After Vision Zero, San Francisco ‘Overhauls’ Approach to Tackling Traffic Violence
Oakland’s License Plate Camera Contract Is Back Up for a Vote. Critics Are Crying Foul
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"content": "\u003cp>Two pedestrians were killed in separate incidents Wednesday, bringing the city’s total \u003ca href=\"https://www.kqed.org/news/tag/pedestrian-safety\">pedestrian\u003c/a> fatalities this year to 11.\u003c/p>\n\u003cp>Around 5:30 a.m. on Wednesday, the San Francisco Police Department responded to Brannan and 7th streets in the South of Market neighborhood, where a pedestrian had been struck by a vehicle. They located the victim lying on the ground and rendered aid, but the person died on the scene.\u003c/p>\n\u003cp>According to police, the driver is cooperating with an investigation, and drugs and alcohol do not appear to have been involved.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Less than an hour later, a second incident occurred on Geneva Avenue in the Excelsior, which Walk SF, a pedestrian safety group, alleged was a hit-and-run. SFPD officers met paramedics on the scene, reporting a deceased person located in the street. Police have not yet determined an official cause of death.\u003c/p>\n\u003cp>The incidents mark the 10th and 11th pedestrian deaths of 2026.\u003c/p>\n\u003cp>“People are dying simply walking in our city,” said Jodie Medeiros, Walk SF’s executive director. “We should be able to get around San Francisco safely as pedestrians.”\u003c/p>\n\u003cfigure id=\"attachment_11997137\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11997137\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation.jpg\" alt=\"\" width=\"2000\" height=\"1315\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-800x526.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-1020x671.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-1536x1010.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-1920x1262.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Tenderloin Police station along Eddy Street, on May 30, 2012, in San Francisco. \u003ccite>(Michael Macor/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We look to our leaders and everyone driving on our streets to make human life the priority in their decisions,” she continued.\u003c/p>\n\u003cp>This year’s first eight fatalities, which include a \u003ca href=\"https://www.kqed.org/news/12075110/2-young-children-in-the-last-3-years-have-been-killed-crossing-this-sf-street\">two-year-old\u003c/a> and 74-year-old \u003ca href=\"https://www.kqed.org/news/12080923/woman-killed-in-alleged-hit-and-run-was-a-kind-soul-not-a-threat-friends-say\">Dannielle Spillman\u003c/a>, whose case is being investigated as a murder, occurred in quick succession between February and April, reinvigorating concerns about traffic safety in the city.\u003c/p>\n\u003cp>“It’s a lot to process and it just starts to feel like this is just happening so often,” said Marta Lindsey, Walk SF’s communications director.\u003c/p>\n\u003cp>San Francisco has tried to address the issue for more than a decade. In 2014 it launched “Vision Zero,” a policy aimed at completely eliminating traffic fatalities over the course of a decade. But 2024, when the plan expired, was the deadliest year for pedestrians since its launch.[aside postID=news_12080923 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_006-KQED.jpg']In December, Mayor Daniel Lurie signed a \u003ca href=\"https://www.kqed.org/news/12067175/after-vision-zero-san-francisco-overhauls-approach-to-tackling-traffic-violence\">new street safety strategy\u003c/a>, the “Street Safety Act,” which creates specific goals for various city agencies, including the police, public health and public works departments, and requires them to work together to ensure traffic safety.\u003c/p>\n\u003cp>Lindsey said Walk SF will be looking at the mayor’s six-month check in, scheduled for mid-June, to see progress on the initiatives’ promises.\u003c/p>\n\u003cp>Within six months, the Street Safety Act committed to: launching a public dashboard to track progress, developing a process to add safety improvements to roads being repaved, establishing design standards and setting time limits on traffic calming projects.\u003c/p>\n\u003cp>It also promised to release a Traffic Enforcement Safety Strategy report that identifies crash-causing behaviors and enforcement solutions, among other initiatives.\u003c/p>\n\u003cp>“Our leaders have said and legislated good things that can improve street safety, but now these agencies have to deliver them and our leaders have to hold them to that,” Lindsey said.\u003c/p>\n\u003cp>“It’s too soon to say, but obviously the fact that we have had 11 pedestrians die already this year is not a great indicator,” she added.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Less than an hour later, a second incident occurred on Geneva Avenue in the Excelsior, which Walk SF, a pedestrian safety group, alleged was a hit-and-run. SFPD officers met paramedics on the scene, reporting a deceased person located in the street. Police have not yet determined an official cause of death.\u003c/p>\n\u003cp>The incidents mark the 10th and 11th pedestrian deaths of 2026.\u003c/p>\n\u003cp>“People are dying simply walking in our city,” said Jodie Medeiros, Walk SF’s executive director. “We should be able to get around San Francisco safely as pedestrians.”\u003c/p>\n\u003cfigure id=\"attachment_11997137\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11997137\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation.jpg\" alt=\"\" width=\"2000\" height=\"1315\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-800x526.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-1020x671.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-1536x1010.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-1920x1262.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Tenderloin Police station along Eddy Street, on May 30, 2012, in San Francisco. \u003ccite>(Michael Macor/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We look to our leaders and everyone driving on our streets to make human life the priority in their decisions,” she continued.\u003c/p>\n\u003cp>This year’s first eight fatalities, which include a \u003ca href=\"https://www.kqed.org/news/12075110/2-young-children-in-the-last-3-years-have-been-killed-crossing-this-sf-street\">two-year-old\u003c/a> and 74-year-old \u003ca href=\"https://www.kqed.org/news/12080923/woman-killed-in-alleged-hit-and-run-was-a-kind-soul-not-a-threat-friends-say\">Dannielle Spillman\u003c/a>, whose case is being investigated as a murder, occurred in quick succession between February and April, reinvigorating concerns about traffic safety in the city.\u003c/p>\n\u003cp>“It’s a lot to process and it just starts to feel like this is just happening so often,” said Marta Lindsey, Walk SF’s communications director.\u003c/p>\n\u003cp>San Francisco has tried to address the issue for more than a decade. In 2014 it launched “Vision Zero,” a policy aimed at completely eliminating traffic fatalities over the course of a decade. But 2024, when the plan expired, was the deadliest year for pedestrians since its launch.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>In December, Mayor Daniel Lurie signed a \u003ca href=\"https://www.kqed.org/news/12067175/after-vision-zero-san-francisco-overhauls-approach-to-tackling-traffic-violence\">new street safety strategy\u003c/a>, the “Street Safety Act,” which creates specific goals for various city agencies, including the police, public health and public works departments, and requires them to work together to ensure traffic safety.\u003c/p>\n\u003cp>Lindsey said Walk SF will be looking at the mayor’s six-month check in, scheduled for mid-June, to see progress on the initiatives’ promises.\u003c/p>\n\u003cp>Within six months, the Street Safety Act committed to: launching a public dashboard to track progress, developing a process to add safety improvements to roads being repaved, establishing design standards and setting time limits on traffic calming projects.\u003c/p>\n\u003cp>It also promised to release a Traffic Enforcement Safety Strategy report that identifies crash-causing behaviors and enforcement solutions, among other initiatives.\u003c/p>\n\u003cp>“Our leaders have said and legislated good things that can improve street safety, but now these agencies have to deliver them and our leaders have to hold them to that,” Lindsey said.\u003c/p>\n\u003cp>“It’s too soon to say, but obviously the fact that we have had 11 pedestrians die already this year is not a great indicator,” she added.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>After Dannielle Spillman, 74, was \u003ca href=\"https://www.kqed.org/news/12080023/san-francisco-police-to-investigate-fatal-soma-hit-and-run-as-a-murder\">killed in an alleged hit-and-run\u003c/a> on Mission Street this month, the story that followed sounded nothing like the woman known to her loved ones.\u003c/p>\n\u003cp>An attorney for 30-year-old Valentino Amil, who pleaded not guilty to murder charges Friday, alleged that Spillman had posed a threat to Amil before he accelerated his black Mercedes into her, knocking her onto the car’s front windshield before crushing her under its tires. In court on Friday, the attorney described Spillman as an “agitator” and “belligerent.”\u003c/p>\n\u003cp>But in the two weeks since her death, a community of loving friends and family has shared a \u003ca href=\"https://www.kqed.org/news/12080217/victim-of-alleged-sf-hit-and-run-murder-is-remembered-as-a-beloved-trans-elder\">different image of Spillman\u003c/a> — as a woman with decades’ worth of stories of far-flung travels, as a guitarist with a love for playing and listening to rock-and-roll music, and as a beloved elder in the transgender community with sincere benevolence and empathy for those in her orbit.\u003c/p>\n\u003cp>“She was so kind, so nice, someone [who], if she’s around, it’s going to be a good vibe,” said Matt Stevens, a friend and employee at Real Guitars, a guitar shop where Spillman frequently hung out. “She was loved, and it’s a huge loss for the world.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>On Monday, about 20 people donned rain jackets and bundled together under umbrellas to pay tribute to Spillman outside Real Guitars in the South of Market neighborhood, honoring her as a “member of the crew.”\u003c/p>\n\u003cp>For years, she’d spend multiple long afternoons a week in the small, crowded shop, bonding with Stevens over their mutual love for oddball guitars and the Grateful Dead, offering up supplements and remedies to another employee who was a new dad with a constant sniffle, and teaching budding guitarists about the instrument. A few years ago, she planned the store’s first holiday party.\u003c/p>\n\u003cp>“She just sort of pitched her tent here one day, and that was that,” said Jesse Cobb, a manager at the store. “We were all really happy to have her. She’s just such a kind, empathetic person who just brought a lot of care and warmth to this store.”\u003c/p>\n\u003cfigure id=\"attachment_12080714\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080714\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_012-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_012-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_012-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_012-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mourners embrace at a vigil for Dannielle Spillman in San Francisco, April 20, 2026. