\u003c/p>\n\u003cp>When the draft report was first released Wednesday, opponents of the Mid-Valencia Pilot say the decline in bike traffic shows the pilot is failing to achieve its goals.\u003c/p>\n\u003cp>The data was reportedly obtained through an anonymous public records request and released by Luke Bornheimer, an independent safe streets advocate and a leading critic of the bike lane.\u003c/p>\n\u003cp>“This unprecedented decrease in people biking on Valencia Street should be a wake-up call to Mayor Breed and the SFMTA Board of Directors,” Bornheimer says in a press release.\u003c/p>\n\u003cp>Improving traffic safety was also a major priority of the pilot. Valencia Street is on the city’s high-injury network. Three pedestrians have been struck and killed on Valencia Street since 2020. One, 80-year-old Jian Huang of San Francisco, was struck and killed last September by a driver who was turning left onto Valencia.\u003c/p>\n\u003cp>Some aspects of the draft report show the pilot was achieving some of the SFMTA’s goals.\u003c/p>\n\u003cp>The report shows a steep decrease in vehicles double-parking and loading in the bike lane, one of the project’s major goals. Before the pilot, people working for ride-hailing apps and app-based delivery services would often double-park in the existing bike lane, forcing cyclists to make a dangerous merge into the vehicle lane. In instituting the pilot, SFMTA says it’s tried to walk a line between improving traffic safety and preserving business access.\u003c/p>\n\u003cp>But a growing chorus of business owners on Valencia Street have complained that the pilot has led to a steep drop in sales.\u003c/p>\n\u003cp>The live music venue Amado’s, which had been in operation for eight years at 21st and Valencia, closed in November and blamed the pilot for an 80% drop in revenue. As part of the pilot, SFMTA eliminated 71 metered parking spots and converted them into loading zones.\u003c/p>\n\u003cp>“It became completely untenable for artists, staff trying to find parking, and mainly, any kind of customer that would like to come and enjoy our venue,” says Amado’s owner, David Quinby, in an interview.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Since the start of the pilot, SFMTA says it has responded to complaints like these from businesses by converting seven loading zone spaces per block back to general parking.\u003c/p>\n\u003cp>The agency says it is exploring an alternative design to the center-running bikeway pilot that would relocate the bike lane to the side of the street, between the sidewalk and parked cars.\u003c/p>\n\u003cp>But to business owners like Quinby — the small slice of data in the draft report proves that the current street configuration is a failed experiment.\u003c/p>\n\u003cp>“The public is actively avoiding Valencia Street, which is killing our community,” Quinby says.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco transportation officials say a recently released draft report showing a sharp drop in cyclists, drivers and pedestrians along Valencia Street since the installation of a controversial bike lane last summer doesn’t accurately represent the current state of traffic on the corridor.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.documentcloud.org/documents/24254002-sfmta-draft-report-mid-valencia-pilot-1-month\" target=\"_blank\" rel=\"noopener\">draft report\u003c/a> from the city’s Municipal Transportation Agency, released via a public records request on Wednesday, was the first snapshot of data showing how the Mid-Valencia Pilot has changed use of the corridor. The pilot installed a center-running bike lane and changed driving and parking restrictions on the street.\u003c/p>\n\u003cp>The data in the draft report measures vehicle, bicycle and pedestrian traffic at certain intersections on the corridor for a single month last September and compares it to conditions nearly a year earlier, in October 2022.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The report shows that bike traffic along Valencia Street declined by as much as 53% in September compared to the previous October. It also shows a significant drop in daily motor vehicle volume, as much as a 42% decline, especially in the northern portion of the corridor. Peak pedestrian volumes also declined as much as 42% in some locations, with an overall 18% decline.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.sfmta.com/project-updates/valencia-bikeway-improvements-january-2024-project-update\" target=\"_blank\" rel=\"noopener\">a press release\u003c/a> Thursday, SFMTA said the draft report “only accounts for a small portion of our evaluation period during which cyclists were returning to Valencia Street after the pilot construction period.”\u003c/p>\n\u003cp>The agency says it is finalizing a three-month evaluation report and added that it estimates average daily bike volume is about 3% higher than before the pilot began. The agency says the September drop in drivers, cyclists and pedestrians seen in the draft report was due to cyclists slowly returning to the street after the bike lane was completed. Construction began in mid-April, but the center-running bikeway didn’t open until Aug. 1.\u003c/p>\n\u003cp>When the draft report was first released Wednesday, opponents of the Mid-Valencia Pilot say the decline in bike traffic shows the pilot is failing to achieve its goals.\u003c/p>\n\u003cp>The data was reportedly obtained through an anonymous public records request and released by Luke Bornheimer, an independent safe streets advocate and a leading critic of the bike lane.\u003c/p>\n\u003cp>“This unprecedented decrease in people biking on Valencia Street should be a wake-up call to Mayor Breed and the SFMTA Board of Directors,” Bornheimer says in a press release.\u003c/p>\n\u003cp>Improving traffic safety was also a major priority of the pilot. Valencia Street is on the city’s high-injury network. Three pedestrians have been struck and killed on Valencia Street since 2020. One, 80-year-old Jian Huang of San Francisco, was struck and killed last September by a driver who was turning left onto Valencia.\u003c/p>\n\u003cp>Some aspects of the draft report show the pilot was achieving some of the SFMTA’s goals.\u003c/p>\n\u003cp>The report shows a steep decrease in vehicles double-parking and loading in the bike lane, one of the project’s major goals. Before the pilot, people working for ride-hailing apps and app-based delivery services would often double-park in the existing bike lane, forcing cyclists to make a dangerous merge into the vehicle lane. In instituting the pilot, SFMTA says it’s tried to walk a line between improving traffic safety and preserving business access.\u003c/p>\n\u003cp>But a growing chorus of business owners on Valencia Street have complained that the pilot has led to a steep drop in sales.\u003c/p>\n\u003cp>The live music venue Amado’s, which had been in operation for eight years at 21st and Valencia, closed in November and blamed the pilot for an 80% drop in revenue. As part of the pilot, SFMTA eliminated 71 metered parking spots and converted them into loading zones.\u003c/p>\n\u003cp>“It became completely untenable for artists, staff trying to find parking, and mainly, any kind of customer that would like to come and enjoy our venue,” says Amado’s owner, David Quinby, in an interview.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Since the start of the pilot, SFMTA says it has responded to complaints like these from businesses by converting seven loading zone spaces per block back to general parking.\u003c/p>\n\u003cp>The agency says it is exploring an alternative design to the center-running bikeway pilot that would relocate the bike lane to the side of the street, between the sidewalk and parked cars.\u003c/p>\n\u003cp>But to business owners like Quinby — the small slice of data in the draft report proves that the current street configuration is a failed experiment.\u003c/p>\n\u003cp>“The public is actively avoiding Valencia Street, which is killing our community,” Quinby says.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Cyclists and Businesses Reflect on 2 Months With the Valencia Street Bikeway ",
"headTitle": "Cyclists and Businesses Reflect on 2 Months With the Valencia Street Bikeway | KQED",
"content": "\u003cp>Avid cyclists like Laurel Matthews, who ride often through the heart of Valencia Street in San Francisco’s Mission District, have gotten used to pedaling away on the usual bike lanes that run along parked cars.\u003c/p>\n\u003cp>“In the old configuration, cars would just pull in front of you,” Matthews said. “I like that cars at least do not pull into the lane yet.”\u003c/p>\n\u003cp>Since Aug. 1, a center-running bikeway has been in effect along Valencia Street from 15th to 23rd streets. Two-way bicycle traffic happens in the middle of the street. Both plastic bollards and a rubber curb, which border either side of the lane, provide some protection from cars.\u003c/p>\n\u003cp>The change is a result of the Mid-Valencia Pilot, which was approved in April by the San Francisco Municipal Transportation Agency. SFMTA authorized the construction of the new bikeway, aiming to make the street safer and easier for businesses to work with delivery and ride-hailing apps, according to Tom Maguire, director of the Streets Division for SFMTA. (The pilot is set to last one year through August 2024.)\u003c/p>\n\u003cfigure id=\"attachment_11962332\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962332\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED.jpg\" alt=\"A parking sign and a number of businesses on a city street.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A sign provides parking restrictions for Valencia Street near Nizario’s Pizza in San Francisco’s Mission District on Sept. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re trying to adapt the street to the very unique conditions that the merchants and the residents on Valencia are facing right now,” he said.\u003c/p>\n\u003cp>In addition to the new bikeway, the Mid-Valencia Pilot changed many metered parking spots to loading zones and prohibited left turns from 15th to 23rd streets.\u003c/p>\n\u003ch2>\u003cstrong>Safety first\u003c/strong>\u003c/h2>\n\u003cp>Valencia Street — both a popular bike route connecting the northern and southern parts of the city and a nightlife hub — is one of the city’s target areas for improving traffic injuries and deaths.\u003c/p>\n\u003cp>According to a May 2023 SFMTA \u003ca href=\"https://www.visionzerosf.org/wp-content/uploads/2023/05/San-Francisco-Collisions-Report-2017_2022.pdf\">report (PDF)\u003c/a>, two Valencia Street intersections had a combined 22 bicycle-involved injury collisions from 2017–2022 — among the highest reported injuries of any intersections in the city.\u003c/p>\n\u003cp>[aside postID=news_11941576 hero='https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321285046-1020x633.jpg']Pedestrian safety is also a concern. On Sept. 20, 80-year-old Jian Huang of San Francisco was hit and killed by a driver making a left turn onto Valencia at 18th Street — marking the second pedestrian death on Valencia Street this year.\u003c/p>\n\u003cp>Following this latest tragedy, transportation advocacy groups like Walk SF want to see a ban on left turns onto Valencia, building off the pilot’s prohibition on certain left turns.\u003c/p>\n\u003cp>“If we look at every single fatality that’s happened on Valencia Street since 2014, it’s all been cars turning left,” said Jodie Medeiros, executive director of Walk SF. “This is a known problem and we need to do everything to end that problem.”\u003c/p>\n\u003cp>SFMTA plans to put out a status report on the pilot this fall. Maguire said that document will give further details, such as how vehicle, bicycle and pedestrian traffic has changed, and how businesses have been affected.\u003c/p>\n\u003cp>According to Maguire, if the pilot does not meet its goals, the city would rip up the project and go back to the drawing board.\u003c/p>\n\u003ch2>\u003cstrong>Cycling up\u003c/strong>\u003c/h2>\n\u003cp>Cyclists have mixed feelings about riding on the new center bikeway.\u003c/p>\n\u003cp>“I’ve heard from a lot of people who say they’ve either stopped biking on Valencia and started using an alternative bike route, or they just stopped biking period.” said Luke Bornheimer, a sustainable transportation advocate, who has strongly opposed the bikeway since the early planning stages.\u003c/p>\n\u003cfigure id=\"attachment_11962330\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962330\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED.jpg\" alt=\"People on bikes and skateboards ride down a bike path in the middle of a city street.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bicyclists ride on the Valencia Street bike lane in San Francisco’s Mission District on Sept. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He says the speed bumps and posts, which border the bikeway, are not enough to protect cyclists from drivers who might illegally turn through the bikeway — and that the two-way design is unintuitive and could cause crashes.\u003c/p>\n\u003cp>Some cyclists like Kate Blumberg, who has commuted by bicycle for 28 years, are happy about the new lane.\u003c/p>\n\u003cp>“The Valencia bike lanes make me feel like king of the world,” she said. “It makes bikes seem like the clear priority on the street.”\u003c/p>\n\u003cp>Before the new bikeway, floods of app-based rideshare and delivery workers would double-park in the old bike lane while they grabbed a burrito or dropped off their passengers, forcing cyclists to merge into traffic.\u003c/p>\n\u003ch2>\u003cstrong>Business woes\u003c/strong>\u003c/h2>\n\u003cp>Yaser Awadalla, owner of Nizario’s Pizza on Valencia Street, says while things appear safer for cyclists, he’s noticed a downturn in sales since the new bikeway was installed (contributing to the overall slump caused by the COVID pandemic).\u003c/p>\n\u003cp>“There’s a lot less stop-and-go than before,” Awadalla said. “We used to depend on that a lot for pizza-by-the-slice. For the sake of the business, yeah, I would like it to go back to the way it was.”\u003c/p>\n\u003cfigure id=\"attachment_11962672\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962672\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED.jpg\" alt=\"A person stands in front of a storefront with their arms crossed.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Yaser Awadalla stands outside Nizario’s Pizza, a pizza shop he owns, on Valencia Street in San Francisco on Sept. 27, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Next door, at Taqueria La Cumbre, cashier Duvan Duran says sales are down, too. He blames the loss of metered spots.\u003c/p>\n\u003cp>As part of the pilot, the city took away 71 metered spots and replaced many with a new type of dual-use loading zone. From 8 a.m. to 6 p.m., those spots are for commercial loading, but from 6–10 p.m., it can be used for 5-minute loading by anyone. This zone is partly intended to accommodate app-based deliveries and ride hailing, according to SFMTA.\u003c/p>\n\u003cp>“The construction workers don’t come in their trucks to eat. The painters don’t come in a group and eat. People now have five minutes to park and eat. I don’t think that’s enough time,” Duran said.\u003c/p>\n\u003cp>He wants the city to extend the amount of time people can park and reduce the amount people need to pay.\u003c/p>\n\u003cp>“Look at today. I mean, the weather is nice. There’s a lot of restaurants over here, but there’s nobody here, because it’s hard to find parking,” said Miguel Ramirez, owner of Los Amigos restaurant, which was empty when he spoke with me on a recent sunny afternoon.\u003c/p>\n\u003cfigure id=\"attachment_11962329\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962329\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED.jpg\" alt=\"A person wearing a hat stands behind a bar.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Miguel Ramírez, an employee at Los Amigos restaurant, looks out the window of the restaurant on Valencia Street in San Francisco’s Mission District on Sept. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ramirez said he welcomes the new center bikeway — but not at the cost of dealing with the new loading zones. This fall, he and fellow restaurant owners plan to ask the city to remove the new bikeway at a future SFMTA meeting. But he doubted that the city would go through with this approach.\u003c/p>\n\u003cp>“It will be hard because they already spent the money, and they already put the lane in the middle,” Ramirez said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Since Aug. 1, a center-running bikeway has been in effect along Valencia Street from 15th to 23rd streets. But it's been an adjustment process for bicyclists and drivers, businesses and residents alike.",
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"description": "Since Aug. 1, a center-running bikeway has been in effect along Valencia Street from 15th to 23rd streets. But it's been an adjustment process for bicyclists and drivers, businesses and residents alike.",
"title": "Cyclists and Businesses Reflect on 2 Months With the Valencia Street Bikeway | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Avid cyclists like Laurel Matthews, who ride often through the heart of Valencia Street in San Francisco’s Mission District, have gotten used to pedaling away on the usual bike lanes that run along parked cars.\u003c/p>\n\u003cp>“In the old configuration, cars would just pull in front of you,” Matthews said. “I like that cars at least do not pull into the lane yet.”\u003c/p>\n\u003cp>Since Aug. 1, a center-running bikeway has been in effect along Valencia Street from 15th to 23rd streets. Two-way bicycle traffic happens in the middle of the street. Both plastic bollards and a rubber curb, which border either side of the lane, provide some protection from cars.\u003c/p>\n\u003cp>The change is a result of the Mid-Valencia Pilot, which was approved in April by the San Francisco Municipal Transportation Agency. SFMTA authorized the construction of the new bikeway, aiming to make the street safer and easier for businesses to work with delivery and ride-hailing apps, according to Tom Maguire, director of the Streets Division for SFMTA. (The pilot is set to last one year through August 2024.)\u003c/p>\n\u003cfigure id=\"attachment_11962332\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962332\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED.jpg\" alt=\"A parking sign and a number of businesses on a city street.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A sign provides parking restrictions for Valencia Street near Nizario’s Pizza in San Francisco’s Mission District on Sept. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re trying to adapt the street to the very unique conditions that the merchants and the residents on Valencia are facing right now,” he said.\u003c/p>\n\u003cp>In addition to the new bikeway, the Mid-Valencia Pilot changed many metered parking spots to loading zones and prohibited left turns from 15th to 23rd streets.\u003c/p>\n\u003ch2>\u003cstrong>Safety first\u003c/strong>\u003c/h2>\n\u003cp>Valencia Street — both a popular bike route connecting the northern and southern parts of the city and a nightlife hub — is one of the city’s target areas for improving traffic injuries and deaths.\u003c/p>\n\u003cp>According to a May 2023 SFMTA \u003ca href=\"https://www.visionzerosf.org/wp-content/uploads/2023/05/San-Francisco-Collisions-Report-2017_2022.pdf\">report (PDF)\u003c/a>, two Valencia Street intersections had a combined 22 bicycle-involved injury collisions from 2017–2022 — among the highest reported injuries of any intersections in the city.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Pedestrian safety is also a concern. On Sept. 20, 80-year-old Jian Huang of San Francisco was hit and killed by a driver making a left turn onto Valencia at 18th Street — marking the second pedestrian death on Valencia Street this year.\u003c/p>\n\u003cp>Following this latest tragedy, transportation advocacy groups like Walk SF want to see a ban on left turns onto Valencia, building off the pilot’s prohibition on certain left turns.\u003c/p>\n\u003cp>“If we look at every single fatality that’s happened on Valencia Street since 2014, it’s all been cars turning left,” said Jodie Medeiros, executive director of Walk SF. “This is a known problem and we need to do everything to end that problem.”\u003c/p>\n\u003cp>SFMTA plans to put out a status report on the pilot this fall. Maguire said that document will give further details, such as how vehicle, bicycle and pedestrian traffic has changed, and how businesses have been affected.\u003c/p>\n\u003cp>According to Maguire, if the pilot does not meet its goals, the city would rip up the project and go back to the drawing board.\u003c/p>\n\u003ch2>\u003cstrong>Cycling up\u003c/strong>\u003c/h2>\n\u003cp>Cyclists have mixed feelings about riding on the new center bikeway.