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Cobb said Spillman began coming into Real Guitars occasionally more than a decade ago. They grew closer after the store reopened following the pandemic and Spillman’s visits became more frequent. She was known to come in about every other day while out on her daily walking route, which swept around the city from Rainbow Grocery in the Mission to Real Guitars, and sometimes up to the Guitar Center on Van Ness Avenue and California Street.\u003c/p>\n\u003cp>Cobb remembers watching Spillman become great friends with Real Guitars’ owners, Ben Levin and his father, Chris Cobb.\u003c/p>\n\u003cp>“They’re two old crusty dudes that just have been sitting behind this counter for half of their life. They’ve built up a certain exterior over the years, and she just broke that wide open,” he said, laughing.\u003c/p>\n\u003cp>“She’d call Ben and say, ‘Are you there by yourself? Do you need me to come down and help out?’” said Kelley Stoltz, another part-time employee and longtime customer.\u003c/p>\n\u003cp>Some days, she’d spend just a few minutes in Real Guitars, but on others, she lingered for hours.[aside postID=news_12080217 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260416-hit-and-run-victim-01-KQED.jpg']“Dannielle was into it for the exchange,” Stoltz said. “Learning about people and letting them know about her and trading riffs, talking about different guitars, different pedals, different amps, different sounds.”\u003c/p>\n\u003cp>On a Friday afternoon, Spillman would often be in the back of the store with two other regulars, teenage girls who come weekly to play guitars, sing and make TikToks.\u003c/p>\n\u003cp>“She was back there teaching them guitar and talking to them about music, educating them and also educating herself on what they were into,” Stoltz said.\u003c/p>\n\u003cp>Other days, she’d take on the role of a “self-appointed employee, intern, knowledge base,” pointing customers toward something they were looking for, he said.\u003c/p>\n\u003cp>Cobb said that since her passing, he’s been thinking about times when Spillman, who was over 6 feet tall, would climb on top of the rows of amps displayed throughout the small, narrow shop to grab a guitar off the wall.\u003c/p>\n\u003cp>“When you would talk to Dannielle, you’d start with music, and … fact would just sort of come out slowly. She had a lot of great stories to tell,” Stoltz said.\u003c/p>\n\u003cp>Spillman grew up as an Air Force brat and discovered the Berkeley psychedelic rock band Country Joe and the Fish as a kid in the 1960s. She fell in love with ’60s rock-and-roll music and began playing the guitar very young.\u003c/p>\n\u003cp>Later in life, she lived for a time in Iceland before eventually settling in San Francisco. She loved kids, eating healthy foods and going on extremely long walks to explore the city.\u003c/p>\n\u003cfigure id=\"attachment_12080715\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080715\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_014-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_014-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_014-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_014-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People gather under umbrellas near a memorial for Dannielle Spillman in San Francisco, April 20, 2026. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s really tiring being around her because she just loves walking a lot,” said Jenny-Lou Cabanag, who described Spillman as part of her family.\u003c/p>\n\u003cp>Cabanag and her mother, Theresa, grew close with Spillman after immigrating from the Philippines in 2014, and Theresa became Spillman’s caregiver about two years later.\u003c/p>\n\u003cp>“Dannielle was a very pivotal person for my mom to have a footing here in America,” Cabanag said. Theresa got Spillman’s help studying for the citizenship exam, and when her relationship with Cabanag’s father became tenuous, Spillman offered her a place to stay.\u003c/p>\n\u003cp>Before Spillman died, she had lived with Theresa for about a decade. Often, on weekends, Cabanag would swap apartments with her mom, staying with Spillman while Theresa was off of work. Spillman was there for Cabanag’s graduation from San Francisco State University and the family’s celebratory lunch at their go-to spot, Burma Love.\u003c/p>\n\u003cp>“Dannielle is a huge reason why I kept pushing; she was always just so proud of me,” Cabanag said. “My mom wanted to keep working for her until she really grew old. She was like family to us.”\u003c/p>\n\u003cfigure id=\"attachment_12080712\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080712\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_001-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_001-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_001-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_001-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A person walks past a sign marking the site of a fatal hit-and-run that killed Dannielle Spillman outside Real Guitars in San Francisco, April 20, 2026. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Spillman would often take photos of Theresa and her partner out on walks, or bring home a trinket from the thrift store that reminded her of someone she loved. When the family went to the beach, Spillman would return home with shells to frame.\u003c/p>\n\u003cp>Derrick Guerra, another friend who met Spillman weekly for tea, said she was a “natural caregiver.”\u003c/p>\n\u003cp>He said that before she died, they had often discussed her experiences as a transgender woman in San Francisco — and recent feelings of heightened anti-trans aggression. For the community to lose such a beloved elder, he said, is a huge loss.\u003c/p>\n\u003cp>“I don’t know if [the suspect] was aware of her gender identity or if that played into it at all, but … it’s still a very horrible thing that happened to an elder in our community,” he said. “She was such a compassionate, loving person.”[aside postID=news_12080041 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BrookeJenkinsAltmanGetty1.jpg']On Friday, Amil’s attorney Seth Morris argued for his release pending trial, saying that when he hit Spillman with his vehicle, his actions were “rooted in panic” and that he left the scene to get his family to a safer location.\u003c/p>\n\u003cp>New video footage shows that after he initially drove away, he returned and got out of his car. Both Amil and his wife approached the victim.\u003c/p>\n\u003cp>But prosecutors allege he jogged back to the car and again drove away after hearing a siren. He was later apprehended by police driving southbound on Highway 101 — away from the home address of his wife and children.\u003c/p>\n\u003cp>They also said Amil had repeatedly lied about the circumstances of the incident. Morris has alleged that Amil believed Spillman might have poured gasoline on the car, but he told law enforcement he saw her drink out of the bottle she spilled.\u003c/p>\n\u003cp>Amil has also alleged that Spillman banged on the windows where his children were sitting and was behind the vehicle when he started to pull away — claims that have been disputed by witness accounts and surveillance video.\u003c/p>\n\u003cp>Judge Leanne Dumas denied bail, citing his fleeing the scene and the violence of the action. When he was remanded into custody, Amil cried and called out to about 10 family members, including his wife and children, who were in the courtroom.\u003c/p>\n\u003cp>He’s due back in court May 6 for a preliminary hearing.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After Dannielle Spillman, 74, was \u003ca href=\"https://www.kqed.org/news/12080023/san-francisco-police-to-investigate-fatal-soma-hit-and-run-as-a-murder\">killed in an alleged hit-and-run\u003c/a> on Mission Street this month, the story that followed sounded nothing like the woman known to her loved ones.\u003c/p>\n\u003cp>An attorney for 30-year-old Valentino Amil, who pleaded not guilty to murder charges Friday, alleged that Spillman had posed a threat to Amil before he accelerated his black Mercedes into her, knocking her onto the car’s front windshield before crushing her under its tires. In court on Friday, the attorney described Spillman as an “agitator” and “belligerent.”\u003c/p>\n\u003cp>But in the two weeks since her death, a community of loving friends and family has shared a \u003ca href=\"https://www.kqed.org/news/12080217/victim-of-alleged-sf-hit-and-run-murder-is-remembered-as-a-beloved-trans-elder\">different image of Spillman\u003c/a> — as a woman with decades’ worth of stories of far-flung travels, as a guitarist with a love for playing and listening to rock-and-roll music, and as a beloved elder in the transgender community with sincere benevolence and empathy for those in her orbit.\u003c/p>\n\u003cp>“She was so kind, so nice, someone [who], if she’s around, it’s going to be a good vibe,” said Matt Stevens, a friend and employee at Real Guitars, a guitar shop where Spillman frequently hung out. “She was loved, and it’s a huge loss for the world.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>On Monday, about 20 people donned rain jackets and bundled together under umbrellas to pay tribute to Spillman outside Real Guitars in the South of Market neighborhood, honoring her as a “member of the crew.”\u003c/p>\n\u003cp>For years, she’d spend multiple long afternoons a week in the small, crowded shop, bonding with Stevens over their mutual love for oddball guitars and the Grateful Dead, offering up supplements and remedies to another employee who was a new dad with a constant sniffle, and teaching budding guitarists about the instrument. A few years ago, she planned the store’s first holiday party.\u003c/p>\n\u003cp>“She just sort of pitched her tent here one day, and that was that,” said Jesse Cobb, a manager at the store. “We were all really happy to have her. She’s just such a kind, empathetic person who just brought a lot of care and warmth to this store.”\u003c/p>\n\u003cfigure id=\"attachment_12080714\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080714\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_012-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_012-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_012-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_012-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mourners embrace at a vigil for Dannielle Spillman in San Francisco, April 20, 2026. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Cobb said Spillman began coming into Real Guitars occasionally more than a decade ago. They grew closer after the store reopened following the pandemic and Spillman’s visits became more frequent. She was known to come in about every other day while out on her daily walking route, which swept around the city from Rainbow Grocery in the Mission to Real Guitars, and sometimes up to the Guitar Center on Van Ness Avenue and California Street.\u003c/p>\n\u003cp>Cobb remembers watching Spillman become great friends with Real Guitars’ owners, Ben Levin and his father, Chris Cobb.\u003c/p>\n\u003cp>“They’re two old crusty dudes that just have been sitting behind this counter for half of their life. They’ve built up a certain exterior over the years, and she just broke that wide open,” he said, laughing.\u003c/p>\n\u003cp>“She’d call Ben and say, ‘Are you there by yourself? Do you need me to come down and help out?’” said Kelley Stoltz, another part-time employee and longtime customer.\u003c/p>\n\u003cp>Some days, she’d spend just a few minutes in Real Guitars, but on others, she lingered for hours.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Dannielle was into it for the exchange,” Stoltz said. “Learning about people and letting them know about her and trading riffs, talking about different guitars, different pedals, different amps, different sounds.”\u003c/p>\n\u003cp>On a Friday afternoon, Spillman would often be in the back of the store with two other regulars, teenage girls who come weekly to play guitars, sing and make TikToks.\u003c/p>\n\u003cp>“She was back there teaching them guitar and talking to them about music, educating them and also educating herself on what they were into,” Stoltz said.\u003c/p>\n\u003cp>Other days, she’d take on the role of a “self-appointed employee, intern, knowledge base,” pointing customers toward something they were looking for, he said.\u003c/p>\n\u003cp>Cobb said that since her passing, he’s been thinking about times when Spillman, who was over 6 feet tall, would climb on top of the rows of amps displayed throughout the small, narrow shop to grab a guitar off the wall.\u003c/p>\n\u003cp>“When you would talk to Dannielle, you’d start with music, and … fact would just sort of come out slowly. She had a lot of great stories to tell,” Stoltz said.\u003c/p>\n\u003cp>Spillman grew up as an Air Force brat and discovered the Berkeley psychedelic rock band Country Joe and the Fish as a kid in the 1960s. She fell in love with ’60s rock-and-roll music and began playing the guitar very young.\u003c/p>\n\u003cp>Later in life, she lived for a time in Iceland before eventually settling in San Francisco. She loved kids, eating healthy foods and going on extremely long walks to explore the city.\u003c/p>\n\u003cfigure id=\"attachment_12080715\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080715\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_014-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_014-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_014-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_014-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People gather under umbrellas near a memorial for Dannielle Spillman in San Francisco, April 20, 2026. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s really tiring being around her because she just loves walking a lot,” said Jenny-Lou Cabanag, who described Spillman as part of her family.\u003c/p>\n\u003cp>Cabanag and her mother, Theresa, grew close with Spillman after immigrating from the Philippines in 2014, and Theresa became Spillman’s caregiver about two years later.\u003c/p>\n\u003cp>“Dannielle was a very pivotal person for my mom to have a footing here in America,” Cabanag said. Theresa got Spillman’s help studying for the citizenship exam, and when her relationship with Cabanag’s father became tenuous, Spillman offered her a place to stay.\u003c/p>\n\u003cp>Before Spillman died, she had lived with Theresa for about a decade. Often, on weekends, Cabanag would swap apartments with her mom, staying with Spillman while Theresa was off of work. Spillman was there for Cabanag’s graduation from San Francisco State University and the family’s celebratory lunch at their go-to spot, Burma Love.\u003c/p>\n\u003cp>“Dannielle is a huge reason why I kept pushing; she was always just so proud of me,” Cabanag said. “My mom wanted to keep working for her until she really grew old. She was like family to us.”\u003c/p>\n\u003cfigure id=\"attachment_12080712\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080712\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_001-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_001-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_001-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_001-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A person walks past a sign marking the site of a fatal hit-and-run that killed Dannielle Spillman outside Real Guitars in San Francisco, April 20, 2026. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Spillman would often take photos of Theresa and her partner out on walks, or bring home a trinket from the thrift store that reminded her of someone she loved. When the family went to the beach, Spillman would return home with shells to frame.\u003c/p>\n\u003cp>Derrick Guerra, another friend who met Spillman weekly for tea, said she was a “natural caregiver.”\u003c/p>\n\u003cp>He said that before she died, they had often discussed her experiences as a transgender woman in San Francisco — and recent feelings of heightened anti-trans aggression. For the community to lose such a beloved elder, he said, is a huge loss.\u003c/p>\n\u003cp>“I don’t know if [the suspect] was aware of her gender identity or if that played into it at all, but … it’s still a very horrible thing that happened to an elder in our community,” he said. “She was such a compassionate, loving person.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>On Friday, Amil’s attorney Seth Morris argued for his release pending trial, saying that when he hit Spillman with his vehicle, his actions were “rooted in panic” and that he left the scene to get his family to a safer location.\u003c/p>\n\u003cp>New video footage shows that after he initially drove away, he returned and got out of his car. Both Amil and his wife approached the victim.\u003c/p>\n\u003cp>But prosecutors allege he jogged back to the car and again drove away after hearing a siren. He was later apprehended by police driving southbound on Highway 101 — away from the home address of his wife and children.\u003c/p>\n\u003cp>They also said Amil had repeatedly lied about the circumstances of the incident. Morris has alleged that Amil believed Spillman might have poured gasoline on the car, but he told law enforcement he saw her drink out of the bottle she spilled.\u003c/p>\n\u003cp>Amil has also alleged that Spillman banged on the windows where his children were sitting and was behind the vehicle when he started to pull away — claims that have been disputed by witness accounts and surveillance video.\u003c/p>\n\u003cp>Judge Leanne Dumas denied bail, citing his fleeing the scene and the violence of the action. When he was remanded into custody, Amil cried and called out to about 10 family members, including his wife and children, who were in the courtroom.\u003c/p>\n\u003cp>He’s due back in court May 6 for a preliminary hearing.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>A woman who was \u003ca href=\"https://www.kqed.org/news/12080023/san-francisco-police-to-investigate-fatal-soma-hit-and-run-as-a-murder\">killed in a hit-and-run\u003c/a> this week in San Francisco’s South of Market neighborhood is being mourned as a beloved elder in the city’s transgender community, as prosecutors filed murder charges against the man accused of running her over.\u003c/p>\n\u003cp>Valentino Amil, 30, is accused of striking Dannielle Spillman, 74, with his black Mercedes sedan after a brief altercation while pulling out of the parking lot of the Tower Car Wash on Mission Street just after 3:20 p.m. Monday. He is charged with murder and a felony hit-and-run.\u003c/p>\n\u003cp>“We believe that this was an intentional act, an intentional killing,” District Attorney Brooke Jenkins said Thursday in announcing the charges. “I want to send my condolences to the friends and family of the victim in this case, who tragically died for absolutely no reason. We will continue to do everything that we can … to ensure that the killer is held accountable.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Amil appeared in court for the first time on Thursday before about a dozen supporters, including his wife and 11-month-old baby. He was denied bail and will remain in custody, with arraignment set for April 24.\u003c/p>\n\u003cp>Video footage shows Amil’s vehicle protruding into the street, blocking the sidewalk as Spillman walks up. Spillman appeared to approach the driver’s side of the car, and according to Jenkins, the two had a brief exchange before she stepped into the street to continue walking around the front of the vehicle.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=rCzUme3M9C0\u003c/p>\n\u003cp>As Spillman moves around the sedan, Amil appears to pause, then accelerates onto Mission Street, knocking her onto the hood of the car. She slides off the front right side of the vehicle, which continues driving ahead, crushing her under the car’s wheels as it drives off, leaving her in the road. According to court filings, the vehicle appeared to run over her neck and head.\u003c/p>\n\u003cp>Amil was traveling to Disneyland with his wife and two kids when he encountered Spillman and was left fearing for his life by the exchange, defense attorney Seth Morris said in a statement on Wednesday. Morris described the exchange as aggressive and said Spillman appeared “homeless, intoxicated and belligerent,” suggesting that she had doused the car with a liquid, which Amil feared was gasoline. He said that Amil acted in self-defense when he accelerated into Spillman.[aside postID=news_12080023 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/250418-SFPDFILE-25-BL-KQED-1020x680.jpg']But Jenkin said that based on video footage and witness statements, the district attorney’s office does not believe the “victim posed any significant threat that would have warranted the lethal use of self-defense.”\u003c/p>\n\u003cp>“That amount of violence doesn’t add up,” said Derrick Guerra, a friend and caregiver to Spillman. “The portrayal of a homeless person trying to break into [Amil’s] car, it doesn’t look like that was happening. [Spillman] wasn’t unhoused, and she doesn’t need to rob anybody. She would never do that.”\u003c/p>\n\u003cp>Guerra said Spillman was a skilled guitarist, adding that he believes she might have been heading to or from Real Guitars in the Mission, a guitar shop where she volunteered, at the time of the hit-and-run. On Wednesday, Guerra said he and some other friends set up a memorial for Spillman around a tree outside of Real Guitars.\u003c/p>\n\u003cp>“They considered her to be family,” Guerra told KQED on Thursday. “She would always insist on throwing parties for them, on their birthdays or for holidays. She would go out of her way. She was a very kind, giving person.”\u003c/p>\n\u003cp>He said local transgender rights organizations are working on a larger vigil for Spillman early next week.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jlara\">\u003cem>Juan Carlos Lara\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Amil appeared in court for the first time on Thursday before about a dozen supporters, including his wife and 11-month-old baby. He was denied bail and will remain in custody, with arraignment set for April 24.\u003c/p>\n\u003cp>Video footage shows Amil’s vehicle protruding into the street, blocking the sidewalk as Spillman walks up. Spillman appeared to approach the driver’s side of the car, and according to Jenkins, the two had a brief exchange before she stepped into the street to continue walking around the front of the vehicle.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/rCzUme3M9C0'\n title='//www.youtube.com/embed/rCzUme3M9C0'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>As Spillman moves around the sedan, Amil appears to pause, then accelerates onto Mission Street, knocking her onto the hood of the car. She slides off the front right side of the vehicle, which continues driving ahead, crushing her under the car’s wheels as it drives off, leaving her in the road. According to court filings, the vehicle appeared to run over her neck and head.