\u003c/p>\n\u003cp>“I’ve heard from a lot of people who say they’ve either stopped biking on Valencia and started using an alternative bike route, or they just stopped biking period.” said Luke Bornheimer, a sustainable transportation advocate, who has strongly opposed the bikeway since the early planning stages.\u003c/p>\n\u003cfigure id=\"attachment_11962330\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962330\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED.jpg\" alt=\"People on bikes and skateboards ride down a bike path in the middle of a city street.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bicyclists ride on the Valencia Street bike lane in San Francisco’s Mission District on Sept. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He says the speed bumps and posts, which border the bikeway, are not enough to protect cyclists from drivers who might illegally turn through the bikeway — and that the two-way design is unintuitive and could cause crashes.\u003c/p>\n\u003cp>Some cyclists like Kate Blumberg, who has commuted by bicycle for 28 years, are happy about the new lane.\u003c/p>\n\u003cp>“The Valencia bike lanes make me feel like king of the world,” she said. “It makes bikes seem like the clear priority on the street.”\u003c/p>\n\u003cp>Before the new bikeway, floods of app-based rideshare and delivery workers would double-park in the old bike lane while they grabbed a burrito or dropped off their passengers, forcing cyclists to merge into traffic.\u003c/p>\n\u003ch2>\u003cstrong>Business woes\u003c/strong>\u003c/h2>\n\u003cp>Yaser Awadalla, owner of Nizario’s Pizza on Valencia Street, says while things appear safer for cyclists, he’s noticed a downturn in sales since the new bikeway was installed (contributing to the overall slump caused by the COVID pandemic).\u003c/p>\n\u003cp>“There’s a lot less stop-and-go than before,” Awadalla said. “We used to depend on that a lot for pizza-by-the-slice. For the sake of the business, yeah, I would like it to go back to the way it was.”\u003c/p>\n\u003cfigure id=\"attachment_11962672\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962672\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED.jpg\" alt=\"A person stands in front of a storefront with their arms crossed.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Yaser Awadalla stands outside Nizario’s Pizza, a pizza shop he owns, on Valencia Street in San Francisco on Sept. 27, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Next door, at Taqueria La Cumbre, cashier Duvan Duran says sales are down, too. He blames the loss of metered spots.\u003c/p>\n\u003cp>As part of the pilot, the city took away 71 metered spots and replaced many with a new type of dual-use loading zone. From 8 a.m. to 6 p.m., those spots are for commercial loading, but from 6–10 p.m., it can be used for 5-minute loading by anyone. This zone is partly intended to accommodate app-based deliveries and ride hailing, according to SFMTA.\u003c/p>\n\u003cp>“The construction workers don’t come in their trucks to eat. The painters don’t come in a group and eat. People now have five minutes to park and eat. I don’t think that’s enough time,” Duran said.\u003c/p>\n\u003cp>He wants the city to extend the amount of time people can park and reduce the amount people need to pay.\u003c/p>\n\u003cp>“Look at today. I mean, the weather is nice. There’s a lot of restaurants over here, but there’s nobody here, because it’s hard to find parking,” said Miguel Ramirez, owner of Los Amigos restaurant, which was empty when he spoke with me on a recent sunny afternoon.\u003c/p>\n\u003cfigure id=\"attachment_11962329\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962329\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED.jpg\" alt=\"A person wearing a hat stands behind a bar.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Miguel Ramírez, an employee at Los Amigos restaurant, looks out the window of the restaurant on Valencia Street in San Francisco’s Mission District on Sept. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ramirez said he welcomes the new center bikeway — but not at the cost of dealing with the new loading zones. This fall, he and fellow restaurant owners plan to ask the city to remove the new bikeway at a future SFMTA meeting. But he doubted that the city would go through with this approach.\u003c/p>\n\u003cp>“It will be hard because they already spent the money, and they already put the lane in the middle,” Ramirez said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "The Night That Changed San Francisco Cycling Forever",
"headTitle": "The Night That Changed San Francisco Cycling Forever | KQED",
"content": "\u003cp>\u003ca href=\"http://bit.ly/3xMsmE9\">\u003cem>Read a transcript of this episode.\u003c/em>\u003c/a>\u003c/p>\n\u003cp>Look around San Francisco’s streets today, and you’ll see all sorts of infrastructure designed to make bicycling in the city safer. Lime-green bike lanes crisscross the city’s roads, barriers discourage drivers from entering bike lanes, and designated routes and slow streets let riders get away from cars more easily. In 2021, San Franciscans made 4.7 million trips on bicycles, and the city boasts more than 463 miles of bike lanes, paths and trails.\u003c/p>\n\u003cp>But just 30 years ago, none of this existed. There were just a few bike lanes, no slow streets and not nearly as many people on bikes.\u003c/p>\n\u003cp>“There was literally no place where the bicycle was accepted to be on the road. Every square inch of the width of Market Street was full with motorized vehicles, buses or streetcars,” said Chris Carlsson, author and historian.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>In the late ’80s and early ’90s, Carlsson would commute down Market Street to an office on Rincon Hill, right by the Bay Bridge.\u003c/p>\n\u003cp>“There was a lot of abuse hurled at you, verbally mostly. But there would also occasionally be the aggressive motorist who would actually try to cut you off or bump you off the road,” said Carlsson.\u003c/p>\n\u003cp>Other cyclists who rode during that time remember the situation similarly.\u003c/p>\n\u003cp>“You weren’t allowed to bicycle in San Francisco in the early ’90s,” said Hugh D’Andrade, a friend and collaborator of Carlsson’s. “I mean, you certainly could do it, it was legal, but you were taking your life into your own hands.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>One night, on the last Friday of the month in September of 1992, Carlsson and a group of friends decided to take action. They planned to gather at Embarcadero Plaza, right by the Ferry Building in downtown San Francisco, and ride home together. They called the ride “The Commute Clot.”\u003c/p>\n\u003cp>“We were asserting our right to the streets, essentially. One of the slogans that came out that period was that we’re not blocking traffic, we are traffic. So if you’re sick of being treated like crap on the streets of the city, show up for this thing and ride home in a group. About 50 people showed up,” said Carlsson.\u003c/p>\n\u003cp>They ended up riding southwest along Market Street to Zeitgeist, a bar in the mission. Carlsson said the experience was euphoric. The group made plans to do another Commute Clot the next month.\u003c/p>\n\u003cp>This was the beginning of what became known as \u003ca href=\"https://www.sfcriticalmass.org/\">Critical Mass\u003c/a> — a group bicycling event that is often referred to as an “organized coincidence” or a “leaderless phenomenon.” That’s because for the last 30 years the ride has met at Embarcadero Plaza on the last Friday of every month and flooded the city with hundreds, sometimes thousands, of cyclists riding together in one or sometimes multiple dense packs, despite the fact that it has no leadership, no formal organization and no planned route. It’s also spread outside of San Francisco. Chris Carlsson estimates more than 350 cities across the world hold Critical Mass rides.\u003c/p>\n\u003cp>The ride also played a pivotal role in the evolution of the city’s robust bicycle network. But Critical Mass didn’t do it alone. In the early ’90s, right when Critical Mass was getting its start, the \u003ca href=\"https://sfbike.org/\">San Francisco Bicycle Coalition\u003c/a> also was forming.\u003c/p>\n\u003ch2>Working together, separately\u003c/h2>\n\u003cp>Today the bicycle coalition is a political organizing powerhouse that advocates for safer cycling and alternative transportation policy in San Francisco. But back then, it was a nascent nonprofit meeting in the back of a Chinese restaurant called The Pot and Pan in the Inner Sunset.\u003c/p>\n\u003cp>“The people who made decisions were whoever showed up,” said Dave Snyder, who was elected as the coalition’s first executive director in 1991. “They elected me executive director with a salary of $0 to help get the organization started.”\u003c/p>\n\u003cp>Critical Mass and the bicycle coalition have similar goals: raising awareness and making the streets safer for people on bicycles. But they couldn’t be more different in how they work toward that. While Critical Mass is simply an event — a raw, unmediated expression of the frustration cyclists feel at being second-class citizens on the city’s streets — the bicycle coalition is a more policy-focused group with its eyes set on changing things from within City Hall.\u003c/p>\n\u003cp>“I think the bicycle coalition has always been a mainstream group representing the average person who would like to ride a bike on the streets but can’t because they’re not safe enough,” said Snyder.\u003c/p>\n\u003cp>Chris Carlsson went to one of the early bicycle coalition meetings in August 1992, and tried to get them to endorse his idea for the Commute Clot.\u003c/p>\n\u003cp>“We decided that we would not endorse it, but we would tell people about it. That it wasn’t something that we [could] control, but that it was an important cultural event. So we would make sure everybody knew about it, but that would be the extent of our involvement,” said Snyder. “When you’re a nonprofit that has a legal responsibility, you don’t want to take any responsibility for a ride that you can’t control.”\u003c/p>\n\u003cfigure id=\"attachment_11941590\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941590\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-800x479.jpg\" alt=\"A group of cyclists happily riding through San Francisco streets together. \" width=\"800\" height=\"479\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-800x479.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-1020x610.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-160x96.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-1536x919.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-2048x1225.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-1920x1149.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Critical Mass participants bike from Justin Herman Plaza to Candlestick Park in one of the earliest bicycle rides on the city’s streets, May 27, 1994. \u003ccite>(Photo By Lea Suzuki/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even though the coalition said no, Critical Mass began picking up steam. By the mid-’90s, thousands of people would participate in Critical Mass rides every month. Carlsson says one reason for the growth of the ride was that anyone could make the ride what they wanted it to be.\u003c/p>\n\u003cp>“So you didn’t have to adopt a dogma, either political or religious. You could just come and you really only needed to be interested in riding your bike,” said Carlsson. “Then you have the actual euphoric experience of riding through the streets in a group of bicycles. It changes the auditory environment, it changes the olfactory environment, everything is different. It’s really a surprise the first time you do it.”\u003c/p>\n\u003ch2>Tension grows\u003c/h2>\n\u003cp>But the cold reality of being stopped by those bikes in Friday rush-hour traffic as Critical Mass passed by was not as serene an experience for people in cars and buses. Imagine trying to drive home on a Friday night, and in addition to the normal traffic, thousands of bicyclists are streaming in front of you. You’re stopped at an intersection and watching as the traffic light goes from green to red to green again, and you don’t go anywhere.\u003c/p>\n\u003cp>Critical Mass rides sometimes involve a practice called “corking,” where a group of riders stand at an intersection and block traffic while the rest of the ride passes. Depending on the size of the ride, drivers can be held up for around 15 or 20 minutes. In the early days of Critical Mass, the San Francisco Police Department would actually assist the ride in blocking traffic while the bicyclists passed.\u003c/p>\n\u003cp>As Critical Mass grew in size through the years, so did the amount of time drivers were obligated to wait for the mass. People got frustrated. Drivers would try to push through the mass, screaming at cyclists while they attempted to inch their car through the intersections. Cyclists would respond by yelling back, or pounding on a car hood. Sometimes these interactions became physically violent.\u003c/p>\n\u003cp>Critical Mass soon gained a reputation for being aggressive and antagonistic. Carlsson says he thinks the ride was often portrayed unfairly in the media.\u003c/p>\n\u003cp>“The idea that we went out attacking cars … that never happens in Critical Mass. People might respond to a car that is trying to run them over by hitting them, or smashing windows on some occasions. That’s happened. But not unprovoked. It’s always been because a motorist loses it and decides they can just ram through the bikes with their car,” said Carlsson.\u003c/p>\n\u003cp>The cyclists thought of themselves as part of traffic, not causing it. The thinking: When traffic is caused by cars, it’s normal. When it’s caused by bicycles, it’s treated as something to be stopped. “I’m sorry for the inconvenience, but what about all the other times you’re inconvenienced and you just think that’s normal?” said Carlsson. [baycuriousbug]\u003c/p>\n\u003cp>Carlsson pushes back against the idea that Critical Mass was about a sort of class war between people on bikes and people in cars. Rather, he says, it was intended to be celebratory and invitational. They wanted people in the cars to join them.\u003c/p>\n\u003cp>“People in their cars are just like us. We’re just like them. We’re in a car on another day, we just don’t want to admit it,” said Carlsson.\u003c/p>\n\u003ch2>Cutting a deal\u003c/h2>\n\u003cp>Things took a turn when Willie Brown was elected mayor of San Francisco in 1996.\u003c/p>\n\u003cp>“I became mayor, and I said, ‘That is not subject to acceptance, period. You violate the law by running red lights, disrupting the streets. You are subject to be prosecuted,'” said Brown in an interview with KQED in January 2023. “So I went to war with them.”\u003c/p>\n\u003cp>Brown wanted Critical Mass to leave at a later time and follow a police-approved route.\u003c/p>\n\u003cp>“They disrupted the whole goddamn town,” Brown recalled.\u003c/p>\n\u003cp>He tasked City Supervisor Michael Yaki with trying to bring Critical Mass to heel. The bicycle coalition took notice.\u003c/p>\n\u003cp>Dave Snyder, then executive director of the bicycle coalition, got a call from a friend who worked in public relations.\u003c/p>\n\u003cp>“He said, ‘Hey, Dave, they’re talking about Critical Mass and bicyclists in the paper every day, and they never mentioned the Bicycle Coalition.’ And I said, ‘Yeah, isn’t that great?’ And there was silence on the other end. He goes, ‘No, no, that’s not great. You need help.’ And he worked with us to talk about how we could take advantage of all this attention to promote our agenda,” recalled Snyder.\u003c/p>\n\u003cp>Since Critical Mass didn’t have any formal leadership, Supervisor Yaki reached out to the next logical choice: the San Francisco Bicycle Coalition.\u003c/p>\n\u003cp>For years, the coalition had been pressing for bike lanes on some of the city’s biggest thoroughfares, but Snyder said the plan was just gathering dust. All of a sudden, they had leverage, and hearings on those bike lanes were on the table.\u003c/p>\n\u003cp>In exchange for holding hearings on building some of the first bike lanes in the city, Supervisor Yaki asked the bicycle coalition to make sure Critical Mass would leave later and follow a police-approved route.\u003c/p>\n\u003cp>“The bicycle coalition people said, ‘Well, yeah, we can tell them that, but they’re not gonna listen,’” said Snyder. “And I think they thought we were being coy, that we were telling him that because we wanted to keep an official arm’s-length distance. But we weren’t being coy. They did not listen to us, and we knew that would be the case.”\u003c/p>\n\u003cfigure id=\"attachment_11941591\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941591\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM-800x514.png\" alt=\"\" width=\"800\" height=\"514\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM-800x514.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM-160x103.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM.png 987w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cyclists ride through the streets as part of a Critical Mass event on July 25, 1997. \u003ccite>(Courtesy of Ted White)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city didn’t realize that nobody, not even the bike coalition, had power over the mass. But the coalition did get their meetings, and those bike lanes eventually did get built.\u003c/p>\n\u003cp>Snyder was surprised. “One of the aides to Willie Brown was talking with me about the hearings that they were holding, and I asked her, ‘So what’s changed? Two years ago, I couldn’t get a hearing on any of this stuff,’” said Snyder. “And she just laughed and she said, ‘5,000 people in the streets, Dave. That’s what changed.’”\u003c/p>\n\u003cp>Carlsson remembers when Yaki announced that the city had reached a deal with the Bicycle Coalition. “It just meant nothing to us. We knew you’re gonna have no effect on anything other than potentially producing some serious chaos. And there was major chaos that night,” said Carlsson.\u003c/p>\n\u003cp>It set the stage for the most chaotic and violent night in San Francisco Critical Mass history.\u003c/p>\n\u003ch2>July ’97\u003c/h2>\n\u003cp>On July 25, 1997, it’s estimated that 5,000 cyclists showed up at Embarcadero Plaza for the ride. Besides the unusually large number of riders, something else was different that night: The police had set up a public-address system. Police Capt. Dennis Martel spoke to the crowd, trying to project his voice above a chorus of boos from the cyclists, imploring them to follow the police-approved route, which was published in newspapers days before.\u003c/p>\n\u003cp>Then-Mayor Willie Brown also addressed the crowd. He, too, was met with jeers. Suffice to say, nobody followed the police-approved route that night. The cyclists felt indignant that the police were trying to co-opt their ride.\u003c/p>\n\u003cfigure id=\"attachment_11941594\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11941594 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM-800x510.png\" alt=\"An African American man wearing a suit and black fedora makes an announcement into a microphone. \" width=\"800\" height=\"510\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM-800x510.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM-160x102.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM.png 985w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">San Francisco’s then-mayor, Willie Brown, addresses a a crowd of thousands of cyclists on July 25, 1997. \u003ccite>(Courtesy of Ted White)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“All the bicyclists are booing [Brown] and he is really pissed. You could tell he’s really pissed. And he walks off the little stage they have and apparently he tells the cops, ‘Shut it down.’ And so they tried and they couldn’t because there was just too many cyclists and everybody just went in every direction,” remembered Carlsson.\u003c/p>\n\u003cp>Dave Snyder recalls the night as being utterly wild.\u003c/p>\n\u003cp>“Five thousand people divided into 10 groups of 500 on average. Massive clogs of bicycles were all over downtown. It completely messed with traffic in downtown San Francisco for a couple of hours on that Friday,” recalled Snyder.\u003c/p>\n\u003cp>Footage of the night from the bicycle documentary \u003cem>\u003ca href=\"https://www.youtube.com/watch?v=Lpsdy24xbLY&t=2394s\">We Are Traffic\u003c/a>\u003c/em> shows police mounted on motorcycles declaring the event an unlawful assembly and threatening to ticket and arrest cyclists and impound their bikes.\u003c/p>\n\u003cp>A \u003cem>San Francisco Chronicle\u003c/em> article describing the night of July 25, 1997, reads sort of like a war report:\u003c/p>\n\u003cblockquote>\n\u003cp style=\"text-align: left\">\u003cem>At 8:35 p.m. at Sacramento and Montgomery streets, police formed a skirmish line of a dozen officers with a backup of several dozen more. As the first of the cyclists were put into arrest wagons, a crowd of more than 150 bikers chanted, ‘Let them go.’