\u003c/p>\n\u003cp>Amil was traveling to Disneyland with his wife and two kids when he encountered Spillman and was left fearing for his life by the exchange, defense attorney Seth Morris said in a statement on Wednesday. Morris described the exchange as aggressive and said Spillman appeared “homeless, intoxicated and belligerent,” suggesting that she had doused the car with a liquid, which Amil feared was gasoline. He said that Amil acted in self-defense when he accelerated into Spillman.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But Jenkin said that based on video footage and witness statements, the district attorney’s office does not believe the “victim posed any significant threat that would have warranted the lethal use of self-defense.”\u003c/p>\n\u003cp>“That amount of violence doesn’t add up,” said Derrick Guerra, a friend and caregiver to Spillman. “The portrayal of a homeless person trying to break into [Amil’s] car, it doesn’t look like that was happening. [Spillman] wasn’t unhoused, and she doesn’t need to rob anybody. She would never do that.”\u003c/p>\n\u003cp>Guerra said Spillman was a skilled guitarist, adding that he believes she might have been heading to or from Real Guitars in the Mission, a guitar shop where she volunteered, at the time of the hit-and-run. On Wednesday, Guerra said he and some other friends set up a memorial for Spillman around a tree outside of Real Guitars.\u003c/p>\n\u003cp>“They considered her to be family,” Guerra told KQED on Thursday. “She would always insist on throwing parties for them, on their birthdays or for holidays. She would go out of her way. She was a very kind, giving person.”\u003c/p>\n\u003cp>He said local transgender rights organizations are working on a larger vigil for Spillman early next week.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jlara\">\u003cem>Juan Carlos Lara\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A fatal hit-and-run in \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco’s\u003c/a> \u003ca href=\"https://www.kqed.org/news/tag/soma\">South of Market\u003c/a> neighborhood on Monday is being investigated as a homicide, according to police.\u003c/p>\n\u003cp>Valentino Amil, 30, was arrested on suspicion of murder after he allegedly struck a pedestrian with his car on Mission Street and South Van Ness Avenue on Monday afternoon.\u003c/p>\n\u003cp>San Francisco police said they responded just after 3:20 p.m. Monday, when first responders pronounced the victim dead on the scene. Officers identified the vehicle, located it on the freeway and arrested the driver on murder and felony hit-and-run charges. He is currently being held in San Francisco County Jail without bail.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Video footage obtained by the \u003ca href=\"https://sfstandard.com/2026/04/14/san-francisco-fatal-hit-and-run-soma/\">\u003cem>San Francisco Standard\u003c/em>\u003c/a> shows a black Mercedes sedan beginning to pull out of the Tower Car Wash parking lot onto Mission Street when a person approaches the front of the car.\u003c/p>\n\u003cp>The pedestrian stops briefly at the driver’s side window before moving in front of the vehicle. The video does not contain audio, and it’s unclear if the driver and pedestrian exchanged words.\u003c/p>\n\u003cp>As the person slowly walks in front of the sedan, the driver pauses, then accelerates onto Mission Street, knocking the pedestrian onto the hood of the car. The person appears to slide off to the front right side of the vehicle, which continues driving ahead, crushing the pedestrian under the car’s wheels before leaving them in the road and fleeing.\u003c/p>\n\u003cp>The Office of the Chief Medical Examiner identified the victim on Tuesday as Dannielle Spillman, 74.[aside postID=news_12077174 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/MaryFongLauGetty.jpg']According to Seth Morris, Amil’s defense attorney, he was departing with his wife and two children, aged 11 and four months, for a trip to Disneyland at the time of the incident. They had stopped to fill up on gas.\u003c/p>\n\u003cp>Morris said while at the car wash, an individual, “appearing homeless, intoxicated and belligerent,” aggressively approached the vehicle. He said that witnesses indicated the person pulled on the vehicle’s doors, climbed on the hood and appeared to douse the car with a liquid, which Amil feared was gasoline.\u003c/p>\n\u003cp>“At that moment, [Amil] believed his family was about to be violently attacked,” Morris said in a statement. “He acted out of instinct and fear, trying to remove his children from what he perceived to be an immediate and life-threatening situation.”\u003c/p>\n\u003cp>It’s unclear from the video footage whether the victim grabbed the car or poured a liquid on it. The police department has not provided any further details about what led to the incident, but said an investigation led by the homicide detail is ongoing.\u003c/p>\n\u003cp>San Francisco District Attorney Brooke Jenkins said her office was currently reviewing the case.\u003c/p>\n\u003cp>The death marks San Francisco’s \u003ca href=\"https://www.kqed.org/forum/2010101913450/san-francisco-has-tried-to-make-its-streets-safer-for-pedestrians-has-it-worked\">eighth pedestrian fatality\u003c/a> so far this year. The intersection of Mission Street and South Van Ness is along San Francisco’s High Injury Network, the 13% of streets where more than 75% of fatal and severe injury collisions occur. SoMa is a hotspot, according to pedestrian advocacy group WalkSF, because the streets are designed for industrial uses and have a high volume of vehicle traffic. It’s also one of the neighborhoods with the largest unhoused populations.\u003c/p>\n\u003cp>“This neighborhood and everyone who lives there deserves more solutions to keep them safe,” said Jodie Medeiros, the executive director of WalkSF. The hit-and-run marks the eighth pedestrian fatality so far this year.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A fatal hit-and-run in \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco’s\u003c/a> \u003ca href=\"https://www.kqed.org/news/tag/soma\">South of Market\u003c/a> neighborhood on Monday is being investigated as a homicide, according to police.\u003c/p>\n\u003cp>Valentino Amil, 30, was arrested on suspicion of murder after he allegedly struck a pedestrian with his car on Mission Street and South Van Ness Avenue on Monday afternoon.\u003c/p>\n\u003cp>San Francisco police said they responded just after 3:20 p.m. Monday, when first responders pronounced the victim dead on the scene. Officers identified the vehicle, located it on the freeway and arrested the driver on murder and felony hit-and-run charges. He is currently being held in San Francisco County Jail without bail.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Video footage obtained by the \u003ca href=\"https://sfstandard.com/2026/04/14/san-francisco-fatal-hit-and-run-soma/\">\u003cem>San Francisco Standard\u003c/em>\u003c/a> shows a black Mercedes sedan beginning to pull out of the Tower Car Wash parking lot onto Mission Street when a person approaches the front of the car.\u003c/p>\n\u003cp>The pedestrian stops briefly at the driver’s side window before moving in front of the vehicle. The video does not contain audio, and it’s unclear if the driver and pedestrian exchanged words.\u003c/p>\n\u003cp>As the person slowly walks in front of the sedan, the driver pauses, then accelerates onto Mission Street, knocking the pedestrian onto the hood of the car. The person appears to slide off to the front right side of the vehicle, which continues driving ahead, crushing the pedestrian under the car’s wheels before leaving them in the road and fleeing.\u003c/p>\n\u003cp>The Office of the Chief Medical Examiner identified the victim on Tuesday as Dannielle Spillman, 74.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>According to Seth Morris, Amil’s defense attorney, he was departing with his wife and two children, aged 11 and four months, for a trip to Disneyland at the time of the incident. They had stopped to fill up on gas.\u003c/p>\n\u003cp>Morris said while at the car wash, an individual, “appearing homeless, intoxicated and belligerent,” aggressively approached the vehicle. He said that witnesses indicated the person pulled on the vehicle’s doors, climbed on the hood and appeared to douse the car with a liquid, which Amil feared was gasoline.\u003c/p>\n\u003cp>“At that moment, [Amil] believed his family was about to be violently attacked,” Morris said in a statement. “He acted out of instinct and fear, trying to remove his children from what he perceived to be an immediate and life-threatening situation.”\u003c/p>\n\u003cp>It’s unclear from the video footage whether the victim grabbed the car or poured a liquid on it. The police department has not provided any further details about what led to the incident, but said an investigation led by the homicide detail is ongoing.\u003c/p>\n\u003cp>San Francisco District Attorney Brooke Jenkins said her office was currently reviewing the case.\u003c/p>\n\u003cp>The death marks San Francisco’s \u003ca href=\"https://www.kqed.org/forum/2010101913450/san-francisco-has-tried-to-make-its-streets-safer-for-pedestrians-has-it-worked\">eighth pedestrian fatality\u003c/a> so far this year. The intersection of Mission Street and South Van Ness is along San Francisco’s High Injury Network, the 13% of streets where more than 75% of fatal and severe injury collisions occur. SoMa is a hotspot, according to pedestrian advocacy group WalkSF, because the streets are designed for industrial uses and have a high volume of vehicle traffic. It’s also one of the neighborhoods with the largest unhoused populations.\u003c/p>\n\u003cp>“This neighborhood and everyone who lives there deserves more solutions to keep them safe,” said Jodie Medeiros, the executive director of WalkSF. The hit-and-run marks the eighth pedestrian fatality so far this year.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A San Francisco woman who prosecutors said \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">drove into a bus stop\u003c/a> at high speed, killing a family of four, has been sentenced to two years of probation.\u003c/p>\n\u003cp>Along with the two years of probation, Superior Court Judge Bruce Chan revoked Mary Fong Lau’s driver’s license for at least three years, and she’ll have to complete 200 hours of community service.\u003c/p>\n\u003cp>The ruling comes almost exactly two years after the crash in San Francisco’s \u003ca href=\"https://www.kqed.org/news/12060004/san-francisco-completes-redesign-of-west-portal-station-after-tragic-2024-crash\">West Portal neighborhood,\u003c/a> which took the lives of Matilde Ramos Pinto, 38, Diego Cardoso de Oliveira, 40, and their young sons, both under 2 years old. Lau, 80, was believed to have been driving approximately 70 mph at the time of the crash.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>During Friday’s sentencing hearing, Chan said Lau’s remorse influenced the sentence, her lack of a criminal record and her age.\u003c/p>\n\u003cp>Family and friends of both Lau and the victims filled the courtroom to hear Chan pass the sentence.\u003c/p>\n\u003cp>A final restitution payment will be decided at a later date and will fall somewhere between $67,000 and nearly $300,000.\u003c/p>\n\u003cfigure id=\"attachment_12077245\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/West-Portal-Two-Year-Anniversary-Vigil-March-20-2026-Fiona-Yim-2-scaled-e1774054793536.