\u003c/em>\u003c/p>\n\u003cp>\u003cem>At Fifth and Howard, a rider said that a motorist deliberately swerved into him, flattening the rear wheel of his bike. At the same corner, police said a cyclist reached into the driver’s side of a stopped vehicle and socked the man behind the wheel.\u003c/em>\u003c/p>\n\u003cp>\u003cem>Near Civic Center, an officer ticketed cyclist John Bruno for running a red light — and then warned him, ‘If I were you, I’d get out of here. It’s out of control.’\u003c/em>\u003c/p>\u003c/blockquote>\n\u003cfigure id=\"attachment_11941595\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11941595 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM-800x533.png\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM-800x533.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM-160x107.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM.png 983w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A San Francisco police officer kneels on the neck of a cyclist while making an arrest during a Critical Mass event on July 25, 1997. \u003ccite>(Courtesy of Ted White)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>One scene from that night includes a police officer kneeling on the neck of a woman, as the crowd shouts for them to stop.\u003c/p>\n\u003cp>At another intersection, the police encircled about 100 cyclists and conducted a mass arrest. People were booked on charges of failure to disperse, unlawful assembly and blocking traffic, but none of them were convicted. One cyclist who was arrested that night later sued and won against the city for illegally declaring an unlawful assembly and arbitrarily arresting the cyclists.\u003c/p>\n\u003cp>When the dust settled, it was clear that San Francisco’s cycling community was demanding change — and they would not be ignored or suppressed any longer.\u003c/p>\n\u003ch2>Reimagining San Francisco’s streets\u003c/h2>\n\u003cp>Even though the bicycle coalition worked hard to distance itself from Critical Mass, it ended up being one of the greatest beneficiaries from the chaos of July 1997.\u003c/p>\n\u003cp>“A few months after the July 1997 ride, I was in the elevator with Willie Brown in City Hall and I said, ‘Mr. Mayor, our membership has grown 50% since you cracked down on Critical Mass. I haven’t had a chance to thank you for that! Thank you, Mr. Mayor.’ And he laughed and said, ‘You’re welcome.’”\u003c/p>\n\u003cp>The events of July 25, 1997, drew attention to the issues the coalition had been fighting for for years, and showed there was a large, passionate electorate that wanted safer streets in the city.\u003c/p>\n\u003cp>“It just drew attention to the issue like nothing else could,” said Snyder.\u003c/p>\n\u003cp>It was the start of the reimagining of San Francisco’s streets.\u003c/p>\n\u003cfigure id=\"attachment_11941586\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941586\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-800x533.jpg\" alt=\"Bicyclists zoom by in bikes lanes going both directions along San Francisco's Embarcadero at sunset.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">San Francisco’s Critical Mass, a mass bicycle ride that takes place on the last Friday of each month, celebrates its 30th anniversary on Sept. 30, 2022, in San Francisco. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Valencia Street was the first example where the city traffic engineers took out a traffic lane to put in a bike lane and traffic wasn’t completely messed up. They called it the ‘Valencia epiphany.’ Truly, within the [San Francisco Municipal Transportation Agency], that’s what they called it. With the support of the bicycle coalition and some key members of the Board of Supervisors, they started doing it all over the city,” said Snyder.[aside postID=news_11927460 hero='https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS58902_DSC07979-qut-1020x680.jpg']Paradoxically, the decentralized, brash and confrontational Critical Mass gave rise to the political organizing machine that is the San Francisco Bicycle Coalition we know today, and the maze of bike lanes that snake their way around the city.\u003c/p>\n\u003cp>“That wouldn’t have been possible if you hadn’t had a mass seizure in the streets by bicyclists for years and years on end every last Friday of the month. And it started in San Francisco and it’s grown throughout the world,” said Carlsson.\u003c/p>\n\u003cp>Today, Critical Mass in San Francisco is far less well-attended, even for the 30th anniversary ride, where hundreds, not thousands, of people showed up. It still has no leaders, and many of the original riders stopped going years ago. Carlsson calls it a zombie ride — it just exists on its own.\u003c/p>\n\u003cfigure id=\"attachment_11941596\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941596\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-800x533.jpg\" alt=\"A man with a wide-brimmed hat, sunglasses, and a suit sits astride his custom bicycle constructed of a playground-style spring horse mounted to a BMX bike.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cyclist Slim Buick sits astride his custom bike on the 30th anniversary of Critical Mass on Sept. 30, 2022, in San Francisco. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Group rides today\u003c/h2>\n\u003cp>Since Carlsson and his friends rode home together in 1992, there has been an explosion of group rides in the Bay Area. \u003ca href=\"https://twitter.com/ebbikeparty\">East Bay Bike Party\u003c/a> and \u003ca href=\"http://www.sjbikeparty.org/\">San José Bike Party\u003c/a> are similar to Critical Mass, only with more rules. The bike party stops at red lights, posts their route beforehand, and have designated stopping and regrouping areas so people can meet back up with the ride if they get separated. These regrouping areas are also often sites for dance parties among the thumping sound systems and flashing lights people adorn their bikes with.\u003c/p>\n\u003cp>In Richmond, \u003ca href=\"https://www.richcityrides.org/\">Rich City Rides\u003c/a> is focused on promoting healthy and active lifestyles in the city through cycling. They’re also working to bring everyone to an activity that is often seen as being overwhelmingly white and male.\u003c/p>\n\u003cfigure id=\"attachment_11941600\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-scaled.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941600\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-800x722.jpg\" alt=\"A group of people pose with their bicycles, one person holds theirs aloft. \" width=\"800\" height=\"722\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-800x722.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-1020x920.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-160x144.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-1536x1386.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-2048x1848.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-1920x1732.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Riders gather at the Richmond BART Plaza for a ride commemorating the third anniversary of a bike lane pilot on the Richmond-San Rafael bridge, organized by Rich City Rides. \u003ccite>(Azul Dahlstrom-Eckman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We focus intentionally on making sure that minorities are welcome and feel comfortable when they are at our space or at our activities in general,” said Dani Lanis, project manager with Rich City Rides. “There’s no aggression whatsoever. In fact, it’s all about inclusion, inclusivity and making sure that everybody feels comfortable, including kids.”\u003c/p>\n\u003cp>Rich City Rides also hosts a Black wellness hub, which has talking circles for the community, like Black Men Tea Talk Tuesday and Black Women Wellness Wednesday.\u003c/p>\n\u003cp>Lanis says that Rich City Rides will tailor their route according to the needs of the slowest or least experienced person on the ride. “We have little ones with us often, and so we could have a whole plan for where to ride on a day, and five minutes before we take off, if a bunch of 7-year-olds show up, we will totally change the route because all of our routes are dictated on who is the slowest person in the ride.”\u003c/p>\n\u003cp>At a recent ride celebrating the third anniversary of a bike-lane pilot program on the Richmond-San Rafael bridge, Candace Peters of Oakland said it’s exactly that type of atmosphere that brought her out for her first ride across the bridge.\u003c/p>\n\u003cp>“This group doing it brought me out and motivated me to do it, so I probably wouldn’t do it by myself. I feel like I won’t get lost, I feel like I won’t get confused, I feel like if anything goes wrong, I can have help. I can kind of see what it’s like, and so when I want to do it by myself, I’m already aware of what I’m getting into and what I need to do and how to get there and how to get back,” said Peters.\u003c/p>\n\u003cp>Gesturing toward a bubble machine mounted onto the rack of a nearby bicycle, she added, “Bubbles make bike rides more fun.”\u003c/p>\n\u003ch2>Cycling in the Bay Area today\u003c/h2>\n\u003cp>Recent events thrust the issues Critical Mass originally organized around back into the spotlight. Earlier this month, people in cars intentionally attacked cyclists in a string of incidents over a single weekend. People in cars would open their doors into cyclists while they were riding, causing them to crash. Two people were seriously injured. Many of these people were on their way to or leaving the East Bay Bike Party. The \u003ca href=\"https://oaklandside.org/2023/02/22/bay-area-cyclists-attacked-solidarity-ride-roll-out-crew/\">Oaklandside\u003c/a> reported there were 16 incidents of people being attacked that weekend, and that over 800 people turned out for a solidarity ride the following weekend.\u003c/p>\n\u003cp>This has led people in the Bay Area cycling community to renew calls for more protections for cyclists — like protected bike lanes — continuing the work that Critical Mass and the bicycle coalition started 30 years ago.\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "San Francisco wasn't always such a bike-friendly city. At least, not until the '90s, when two groups working without coordination made cyclists hard for the city to ignore. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"http://bit.ly/3xMsmE9\">\u003cem>Read a transcript of this episode.\u003c/em>\u003c/a>\u003c/p>\n\u003cp>Look around San Francisco’s streets today, and you’ll see all sorts of infrastructure designed to make bicycling in the city safer. Lime-green bike lanes crisscross the city’s roads, barriers discourage drivers from entering bike lanes, and designated routes and slow streets let riders get away from cars more easily. In 2021, San Franciscans made 4.7 million trips on bicycles, and the city boasts more than 463 miles of bike lanes, paths and trails.\u003c/p>\n\u003cp>But just 30 years ago, none of this existed. There were just a few bike lanes, no slow streets and not nearly as many people on bikes.\u003c/p>\n\u003cp>“There was literally no place where the bicycle was accepted to be on the road. Every square inch of the width of Market Street was full with motorized vehicles, buses or streetcars,” said Chris Carlsson, author and historian.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>In the late ’80s and early ’90s, Carlsson would commute down Market Street to an office on Rincon Hill, right by the Bay Bridge.\u003c/p>\n\u003cp>“There was a lot of abuse hurled at you, verbally mostly. But there would also occasionally be the aggressive motorist who would actually try to cut you off or bump you off the road,” said Carlsson.\u003c/p>\n\u003cp>Other cyclists who rode during that time remember the situation similarly.\u003c/p>\n\u003cp>“You weren’t allowed to bicycle in San Francisco in the early ’90s,” said Hugh D’Andrade, a friend and collaborator of Carlsson’s. “I mean, you certainly could do it, it was legal, but you were taking your life into your own hands.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>One night, on the last Friday of the month in September of 1992, Carlsson and a group of friends decided to take action. They planned to gather at Embarcadero Plaza, right by the Ferry Building in downtown San Francisco, and ride home together. They called the ride “The Commute Clot.”\u003c/p>\n\u003cp>“We were asserting our right to the streets, essentially. One of the slogans that came out that period was that we’re not blocking traffic, we are traffic. So if you’re sick of being treated like crap on the streets of the city, show up for this thing and ride home in a group. About 50 people showed up,” said Carlsson.\u003c/p>\n\u003cp>They ended up riding southwest along Market Street to Zeitgeist, a bar in the mission. Carlsson said the experience was euphoric. The group made plans to do another Commute Clot the next month.\u003c/p>\n\u003cp>This was the beginning of what became known as \u003ca href=\"https://www.sfcriticalmass.org/\">Critical Mass\u003c/a> — a group bicycling event that is often referred to as an “organized coincidence” or a “leaderless phenomenon.” That’s because for the last 30 years the ride has met at Embarcadero Plaza on the last Friday of every month and flooded the city with hundreds, sometimes thousands, of cyclists riding together in one or sometimes multiple dense packs, despite the fact that it has no leadership, no formal organization and no planned route. It’s also spread outside of San Francisco. Chris Carlsson estimates more than 350 cities across the world hold Critical Mass rides.\u003c/p>\n\u003cp>The ride also played a pivotal role in the evolution of the city’s robust bicycle network. But Critical Mass didn’t do it alone. In the early ’90s, right when Critical Mass was getting its start, the \u003ca href=\"https://sfbike.org/\">San Francisco Bicycle Coalition\u003c/a> also was forming.\u003c/p>\n\u003ch2>Working together, separately\u003c/h2>\n\u003cp>Today the bicycle coalition is a political organizing powerhouse that advocates for safer cycling and alternative transportation policy in San Francisco. But back then, it was a nascent nonprofit meeting in the back of a Chinese restaurant called The Pot and Pan in the Inner Sunset.\u003c/p>\n\u003cp>“The people who made decisions were whoever showed up,” said Dave Snyder, who was elected as the coalition’s first executive director in 1991. “They elected me executive director with a salary of $0 to help get the organization started.”\u003c/p>\n\u003cp>Critical Mass and the bicycle coalition have similar goals: raising awareness and making the streets safer for people on bicycles. But they couldn’t be more different in how they work toward that. While Critical Mass is simply an event — a raw, unmediated expression of the frustration cyclists feel at being second-class citizens on the city’s streets — the bicycle coalition is a more policy-focused group with its eyes set on changing things from within City Hall.\u003c/p>\n\u003cp>“I think the bicycle coalition has always been a mainstream group representing the average person who would like to ride a bike on the streets but can’t because they’re not safe enough,” said Snyder.\u003c/p>\n\u003cp>Chris Carlsson went to one of the early bicycle coalition meetings in August 1992, and tried to get them to endorse his idea for the Commute Clot.\u003c/p>\n\u003cp>“We decided that we would not endorse it, but we would tell people about it. That it wasn’t something that we [could] control, but that it was an important cultural event. So we would make sure everybody knew about it, but that would be the extent of our involvement,” said Snyder. “When you’re a nonprofit that has a legal responsibility, you don’t want to take any responsibility for a ride that you can’t control.”\u003c/p>\n\u003cfigure id=\"attachment_11941590\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941590\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-800x479.jpg\" alt=\"A group of cyclists happily riding through San Francisco streets together. \" width=\"800\" height=\"479\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-800x479.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-1020x610.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-160x96.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-1536x919.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-2048x1225.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-1920x1149.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Critical Mass participants bike from Justin Herman Plaza to Candlestick Park in one of the earliest bicycle rides on the city’s streets, May 27, 1994. \u003ccite>(Photo By Lea Suzuki/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even though the coalition said no, Critical Mass began picking up steam. By the mid-’90s, thousands of people would participate in Critical Mass rides every month. Carlsson says one reason for the growth of the ride was that anyone could make the ride what they wanted it to be.\u003c/p>\n\u003cp>“So you didn’t have to adopt a dogma, either political or religious. You could just come and you really only needed to be interested in riding your bike,” said Carlsson. “Then you have the actual euphoric experience of riding through the streets in a group of bicycles. It changes the auditory environment, it changes the olfactory environment, everything is different. It’s really a surprise the first time you do it.”\u003c/p>\n\u003ch2>Tension grows\u003c/h2>\n\u003cp>But the cold reality of being stopped by those bikes in Friday rush-hour traffic as Critical Mass passed by was not as serene an experience for people in cars and buses. Imagine trying to drive home on a Friday night, and in addition to the normal traffic, thousands of bicyclists are streaming in front of you. You’re stopped at an intersection and watching as the traffic light goes from green to red to green again, and you don’t go anywhere.\u003c/p>\n\u003cp>Critical Mass rides sometimes involve a practice called “corking,” where a group of riders stand at an intersection and block traffic while the rest of the ride passes. Depending on the size of the ride, drivers can be held up for around 15 or 20 minutes. In the early days of Critical Mass, the San Francisco Police Department would actually assist the ride in blocking traffic while the bicyclists passed.\u003c/p>\n\u003cp>As Critical Mass grew in size through the years, so did the amount of time drivers were obligated to wait for the mass. People got frustrated. Drivers would try to push through the mass, screaming at cyclists while they attempted to inch their car through the intersections. Cyclists would respond by yelling back, or pounding on a car hood. Sometimes these interactions became physically violent.\u003c/p>\n\u003cp>Critical Mass soon gained a reputation for being aggressive and antagonistic. Carlsson says he thinks the ride was often portrayed unfairly in the media.\u003c/p>\n\u003cp>“The idea that we went out attacking cars … that never happens in Critical Mass. People might respond to a car that is trying to run them over by hitting them, or smashing windows on some occasions. That’s happened. But not unprovoked. It’s always been because a motorist loses it and decides they can just ram through the bikes with their car,” said Carlsson.\u003c/p>\n\u003cp>The cyclists thought of themselves as part of traffic, not causing it. The thinking: When traffic is caused by cars, it’s normal. When it’s caused by bicycles, it’s treated as something to be stopped. “I’m sorry for the inconvenience, but what about all the other times you’re inconvenienced and you just think that’s normal?” said Carlsson. \u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Carlsson pushes back against the idea that Critical Mass was about a sort of class war between people on bikes and people in cars. Rather, he says, it was intended to be celebratory and invitational. They wanted people in the cars to join them.\u003c/p>\n\u003cp>“People in their cars are just like us. We’re just like them. We’re in a car on another day, we just don’t want to admit it,” said Carlsson.\u003c/p>\n\u003ch2>Cutting a deal\u003c/h2>\n\u003cp>Things took a turn when Willie Brown was elected mayor of San Francisco in 1996.\u003c/p>\n\u003cp>“I became mayor, and I said, ‘That is not subject to acceptance, period. You violate the law by running red lights, disrupting the streets. You are subject to be prosecuted,'” said Brown in an interview with KQED in January 2023. “So I went to war with them.”\u003c/p>\n\u003cp>Brown wanted Critical Mass to leave at a later time and follow a police-approved route.\u003c/p>\n\u003cp>“They disrupted the whole goddamn town,” Brown recalled.\u003c/p>\n\u003cp>He tasked City Supervisor Michael Yaki with trying to bring Critical Mass to heel. The bicycle coalition took notice.\u003c/p>\n\u003cp>Dave Snyder, then executive director of the bicycle coalition, got a call from a friend who worked in public relations.