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12077245\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/West-Portal-Two-Year-Anniversary-Vigil-March-20-2026-Fiona-Yim-2-scaled-e1774054793536.jpeg\" alt=\"\" width=\"2000\" height=\"1334\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photographs of the family killed in a 2024 crash in San Francisco’s West Portal neighborhood hang at a vigil near the crash site on March 19, 2026. \u003ccite>(Courtesy of Fiona Yim/Walk SF)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Family members addressed the court, describing the days after the accident as the youngest, 3-month-old Cauê, lay in the hospital in an induced coma. With both parents dead, their extended family was left with the painful decision to take him off life support so that his organs could go to other babies.\u003c/p>\n\u003cp>Lau, who sat listening through an interpreter for most of the hearing, stood to face the family of the victims.\u003c/p>\n\u003cp>“I want to say sorry for your family. Sorry. Sorry,” Lau said, bowing with each apology.\u003c/p>\n\u003cp>Supporters of the victims expressed their frustration with the judge’s ruling and said Lau should have faced greater punishment for taking four lives.\u003c/p>\n\u003cp>On Monday, the victims’ families released a joint statement criticizing the judge’s decision.\u003c/p>\n\u003cp>“We are outraged that the Court imposed a sentence that not only falls short of justice, but disregards the recommendation of the Adult Probation Department, which called for greater accountability, including 400 hours of community service and one year of home detention. Even those modest recommendations were ignored by Judge Chan,” the statement read.\u003c/p>\n\u003cp>The families said they plan to continue with a civil wrongful death case against Lau.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A San Francisco woman who prosecutors said \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">drove into a bus stop\u003c/a> at high speed, killing a family of four, has been sentenced to two years of probation.\u003c/p>\n\u003cp>Along with the two years of probation, Superior Court Judge Bruce Chan revoked Mary Fong Lau’s driver’s license for at least three years, and she’ll have to complete 200 hours of community service.\u003c/p>\n\u003cp>The ruling comes almost exactly two years after the crash in San Francisco’s \u003ca href=\"https://www.kqed.org/news/12060004/san-francisco-completes-redesign-of-west-portal-station-after-tragic-2024-crash\">West Portal neighborhood,\u003c/a> which took the lives of Matilde Ramos Pinto, 38, Diego Cardoso de Oliveira, 40, and their young sons, both under 2 years old. Lau, 80, was believed to have been driving approximately 70 mph at the time of the crash.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>During Friday’s sentencing hearing, Chan said Lau’s remorse influenced the sentence, her lack of a criminal record and her age.\u003c/p>\n\u003cp>Family and friends of both Lau and the victims filled the courtroom to hear Chan pass the sentence.\u003c/p>\n\u003cp>A final restitution payment will be decided at a later date and will fall somewhere between $67,000 and nearly $300,000.\u003c/p>\n\u003cfigure id=\"attachment_12077245\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/West-Portal-Two-Year-Anniversary-Vigil-March-20-2026-Fiona-Yim-2-scaled-e1774054793536.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12077245\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/West-Portal-Two-Year-Anniversary-Vigil-March-20-2026-Fiona-Yim-2-scaled-e1774054793536.jpeg\" alt=\"\" width=\"2000\" height=\"1334\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photographs of the family killed in a 2024 crash in San Francisco’s West Portal neighborhood hang at a vigil near the crash site on March 19, 2026. \u003ccite>(Courtesy of Fiona Yim/Walk SF)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Family members addressed the court, describing the days after the accident as the youngest, 3-month-old Cauê, lay in the hospital in an induced coma. With both parents dead, their extended family was left with the painful decision to take him off life support so that his organs could go to other babies.\u003c/p>\n\u003cp>Lau, who sat listening through an interpreter for most of the hearing, stood to face the family of the victims.\u003c/p>\n\u003cp>“I want to say sorry for your family. Sorry. Sorry,” Lau said, bowing with each apology.\u003c/p>\n\u003cp>Supporters of the victims expressed their frustration with the judge’s ruling and said Lau should have faced greater punishment for taking four lives.\u003c/p>\n\u003cp>On Monday, the victims’ families released a joint statement criticizing the judge’s decision.\u003c/p>\n\u003cp>“We are outraged that the Court imposed a sentence that not only falls short of justice, but disregards the recommendation of the Adult Probation Department, which called for greater accountability, including 400 hours of community service and one year of home detention. Even those modest recommendations were ignored by Judge Chan,” the statement read.\u003c/p>\n\u003cp>The families said they plan to continue with a civil wrongful death case against Lau.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "40000-people-died-on-california-roads-state-leaders-looked-away",
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"content": "\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>At a California State Senate committee hearing this year, the director of \u003ca href=\"https://www.kqed.org/news/tag/caltrans\">CalTrans\u003c/a>, Tony Tavares, showed a simple chart that might have caused the assembled lawmakers some alarm.\u003c/p>\n\u003cp>It was a series of black bars representing the \u003ca href=\"https://www.kqed.org/news/12063749/californias-lax-dui-laws-lead-to-spike-in-alcohol-related-roadway-deaths\">death toll on California’s roads\u003c/a> in each of the past 20 years.\u003c/p>\n\u003cp>Fatalities had been falling until 2010, when the bars started getting longer and longer. A blood-red arrow shot up over the growing lines, charting their rise, as if to make sure nobody could miss the more than 60% increase in deaths.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We are working to reverse the overall trend,” Tavares said.\u003c/p>\n\u003cp>No legislators asked about the chart. No one asked the director what, exactly, his agency was doing about it.\u003c/p>\n\u003cp>Over the next three hours, the Senate Transportation Committee members asked instead about homeless encampments along roads, gas tax revenue, gender identity on ID’s and planning for the 2028 Olympics in Los Angeles.\u003c/p>\n\u003cfigure id=\"attachment_12068087\" class=\"wp-caption aligncenter\" style=\"max-width: 779px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/120425-Senate-Standing-Committee-on-Transportation-CM-01.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12068087\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/120425-Senate-Standing-Committee-on-Transportation-CM-01.jpeg\" alt=\"\" width=\"779\" height=\"445\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/120425-Senate-Standing-Committee-on-Transportation-CM-01.jpeg 779w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/120425-Senate-Standing-Committee-on-Transportation-CM-01-160x91.jpeg 160w\" sizes=\"auto, (max-width: 779px) 100vw, 779px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The chart presented by then-CalTrans Director Tony Tavares at the Senate Transportation Committee hearing on March 11, 2025. \u003ccite>(Courtesy CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The committee chair said it was the legislature’s first informational hearing on the state’s transportation system in more than a decade. Yet only two senators — both Republicans with little legislative power in a state controlled by Democrats — even asked about dangerous driving, one following up with questions about a deadly stretch of road in her district and the other about a small California Highway Patrol program to target egregious behavior behind the wheel.\u003c/p>\n\u003cp>Over the past decade, nearly 40,000 people have died and more than 2 million have been injured on California roads. As an \u003ca href=\"https://calmatters.org/series/license-to-kill/\">ongoing CalMatters investigation\u003c/a> has shown this year, time and again those crashes were caused by repeat drunk drivers, chronic speeders and motorists with well-documented histories of recklessness behind the wheel. Year after year, officials with the power to do something about it — the governor, legislators, the courts, the Department of Motor Vehicles — have failed to act.\u003c/p>\n\u003cp>The silence, in the face of a threat that endangers nearly every Californian, is damning.\u003c/p>\n\u003cp>California has some of \u003ca href=\"https://calmatters.org/investigation/2025/10/california-dui-failure/\">the weakest DUI laws in the nation\u003c/a>. Here, DUI-related deaths have been rising more than twice as fast as the rest of the country. But this fall, a state bill to strengthen DUI penalties was gutted at the last minute.\u003c/p>\n\u003cp>When it comes to speeding — one of the biggest causes of fatal crashes — again the legislature has done little. For two years in a row, bills that would have required the use of speed-limiting technology on vehicles have failed.\u003c/p>\n\u003cp>Lawmakers did pass legislation a couple years ago that allows the use of speed cameras. But it’s just a pilot project in a handful of jurisdictions.[aside postID=news_12067175 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/250418-SFPDFile-46-BL_qed.jpg']Marc T. Vukcevich, director of state policy for advocacy group Streets For All, considers it a win — but a modest one.\u003c/p>\n\u003cp>“This shit is not enough to deal with the size and severity and the complexity of the problem we have when it comes to violence on our roadways,” Vukcevich said.\u003c/p>\n\u003cp>Gov. Gavin Newsom declined an interview request. Last year, he vetoed a bill that would have required technology that alerts drivers when they’re speeding.\u003c/p>\n\u003cp>The state DMV, which is under his authority, has wide latitude to take dangerous drivers off the road. But it \u003ca href=\"https://calmatters.org/investigation/2025/04/license-to-kill/\">routinely allows drivers with extreme histories\u003c/a> of dangerous driving to continue to operate on our roadways, where many go on to kill.\u003c/p>\n\u003cp>Steve Gordon, whom Newsom chose to run the agency in 2019, won’t talk about it. He has declined or ignored CalMatters requests for an interview.\u003c/p>\n\u003cp>The agency simply released a statement from him in March, after our first interview request, touting modernization efforts that reflect an “ongoing commitment to enhancing accountability and transparency while continually refining our processes to ensure California’s roads are safer for everyone.”\u003c/p>\n\u003cp>Neither Newsom nor Gordon has announced any major changes since then.\u003c/p>\n\u003ch2>How a bill to fight DUIs fails in Sacramento\u003c/h2>\n\u003cp>For a brief moment earlier this year, Colin Campbell thought the state might finally do something about the scourge that changed his life one night in 2019.\u003c/p>\n\u003cp>A repeat drunk driver slammed into his Prius on the way to the family’s new home in Joshua Tree, killing his 17-year-old daughter, Ruby, and 14-year-old son, Hart.\u003c/p>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/12/111625-Traffic-Vigil-FG-CM-25-1024x683.jpg\" alt=\"On the steps of a building at night, two people hug beside a microphone, while rows of small orange traffic cones and string lights line the stairs, each cone paired with a photo of a person, creating a memorial-like display.