\u003c/p>\n\u003cp>“He said, ‘Hey, Dave, they’re talking about Critical Mass and bicyclists in the paper every day, and they never mentioned the Bicycle Coalition.’ And I said, ‘Yeah, isn’t that great?’ And there was silence on the other end. He goes, ‘No, no, that’s not great. You need help.’ And he worked with us to talk about how we could take advantage of all this attention to promote our agenda,” recalled Snyder.\u003c/p>\n\u003cp>Since Critical Mass didn’t have any formal leadership, Supervisor Yaki reached out to the next logical choice: the San Francisco Bicycle Coalition.\u003c/p>\n\u003cp>For years, the coalition had been pressing for bike lanes on some of the city’s biggest thoroughfares, but Snyder said the plan was just gathering dust. All of a sudden, they had leverage, and hearings on those bike lanes were on the table.\u003c/p>\n\u003cp>In exchange for holding hearings on building some of the first bike lanes in the city, Supervisor Yaki asked the bicycle coalition to make sure Critical Mass would leave later and follow a police-approved route.\u003c/p>\n\u003cp>“The bicycle coalition people said, ‘Well, yeah, we can tell them that, but they’re not gonna listen,’” said Snyder. “And I think they thought we were being coy, that we were telling him that because we wanted to keep an official arm’s-length distance. But we weren’t being coy. They did not listen to us, and we knew that would be the case.”\u003c/p>\n\u003cfigure id=\"attachment_11941591\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941591\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM-800x514.png\" alt=\"\" width=\"800\" height=\"514\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM-800x514.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM-160x103.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM.png 987w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cyclists ride through the streets as part of a Critical Mass event on July 25, 1997. \u003ccite>(Courtesy of Ted White)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city didn’t realize that nobody, not even the bike coalition, had power over the mass. But the coalition did get their meetings, and those bike lanes eventually did get built.\u003c/p>\n\u003cp>Snyder was surprised. “One of the aides to Willie Brown was talking with me about the hearings that they were holding, and I asked her, ‘So what’s changed? Two years ago, I couldn’t get a hearing on any of this stuff,’” said Snyder. “And she just laughed and she said, ‘5,000 people in the streets, Dave. That’s what changed.’”\u003c/p>\n\u003cp>Carlsson remembers when Yaki announced that the city had reached a deal with the Bicycle Coalition. “It just meant nothing to us. We knew you’re gonna have no effect on anything other than potentially producing some serious chaos. And there was major chaos that night,” said Carlsson.\u003c/p>\n\u003cp>It set the stage for the most chaotic and violent night in San Francisco Critical Mass history.\u003c/p>\n\u003ch2>July ’97\u003c/h2>\n\u003cp>On July 25, 1997, it’s estimated that 5,000 cyclists showed up at Embarcadero Plaza for the ride. Besides the unusually large number of riders, something else was different that night: The police had set up a public-address system. Police Capt. Dennis Martel spoke to the crowd, trying to project his voice above a chorus of boos from the cyclists, imploring them to follow the police-approved route, which was published in newspapers days before.\u003c/p>\n\u003cp>Then-Mayor Willie Brown also addressed the crowd. He, too, was met with jeers. Suffice to say, nobody followed the police-approved route that night. The cyclists felt indignant that the police were trying to co-opt their ride.\u003c/p>\n\u003cfigure id=\"attachment_11941594\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11941594 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM-800x510.png\" alt=\"An African American man wearing a suit and black fedora makes an announcement into a microphone. \" width=\"800\" height=\"510\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM-800x510.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM-160x102.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM.png 985w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">San Francisco’s then-mayor, Willie Brown, addresses a a crowd of thousands of cyclists on July 25, 1997. \u003ccite>(Courtesy of Ted White)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“All the bicyclists are booing [Brown] and he is really pissed. You could tell he’s really pissed. And he walks off the little stage they have and apparently he tells the cops, ‘Shut it down.’ And so they tried and they couldn’t because there was just too many cyclists and everybody just went in every direction,” remembered Carlsson.\u003c/p>\n\u003cp>Dave Snyder recalls the night as being utterly wild.\u003c/p>\n\u003cp>“Five thousand people divided into 10 groups of 500 on average. Massive clogs of bicycles were all over downtown. It completely messed with traffic in downtown San Francisco for a couple of hours on that Friday,” recalled Snyder.\u003c/p>\n\u003cp>Footage of the night from the bicycle documentary \u003cem>\u003ca href=\"https://www.youtube.com/watch?v=Lpsdy24xbLY&t=2394s\">We Are Traffic\u003c/a>\u003c/em> shows police mounted on motorcycles declaring the event an unlawful assembly and threatening to ticket and arrest cyclists and impound their bikes.\u003c/p>\n\u003cp>A \u003cem>San Francisco Chronicle\u003c/em> article describing the night of July 25, 1997, reads sort of like a war report:\u003c/p>\n\u003cblockquote>\n\u003cp style=\"text-align: left\">\u003cem>At 8:35 p.m. at Sacramento and Montgomery streets, police formed a skirmish line of a dozen officers with a backup of several dozen more. As the first of the cyclists were put into arrest wagons, a crowd of more than 150 bikers chanted, ‘Let them go.’\u003c/em>\u003c/p>\n\u003cp>\u003cem>At Fifth and Howard, a rider said that a motorist deliberately swerved into him, flattening the rear wheel of his bike. At the same corner, police said a cyclist reached into the driver’s side of a stopped vehicle and socked the man behind the wheel.\u003c/em>\u003c/p>\n\u003cp>\u003cem>Near Civic Center, an officer ticketed cyclist John Bruno for running a red light — and then warned him, ‘If I were you, I’d get out of here. It’s out of control.’\u003c/em>\u003c/p>\u003c/blockquote>\n\u003cfigure id=\"attachment_11941595\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11941595 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM-800x533.png\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM-800x533.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM-160x107.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM.png 983w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A San Francisco police officer kneels on the neck of a cyclist while making an arrest during a Critical Mass event on July 25, 1997. \u003ccite>(Courtesy of Ted White)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>One scene from that night includes a police officer kneeling on the neck of a woman, as the crowd shouts for them to stop.\u003c/p>\n\u003cp>At another intersection, the police encircled about 100 cyclists and conducted a mass arrest. People were booked on charges of failure to disperse, unlawful assembly and blocking traffic, but none of them were convicted. One cyclist who was arrested that night later sued and won against the city for illegally declaring an unlawful assembly and arbitrarily arresting the cyclists.\u003c/p>\n\u003cp>When the dust settled, it was clear that San Francisco’s cycling community was demanding change — and they would not be ignored or suppressed any longer.\u003c/p>\n\u003ch2>Reimagining San Francisco’s streets\u003c/h2>\n\u003cp>Even though the bicycle coalition worked hard to distance itself from Critical Mass, it ended up being one of the greatest beneficiaries from the chaos of July 1997.\u003c/p>\n\u003cp>“A few months after the July 1997 ride, I was in the elevator with Willie Brown in City Hall and I said, ‘Mr. Mayor, our membership has grown 50% since you cracked down on Critical Mass. I haven’t had a chance to thank you for that! Thank you, Mr. Mayor.’ And he laughed and said, ‘You’re welcome.’”\u003c/p>\n\u003cp>The events of July 25, 1997, drew attention to the issues the coalition had been fighting for for years, and showed there was a large, passionate electorate that wanted safer streets in the city.\u003c/p>\n\u003cp>“It just drew attention to the issue like nothing else could,” said Snyder.\u003c/p>\n\u003cp>It was the start of the reimagining of San Francisco’s streets.\u003c/p>\n\u003cfigure id=\"attachment_11941586\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941586\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-800x533.jpg\" alt=\"Bicyclists zoom by in bikes lanes going both directions along San Francisco's Embarcadero at sunset.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">San Francisco’s Critical Mass, a mass bicycle ride that takes place on the last Friday of each month, celebrates its 30th anniversary on Sept. 30, 2022, in San Francisco. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Valencia Street was the first example where the city traffic engineers took out a traffic lane to put in a bike lane and traffic wasn’t completely messed up. They called it the ‘Valencia epiphany.’ Truly, within the [San Francisco Municipal Transportation Agency], that’s what they called it. With the support of the bicycle coalition and some key members of the Board of Supervisors, they started doing it all over the city,” said Snyder.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Paradoxically, the decentralized, brash and confrontational Critical Mass gave rise to the political organizing machine that is the San Francisco Bicycle Coalition we know today, and the maze of bike lanes that snake their way around the city.\u003c/p>\n\u003cp>“That wouldn’t have been possible if you hadn’t had a mass seizure in the streets by bicyclists for years and years on end every last Friday of the month. And it started in San Francisco and it’s grown throughout the world,” said Carlsson.\u003c/p>\n\u003cp>Today, Critical Mass in San Francisco is far less well-attended, even for the 30th anniversary ride, where hundreds, not thousands, of people showed up. It still has no leaders, and many of the original riders stopped going years ago. Carlsson calls it a zombie ride — it just exists on its own.\u003c/p>\n\u003cfigure id=\"attachment_11941596\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941596\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-800x533.jpg\" alt=\"A man with a wide-brimmed hat, sunglasses, and a suit sits astride his custom bicycle constructed of a playground-style spring horse mounted to a BMX bike.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cyclist Slim Buick sits astride his custom bike on the 30th anniversary of Critical Mass on Sept. 30, 2022, in San Francisco. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Group rides today\u003c/h2>\n\u003cp>Since Carlsson and his friends rode home together in 1992, there has been an explosion of group rides in the Bay Area. \u003ca href=\"https://twitter.com/ebbikeparty\">East Bay Bike Party\u003c/a> and \u003ca href=\"http://www.sjbikeparty.org/\">San José Bike Party\u003c/a> are similar to Critical Mass, only with more rules. The bike party stops at red lights, posts their route beforehand, and have designated stopping and regrouping areas so people can meet back up with the ride if they get separated. These regrouping areas are also often sites for dance parties among the thumping sound systems and flashing lights people adorn their bikes with.\u003c/p>\n\u003cp>In Richmond, \u003ca href=\"https://www.richcityrides.org/\">Rich City Rides\u003c/a> is focused on promoting healthy and active lifestyles in the city through cycling. They’re also working to bring everyone to an activity that is often seen as being overwhelmingly white and male.\u003c/p>\n\u003cfigure id=\"attachment_11941600\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-scaled.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941600\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-800x722.jpg\" alt=\"A group of people pose with their bicycles, one person holds theirs aloft. \" width=\"800\" height=\"722\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-800x722.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-1020x920.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-160x144.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-1536x1386.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-2048x1848.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-1920x1732.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Riders gather at the Richmond BART Plaza for a ride commemorating the third anniversary of a bike lane pilot on the Richmond-San Rafael bridge, organized by Rich City Rides. \u003ccite>(Azul Dahlstrom-Eckman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We focus intentionally on making sure that minorities are welcome and feel comfortable when they are at our space or at our activities in general,” said Dani Lanis, project manager with Rich City Rides. “There’s no aggression whatsoever. In fact, it’s all about inclusion, inclusivity and making sure that everybody feels comfortable, including kids.”\u003c/p>\n\u003cp>Rich City Rides also hosts a Black wellness hub, which has talking circles for the community, like Black Men Tea Talk Tuesday and Black Women Wellness Wednesday.\u003c/p>\n\u003cp>Lanis says that Rich City Rides will tailor their route according to the needs of the slowest or least experienced person on the ride. “We have little ones with us often, and so we could have a whole plan for where to ride on a day, and five minutes before we take off, if a bunch of 7-year-olds show up, we will totally change the route because all of our routes are dictated on who is the slowest person in the ride.”\u003c/p>\n\u003cp>At a recent ride celebrating the third anniversary of a bike-lane pilot program on the Richmond-San Rafael bridge, Candace Peters of Oakland said it’s exactly that type of atmosphere that brought her out for her first ride across the bridge.\u003c/p>\n\u003cp>“This group doing it brought me out and motivated me to do it, so I probably wouldn’t do it by myself. I feel like I won’t get lost, I feel like I won’t get confused, I feel like if anything goes wrong, I can have help. I can kind of see what it’s like, and so when I want to do it by myself, I’m already aware of what I’m getting into and what I need to do and how to get there and how to get back,” said Peters.\u003c/p>\n\u003cp>Gesturing toward a bubble machine mounted onto the rack of a nearby bicycle, she added, “Bubbles make bike rides more fun.”\u003c/p>\n\u003ch2>Cycling in the Bay Area today\u003c/h2>\n\u003cp>Recent events thrust the issues Critical Mass originally organized around back into the spotlight. Earlier this month, people in cars intentionally attacked cyclists in a string of incidents over a single weekend. People in cars would open their doors into cyclists while they were riding, causing them to crash. Two people were seriously injured. Many of these people were on their way to or leaving the East Bay Bike Party. The \u003ca href=\"https://oaklandside.org/2023/02/22/bay-area-cyclists-attacked-solidarity-ride-roll-out-crew/\">Oaklandside\u003c/a> reported there were 16 incidents of people being attacked that weekend, and that over 800 people turned out for a solidarity ride the following weekend.\u003c/p>\n\u003cp>This has led people in the Bay Area cycling community to renew calls for more protections for cyclists — like protected bike lanes — continuing the work that Critical Mass and the bicycle coalition started 30 years ago.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"headTitle": "Mark Fiore: Drawn to the Bay | KQED News",
"content": "\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final.png\">\u003cimg class=\"alignnone size-full wp-image-11912380\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final.png\" alt='Cartoon: happy people celebrate around a \"JFK Drive\" sign in Golden Gate Park. The \"drive\" on the sign is crossed out and replaced with a list of \"walk, cycle, skate, run, frolic, amble, anything but drive.\"' width=\"1920\" height=\"1313\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-800x547.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-1020x698.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-160x109.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-1536x1050.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>In a victory for pedestrians and cyclists, San Francisco supervisors voted 7-4 on Tuesday to ban cars on a 1.5-mile stretch of John F. Kennedy Drive in Golden Gate Park.\u003c/p>\n\u003cp>The battle over cars in Golden Gate Park — which was not originally designed for automobiles — \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Car-free-JFK-was-S-F-s-forever-battle-A-thank-17129554.php#photo-22307462\">goes back over 100 years\u003c/a>.\u003c/p>\n\u003cp>City officials pledge to maintain and improve access to the park for people with disabilities, which has been a point of concern for some who oppose a car-free JFK Drive.\u003c/p>\n\u003cp>Even though a portion of JFK Drive will now be permanently closed to cars, side streets and a parking garage are still available if you must drive.\u003c/p>\n\u003cp>With numerous public transit options and nearby parking, as well as improved bike lanes, accessing the park is easy ... but keeping cars out has been the hard part.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final.png\">\u003cimg class=\"alignnone size-full wp-image-11912380\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final.png\" alt='Cartoon: happy people celebrate around a \"JFK Drive\" sign in Golden Gate Park. The \"drive\" on the sign is crossed out and replaced with a list of \"walk, cycle, skate, run, frolic, amble, anything but drive.\"' width=\"1920\" height=\"1313\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-800x547.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-1020x698.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-160x109.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-1536x1050.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>In a victory for pedestrians and cyclists, San Francisco supervisors voted 7-4 on Tuesday to ban cars on a 1.5-mile stretch of John F. Kennedy Drive in Golden Gate Park.\u003c/p>\n\u003cp>The battle over cars in Golden Gate Park — which was not originally designed for automobiles — \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Car-free-JFK-was-S-F-s-forever-battle-A-thank-17129554.php#photo-22307462\">goes back over 100 years\u003c/a>.\u003c/p>\n\u003cp>City officials pledge to maintain and improve access to the park for people with disabilities, which has been a point of concern for some who oppose a car-free JFK Drive.\u003c/p>\n\u003cp>Even though a portion of JFK Drive will now be permanently closed to cars, side streets and a parking garage are still available if you must drive.\u003c/p>\n\u003cp>With numerous public transit options and nearby parking, as well as improved bike lanes, accessing the park is easy ... but keeping cars out has been the hard part.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "A Breathtaking New Bike Path and What It Might Mean for Future Commuters",
"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>\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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"tagline": "The flip side of gentrification, told through one town",
"info": "Gentrification is changing cities across America, forcing people from neighborhoods they have long called home. Call them the displaced. Now those priced out of the Bay Area are looking for a better life in an unlikely place. American Suburb follows this migration to one California town along the Delta, 45 miles from San Francisco. But is this once sleepy suburb ready for them?",
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"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"order": 8
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},
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"source": "Commonwealth Club of California"
},
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"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
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"order": 9
},
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"hidden-brain": {
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"airtime": "SUN 7:30pm-8pm",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"order": 18
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"id": "latino-usa",
"title": "Latino USA",
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "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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