\">\u003cfigcaption>Erika Pringle, at right, embraces Allison Lyman, whose son died in a collision, during a candlelight vigil as part of The World Day of Remembrance for Road Traffic Victims at the Capitol in Sacramento on Nov. 16, 2025. Photo by Fred Greaves for CalMatters\u003c/figcaption>\u003c/figure>\n\u003cp>Campbell, a writer and director from Los Angeles, began advocating for California to join most other states and create a law requiring in-car breathalyzers for anyone convicted of a DUI.\u003c/p>\n\u003cp>At first he was encouraged when the bill coasted through two legislative committees. But then came the roadblocks.\u003c/p>\n\u003cp>The ACLU opposed the measure, calling it “a form of racialized wealth extraction,” according to a Senate Public Safety Committee report from July. In California, people forced to use the devices have to pay about $100 a month to a private company to rent them, though there’s supposed to be a sliding fee scale based on income.\u003c/p>\n\u003cp>Then the DMV\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billAnalysisClient.xhtml?bill_id=202520260AB366\"> told lawmakers\u003c/a> that it could not “complete the necessary programming” for the law, citing possible technology delays and costs of $15 million or more.\u003c/p>\n\u003cp>The bill was gutted. California couldn’t do something that nearly three dozen other states could.\u003c/p>\n\u003cp>Campbell called the sudden reversal a shameful example of forsaking public safety for bureaucracy.[aside postID=news_12058605 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS40878_001_KQED_MarketStCarFree_01232020_8469-qut-1020x680.jpg']“Our lives were destroyed that night,” he said. “If these people’s children had been killed by a drunk driver, there is no way they would be objecting to this.”\u003c/p>\n\u003cp>Even if the law had passed, DMV data suggests that California judges would have mostly ignored it.\u003c/p>\n\u003cp>State law says judges have to require in-car breathalyzers for people convicted of repeat DUIs. Last month, the DMV issued a report reinforcing what a similar report laid out two years earlier. Judges across the state ordered the devices just one-third of the time for repeat offenders. In 14 counties, they ordered the devices less than 10% of the time for second-time DUI offenders. The counties are: Alameda, Colusa, Glenn, Lassen, Los Angeles, Madera, Mono, Plumas, Sacramento, San Luis Obispo, Santa Cruz, Sierra, Tulare and Yuba.\u003c/p>\n\u003cp>DMV officials did not answer questions about what, if anything, the agency was doing about it.\u003c/p>\n\u003cp>We reached out to all 14 counties’ courts. Only eight responded to questions.\u003c/p>\n\u003cp>Chris Ruhl, executive officer for the Glenn County Superior Court, said the court is looking at local changes.\u003c/p>\n\u003cp>“Given the light CalMatters is bringing to this issue … the Glenn Court will review its current DUI sentencing practices,” according to a statement.\u003c/p>\n\u003cp>Glenn was one of a number of counties — including LA, Alameda and San Luis Obispo — that also suggested it wasn’t their judges’ responsibility to issue a court order. They said they only needed to notify the DMV of the convictions.\u003c/p>\n\u003cp>However, the law is clear: It’s the judge’s job to order the offender to use the device, said Jerry Hill, the retired Bay Area Democrat who wrote the bill.\u003c/p>\n\u003cp>When he worked in the Capitol, Hill said he also saw little urgency to rein in intoxicated driving.\u003c/p>\n\u003cp>“If you ask any legislator, they are going to say it’s a terrible, terrible thing,” he said.\u003c/p>\n\u003cp>But he said committee chairs and staff members who set the tone and write analyses often shied away from increasing criminal penalties.\u003c/p>\n\u003cp>“That’s where we see a lack of understanding, in my view, of the devastating effect of drunk driving in California,” he said.\u003c/p>\n\u003ch2>Lawmakers say next session could bring change\u003c/h2>\n\u003cp>A number of lawmakers said they are aware of the carnage on our roadways and plan to do something about it this coming legislative session, maybe.\u003c/p>\n\u003cp>Sen. Bob Archuleta, a Democrat from Norwalk who sits on the Transportation Committee, lost his granddaughter to a drunk driver just before Christmas last year. He said he recently met with representatives from Mothers Against Drunk Driving and is considering possible bills.\u003c/p>\n\u003cfigure>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/12/111625-Traffic-Vigil-FG-CM-27-1024x683.jpg\" alt=\"People stand on the steps of a building during a nighttime vigil, holding candles and a large framed portrait of a young woman. Orange cones and small memorial photos line the stairs, illuminated by string lights, while a speaker reads from a phone and others face the crowd.\">\u003c/figure>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/12/111625-Traffic-Vigil-FG-CM-06-1024x682.jpg\" alt=\"A woman wearing a memorial hoodie stands behind a table covered with framed photos, candles, and keepsakes honoring a young person. Other people nearby hold large portrait posters during a nighttime vigil outside a government building, with trees and lit windows in the background.\">\u003c/figure>\u003cfigcaption>\u003cstrong>First: \u003c/strong>At far right, Fumiko Torres speaks about losing Rayanna Diaz while standing alongside other family members during a candlelight vigil as part of The World Day of Remembrance for Road Traffic Victims event at the Capitol in Sacramento on Nov. 16, 2025. \u003cstrong>Last: \u003c/strong>Allison Lyman stands at a table honoring her son Connor, who was killed in a traffic collision, before the start of a candlelight vigil as part of the World Day of Remembrance for Road Traffic Victims at the Capitol in Sacramento on Nov. 16, 2025. Photos by Fred Greaves for CalMatters\u003c/figcaption>\u003c/figure>\n\u003cp>“This is not a Republican issue, a Democrat issue, an independent issue — or political issue. This is a life-saving issue,” he said. “We should all take it as seriously as the family that lost a loved one.”\u003c/p>\n\u003cp>Democratic Assemblymember Nick Schultz of Burbank said he is considering introducing at least one measure next year to address loopholes and weaknesses in state law.\u003c/p>\n\u003cp>Schultz, who started his career prosecuting DUI cases in Oregon and now chairs the Assembly’s Public Safety Committee, said he is weighing several potential measures that would address issues CalMatters highlighted in its reporting this year, including lengthening license suspensions after fatal crashes, lowering the bar to charge repeat drunk drivers with a felony, strengthening breathalyzer requirements and making sure vehicular manslaughter convictions get reported to the DMV.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>People are tired of seeing the needless loss of life on our roadways,” Schultz said. “There’s no way to legislatively make someone make the right choice. But what we can do is create an incentive structure where there are consequences for bad decisions.”\u003c/p>\n\u003cp>In the absence of more leadership at the state level, road safety advocates — many of whom joined the cause after losing a loved one to a preventable car crash — are taking it on themselves to try to force change. They’re meeting with lawmakers and officials, holding public events, telling their stories.\u003c/p>\n\u003cp>Jennifer Levi started working with MADD after her son, Braun, was killed in May while he was out walking with friends in Manhattan Beach. She said they’d only recently relocated to the area after the family home burned down in the Palisades fire, destroying “all of Braun’s pictures, videos from when he was born.”[aside postID=news_12020559 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-26-1020x680.jpg']The driver who killed her son was allegedly intoxicated and had a prior DUI arrest.\u003c/p>\n\u003cp>“The worst day of my life is now my life’s work. I will not stop until California changes,” Levi said.\u003c/p>\n\u003cp>In the months since her son’s death, Levi said, she’s met with any officials or influential people she could — current and former lawmakers, district attorneys, local council members, a lobbyist, and members of the media. Among the changes she wants: to make it easier to charge repeat DUI offenders with murder when they kill someone, to make fatal DUIs a violent felony and to increase penalties for hit-and-run fatalities. As CalMatters reported in October, California law often treats drunken vehicular manslaughter as a nonviolent crime with minimal time behind bars.\u003c/p>\n\u003cp>Levi calls her push to reform the system “Braun’s Bill.”\u003c/p>\n\u003cp>Many grieving families share a similar goal: for those they lost to be remembered by a state and society that seem indifferent. That desire was on display last month during an event in Sacramento to mark the World Day of Remembrance for Road Traffic Victims.\u003c/p>\n\u003cp>On a cold Sunday evening in mid-November, after a break in the rain, dozens of relatives of people killed in car crashes gathered on the dark steps of the state Capitol for a candlelight vigil. They fought to keep photos on posterboards upright in the gale-force winds. Family by family, they ascended the steps, stood above a display of orange cones lit with strands of white lights and addressed the onlookers, talking about their loved ones and what was lost — children left without their mother, mothers without their children, a wife left without the love of her life.\u003c/p>\n\u003cp>“Every day I live and I wake up and I pretend like I’m happy. Every day I wish my stairs would make noise. I miss being called mom,” said Angel Dela Cruz, whose 17-year-old son Edward Alvidrez Jr. was hit by a truck while riding a dirt bike in Madera County in 2022.\u003c/p>\n\u003cp>“I hope we all get justice,” she said.\u003c/p>\n\u003cp>The event ended with a moment of quiet reflection and a prayer before the families put away their pictures and walked off, the Capitol behind them locked, silent.\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/investigation/2025/12/california-roadway-deaths-inaction/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>At a California State Senate committee hearing this year, the director of \u003ca href=\"https://www.kqed.org/news/tag/caltrans\">CalTrans\u003c/a>, Tony Tavares, showed a simple chart that might have caused the assembled lawmakers some alarm.\u003c/p>\n\u003cp>It was a series of black bars representing the \u003ca href=\"https://www.kqed.org/news/12063749/californias-lax-dui-laws-lead-to-spike-in-alcohol-related-roadway-deaths\">death toll on California’s roads\u003c/a> in each of the past 20 years.\u003c/p>\n\u003cp>Fatalities had been falling until 2010, when the bars started getting longer and longer. A blood-red arrow shot up over the growing lines, charting their rise, as if to make sure nobody could miss the more than 60% increase in deaths.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We are working to reverse the overall trend,” Tavares said.\u003c/p>\n\u003cp>No legislators asked about the chart. No one asked the director what, exactly, his agency was doing about it.\u003c/p>\n\u003cp>Over the next three hours, the Senate Transportation Committee members asked instead about homeless encampments along roads, gas tax revenue, gender identity on ID’s and planning for the 2028 Olympics in Los Angeles.\u003c/p>\n\u003cfigure id=\"attachment_12068087\" class=\"wp-caption aligncenter\" style=\"max-width: 779px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/120425-Senate-Standing-Committee-on-Transportation-CM-01.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12068087\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/120425-Senate-Standing-Committee-on-Transportation-CM-01.jpeg\" alt=\"\" width=\"779\" height=\"445\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/120425-Senate-Standing-Committee-on-Transportation-CM-01.jpeg 779w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/120425-Senate-Standing-Committee-on-Transportation-CM-01-160x91.jpeg 160w\" sizes=\"auto, (max-width: 779px) 100vw, 779px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The chart presented by then-CalTrans Director Tony Tavares at the Senate Transportation Committee hearing on March 11, 2025. \u003ccite>(Courtesy CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The committee chair said it was the legislature’s first informational hearing on the state’s transportation system in more than a decade. Yet only two senators — both Republicans with little legislative power in a state controlled by Democrats — even asked about dangerous driving, one following up with questions about a deadly stretch of road in her district and the other about a small California Highway Patrol program to target egregious behavior behind the wheel.\u003c/p>\n\u003cp>Over the past decade, nearly 40,000 people have died and more than 2 million have been injured on California roads. As an \u003ca href=\"https://calmatters.org/series/license-to-kill/\">ongoing CalMatters investigation\u003c/a> has shown this year, time and again those crashes were caused by repeat drunk drivers, chronic speeders and motorists with well-documented histories of recklessness behind the wheel. Year after year, officials with the power to do something about it — the governor, legislators, the courts, the Department of Motor Vehicles — have failed to act.\u003c/p>\n\u003cp>The silence, in the face of a threat that endangers nearly every Californian, is damning.\u003c/p>\n\u003cp>California has some of \u003ca href=\"https://calmatters.org/investigation/2025/10/california-dui-failure/\">the weakest DUI laws in the nation\u003c/a>. Here, DUI-related deaths have been rising more than twice as fast as the rest of the country. But this fall, a state bill to strengthen DUI penalties was gutted at the last minute.\u003c/p>\n\u003cp>When it comes to speeding — one of the biggest causes of fatal crashes — again the legislature has done little. For two years in a row, bills that would have required the use of speed-limiting technology on vehicles have failed.\u003c/p>\n\u003cp>Lawmakers did pass legislation a couple years ago that allows the use of speed cameras. But it’s just a pilot project in a handful of jurisdictions.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Marc T. Vukcevich, director of state policy for advocacy group Streets For All, considers it a win — but a modest one.\u003c/p>\n\u003cp>“This shit is not enough to deal with the size and severity and the complexity of the problem we have when it comes to violence on our roadways,” Vukcevich said.\u003c/p>\n\u003cp>Gov. Gavin Newsom declined an interview request. Last year, he vetoed a bill that would have required technology that alerts drivers when they’re speeding.\u003c/p>\n\u003cp>The state DMV, which is under his authority, has wide latitude to take dangerous drivers off the road. But it \u003ca href=\"https://calmatters.org/investigation/2025/04/license-to-kill/\">routinely allows drivers with extreme histories\u003c/a> of dangerous driving to continue to operate on our roadways, where many go on to kill.\u003c/p>\n\u003cp>Steve Gordon, whom Newsom chose to run the agency in 2019, won’t talk about it. He has declined or ignored CalMatters requests for an interview.\u003c/p>\n\u003cp>The agency simply released a statement from him in March, after our first interview request, touting modernization efforts that reflect an “ongoing commitment to enhancing accountability and transparency while continually refining our processes to ensure California’s roads are safer for everyone.”\u003c/p>\n\u003cp>Neither Newsom nor Gordon has announced any major changes since then.\u003c/p>\n\u003ch2>How a bill to fight DUIs fails in Sacramento\u003c/h2>\n\u003cp>For a brief moment earlier this year, Colin Campbell thought the state might finally do something about the scourge that changed his life one night in 2019.\u003c/p>\n\u003cp>A repeat drunk driver slammed into his Prius on the way to the family’s new home in Joshua Tree, killing his 17-year-old daughter, Ruby, and 14-year-old son, Hart.\u003c/p>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/12/111625-Traffic-Vigil-FG-CM-25-1024x683.jpg\" alt=\"On the steps of a building at night, two people hug beside a microphone, while rows of small orange traffic cones and string lights line the stairs, each cone paired with a photo of a person, creating a memorial-like display.\">\u003cfigcaption>Erika Pringle, at right, embraces Allison Lyman, whose son died in a collision, during a candlelight vigil as part of The World Day of Remembrance for Road Traffic Victims at the Capitol in Sacramento on Nov. 16, 2025. Photo by Fred Greaves for CalMatters\u003c/figcaption>\u003c/figure>\n\u003cp>Campbell, a writer and director from Los Angeles, began advocating for California to join most other states and create a law requiring in-car breathalyzers for anyone convicted of a DUI.\u003c/p>\n\u003cp>At first he was encouraged when the bill coasted through two legislative committees. But then came the roadblocks.\u003c/p>\n\u003cp>The ACLU opposed the measure, calling it “a form of racialized wealth extraction,” according to a Senate Public Safety Committee report from July. In California, people forced to use the devices have to pay about $100 a month to a private company to rent them, though there’s supposed to be a sliding fee scale based on income.\u003c/p>\n\u003cp>Then the DMV\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billAnalysisClient.xhtml?bill_id=202520260AB366\"> told lawmakers\u003c/a> that it could not “complete the necessary programming” for the law, citing possible technology delays and costs of $15 million or more.\u003c/p>\n\u003cp>The bill was gutted. California couldn’t do something that nearly three dozen other states could.\u003c/p>\n\u003cp>Campbell called the sudden reversal a shameful example of forsaking public safety for bureaucracy.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Our lives were destroyed that night,” he said. “If these people’s children had been killed by a drunk driver, there is no way they would be objecting to this.”\u003c/p>\n\u003cp>Even if the law had passed, DMV data suggests that California judges would have mostly ignored it.\u003c/p>\n\u003cp>State law says judges have to require in-car breathalyzers for people convicted of repeat DUIs. Last month, the DMV issued a report reinforcing what a similar report laid out two years earlier. Judges across the state ordered the devices just one-third of the time for repeat offenders. In 14 counties, they ordered the devices less than 10% of the time for second-time DUI offenders. The counties are: Alameda, Colusa, Glenn, Lassen, Los Angeles, Madera, Mono, Plumas, Sacramento, San Luis Obispo, Santa Cruz, Sierra, Tulare and Yuba.\u003c/p>\n\u003cp>DMV officials did not answer questions about what, if anything, the agency was doing about it.\u003c/p>\n\u003cp>We reached out to all 14 counties’ courts. Only eight responded to questions.\u003c/p>\n\u003cp>Chris Ruhl, executive officer for the Glenn County Superior Court, said the court is looking at local changes.\u003c/p>\n\u003cp>“Given the light CalMatters is bringing to this issue … the Glenn Court will review its current DUI sentencing practices,” according to a statement.\u003c/p>\n\u003cp>Glenn was one of a number of counties — including LA, Alameda and San Luis Obispo — that also suggested it wasn’t their judges’ responsibility to issue a court order. They said they only needed to notify the DMV of the convictions.\u003c/p>\n\u003cp>However, the law is clear: It’s the judge’s job to order the offender to use the device, said Jerry Hill, the retired Bay Area Democrat who wrote the bill.\u003c/p>\n\u003cp>When he worked in the Capitol, Hill said he also saw little urgency to rein in intoxicated driving.\u003c/p>\n\u003cp>“If you ask any legislator, they are going to say it’s a terrible, terrible thing,” he said.\u003c/p>\n\u003cp>But he said committee chairs and staff members who set the tone and write analyses often shied away from increasing criminal penalties.\u003c/p>\n\u003cp>“That’s where we see a lack of understanding, in my view, of the devastating effect of drunk driving in California,” he said.\u003c/p>\n\u003ch2>Lawmakers say next session could bring change\u003c/h2>\n\u003cp>A number of lawmakers said they are aware of the carnage on our roadways and plan to do something about it this coming legislative session, maybe.\u003c/p>\n\u003cp>Sen. Bob Archuleta, a Democrat from Norwalk who sits on the Transportation Committee, lost his granddaughter to a drunk driver just before Christmas last year. He said he recently met with representatives from Mothers Against Drunk Driving and is considering possible bills.\u003c/p>\n\u003cfigure>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/12/111625-Traffic-Vigil-FG-CM-27-1024x683.jpg\" alt=\"People stand on the steps of a building during a nighttime vigil, holding candles and a large framed portrait of a young woman. Orange cones and small memorial photos line the stairs, illuminated by string lights, while a speaker reads from a phone and others face the crowd.\">\u003c/figure>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/12/111625-Traffic-Vigil-FG-CM-06-1024x682.jpg\" alt=\"A woman wearing a memorial hoodie stands behind a table covered with framed photos, candles, and keepsakes honoring a young person. Other people nearby hold large portrait posters during a nighttime vigil outside a government building, with trees and lit windows in the background.\">\u003c/figure>\u003cfigcaption>\u003cstrong>First: \u003c/strong>At far right, Fumiko Torres speaks about losing Rayanna Diaz while standing alongside other family members during a candlelight vigil as part of The World Day of Remembrance for Road Traffic Victims event at the Capitol in Sacramento on Nov. 16, 2025. \u003cstrong>Last: \u003c/strong>Allison Lyman stands at a table honoring her son Connor, who was killed in a traffic collision, before the start of a candlelight vigil as part of the World Day of Remembrance for Road Traffic Victims at the Capitol in Sacramento on Nov. 16, 2025. Photos by Fred Greaves for CalMatters\u003c/figcaption>\u003c/figure>\n\u003cp>“This is not a Republican issue, a Democrat issue, an independent issue — or political issue. This is a life-saving issue,” he said. “We should all take it as seriously as the family that lost a loved one.”\u003c/p>\n\u003cp>Democratic Assemblymember Nick Schultz of Burbank said he is considering introducing at least one measure next year to address loopholes and weaknesses in state law.\u003c/p>\n\u003cp>Schultz, who started his career prosecuting DUI cases in Oregon and now chairs the Assembly’s Public Safety Committee, said he is weighing several potential measures that would address issues CalMatters highlighted in its reporting this year, including lengthening license suspensions after fatal crashes, lowering the bar to charge repeat drunk drivers with a felony, strengthening breathalyzer requirements and making sure vehicular manslaughter convictions get reported to the DMV.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>People are tired of seeing the needless loss of life on our roadways,” Schultz said. “There’s no way to legislatively make someone make the right choice. But what we can do is create an incentive structure where there are consequences for bad decisions.”\u003c/p>\n\u003cp>In the absence of more leadership at the state level, road safety advocates — many of whom joined the cause after losing a loved one to a preventable car crash — are taking it on themselves to try to force change. They’re meeting with lawmakers and officials, holding public events, telling their stories.\u003c/p>\n\u003cp>Jennifer Levi started working with MADD after her son, Braun, was killed in May while he was out walking with friends in Manhattan Beach. She said they’d only recently relocated to the area after the family home burned down in the Palisades fire, destroying “all of Braun’s pictures, videos from when he was born.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The driver who killed her son was allegedly intoxicated and had a prior DUI arrest.\u003c/p>\n\u003cp>“The worst day of my life is now my life’s work. I will not stop until California changes,” Levi said.\u003c/p>\n\u003cp>In the months since her son’s death, Levi said, she’s met with any officials or influential people she could — current and former lawmakers, district attorneys, local council members, a lobbyist, and members of the media. Among the changes she wants: to make it easier to charge repeat DUI offenders with murder when they kill someone, to make fatal DUIs a violent felony and to increase penalties for hit-and-run fatalities. As CalMatters reported in October, California law often treats drunken vehicular manslaughter as a nonviolent crime with minimal time behind bars.\u003c/p>\n\u003cp>Levi calls her push to reform the system “Braun’s Bill.”\u003c/p>\n\u003cp>Many grieving families share a similar goal: for those they lost to be remembered by a state and society that seem indifferent. That desire was on display last month during an event in Sacramento to mark the World Day of Remembrance for Road Traffic Victims.\u003c/p>\n\u003cp>On a cold Sunday evening in mid-November, after a break in the rain, dozens of relatives of people killed in car crashes gathered on the dark steps of the state Capitol for a candlelight vigil. They fought to keep photos on posterboards upright in the gale-force winds. Family by family, they ascended the steps, stood above a display of orange cones lit with strands of white lights and addressed the onlookers, talking about their loved ones and what was lost — children left without their mother, mothers without their children, a wife left without the love of her life.\u003c/p>\n\u003cp>“Every day I live and I wake up and I pretend like I’m happy. Every day I wish my stairs would make noise. I miss being called mom,” said Angel Dela Cruz, whose 17-year-old son Edward Alvidrez Jr. was hit by a truck while riding a dirt bike in Madera County in 2022.\u003c/p>\n\u003cp>“I hope we all get justice,” she said.\u003c/p>\n\u003cp>The event ended with a moment of quiet reflection and a prayer before the families put away their pictures and walked off, the Capitol behind them locked, silent.\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/investigation/2025/12/california-roadway-deaths-inaction/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The Oakland City Council voted Tuesday to expand the city’s network of \u003ca href=\"https://www.kqed.org/news/tag/flock-safety\">automated license plate reader cameras\u003c/a>, overriding strong objections from privacy advocates who warned the move could expose residents to federal surveillance.\u003c/p>\n\u003cp>The 7-1 vote approves a new two-year, $2.25 million \u003ca href=\"https://oakland.legistar.com/LegislationDetail.aspx?ID=7778357&GUID=BC9ADFD5-2714-4303-BEA4-70DF1AD489D1&Options=&Search=\">contract\u003c/a> with Flock Safety, an Atlanta-based technology firm that holds major contracts in over 40 Bay Area cities. It came at the end of a contentious meeting that drew more than 140 public speakers and stretched late into the evening.\u003c/p>\n\u003cp>The deal allows the Oakland Police Department to maintain its existing network of 291 cameras and add 40 new “pan-tilt-zoom” cameras to monitor high-traffic corridors and illegal dumping sites. The new terms go into effect immediately and prevent the existing camera network from going dark on Jan. 1, when the previous authorization was set to expire.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“This system makes the Department more efficient as it allows for information related to disruptive/violent criminal activities to be captured … and allows for precise and focused enforcement,” OPD wrote in its proposal to the council.\u003c/p>\n\u003cp>While supporters argued the technology is a vital “resource multiplier” for an understaffed police force, some critics blasted the council for what they called an \u003ca href=\"https://www.kqed.org/news/12066924/oaklands-license-plate-camera-contract-is-back-up-for-a-vote-critics-are-crying-foul\">“undemocratic” and “backdoor” process\u003c/a>.\u003c/p>\n\u003cp>Tuesday’s vote was particularly charged because the Public Safety Committee had previously deadlocked on the contract last month. However, just last week, the Rules Committee fast-tracked the item to the full council, a move that privacy groups said was designed to bypass committee-level opposition.\u003c/p>\n\u003cfigure id=\"attachment_11984097\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11984097\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED.jpg\" alt=\"A man with a fluorescent yellow coat holds a black machine.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Flock Safety worker holds up a new automated license plate reader that was being installed in East San José on April 23, 2024. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Councilmember Carroll Fife, the sole “no” vote on Tuesday, criticized her colleagues for advancing a contract with a company that has faced national scrutiny over data sharing with federal entities.\u003c/p>\n\u003cp>“I don’t know how we get up and have several press conferences talking about how we are supportive of a sanctuary city status, but then use a vendor that has been shown to have a direct relationship with Border Control,” Fife said from the dais. “It doesn’t make sense to me.”\u003c/p>\n\u003cp>Earlier this year, the \u003ca href=\"https://sfstandard.com/2025/07/14/oakland-san-francisco-ice-license-plate-readers/\">\u003cem>San Francisco Standard\u003c/em>\u003c/a> reported that federal agencies had accessed data from Oakland’s cameras. Last month, the city of Richmond deactivated its own camera network after discovering that federal officials could search their database.\u003c/p>\n\u003cp>The Oakland Police Department, meanwhile, has defended the technology as an essential tool for solving violent crimes.\u003c/p>\n\u003cp>Lt. Gabriel Urquiza told the council that since the cameras were first deployed in July 2024, the system has led to 232 arrests and the recovery of 68 firearms. Department data shows carjackings dropped from an average of 40 per month before the cameras were installed to 17 per month in 2025.\u003c/p>\n\u003cfigure id=\"attachment_12036580\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12036580\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Oakland City Hall in downtown Oakland on Aug. 2, 2023. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To address privacy concerns, the council adopted a series of amendments proposed by Councilmembers Charlene Wang and Rowena Brown. The new contract includes:\u003c/p>\n\u003cul>\n\u003cli>A strict prohibition on sharing data with federal immigration agencies or out-of-state law enforcement for the purpose of investigating reproductive health care or gender-affirming care.\u003c/li>\n\u003cli>A “two-key” approval system requiring both the city’s chief privacy officer and the OPD information technology director to authorize any new data-sharing relationships.\u003c/li>\n\u003cli>A mandate for quarterly independent compliance audits overseen by the city auditor.\u003c/li>\n\u003cli>A requirement that the city begin a request for proposal process within 18 months to identify potential alternative vendors, preventing an automatic renewal with Flock.\u003c/li>\n\u003c/ul>\n\u003cp>Many of the provisions, such as the prohibition on sharing data with Immigration and Customs Enforcement or for out-of-state abortion investigations, reiterate existing Oakland sanctuary policies and California state law.[aside postID=news_12066924 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-1020x675.jpg']“My goal is to ensure that Oakland’s legislation is fully aligned with state law, as well as the essential protections that are needed in the policy,” Brown said. “I do want to minimize the potential risk this technology presents.”\u003c/p>\n\u003cp>The debate highlighted deep divisions within the city. While privacy advocates dominated much of the public comment during Tuesday’s meeting, many business owners from Chinatown and Little Saigon urged the council to pass the measure.\u003c/p>\n\u003cp>“We need to have cameras in order to protect the merchants so they feel safe and can open longer hours,” said Josephine Hui, member of the Toishan-Oakland Chinatown Patrol Team.\u003c/p>\n\u003cp>However, opponents argued that the system’s potential for abuse outweighed its benefits.\u003c/p>\n\u003cp>“Why don’t we really prevent crime by funding [the Department of Violence Prevention]? Violence prevention programs have been proven to stop crime,” said Hannah Zuckerman, a District 2 resident. “We do not need data being shared, and license plate data is personal data.”\u003c/p>\n\u003cp>While the city-funded network is expanding, some neighborhoods are not waiting for municipal action. Residents in the foothills Oakmore neighborhood recently fundraised to install their own private Flock cameras to assist OPD.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Oakland City Council voted Tuesday to expand the city’s network of \u003ca href=\"https://www.kqed.org/news/tag/flock-safety\">automated license plate reader cameras\u003c/a>, overriding strong objections from privacy advocates who warned the move could expose residents to federal surveillance.\u003c/p>\n\u003cp>The 7-1 vote approves a new two-year, $2.25 million \u003ca href=\"https://oakland.legistar.com/LegislationDetail.aspx?ID=7778357&GUID=BC9ADFD5-2714-4303-BEA4-70DF1AD489D1&Options=&Search=\">contract\u003c/a> with Flock Safety, an Atlanta-based technology firm that holds major contracts in over 40 Bay Area cities. It came at the end of a contentious meeting that drew more than 140 public speakers and stretched late into the evening.\u003c/p>\n\u003cp>The deal allows the Oakland Police Department to maintain its existing network of 291 cameras and add 40 new “pan-tilt-zoom” cameras to monitor high-traffic corridors and illegal dumping sites. The new terms go into effect immediately and prevent the existing camera network from going dark on Jan. 1, when the previous authorization was set to expire.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“This system makes the Department more efficient as it allows for information related to disruptive/violent criminal activities to be captured … and allows for precise and focused enforcement,” OPD wrote in its proposal to the council.\u003c/p>\n\u003cp>While supporters argued the technology is a vital “resource multiplier” for an understaffed police force, some critics blasted the council for what they called an \u003ca href=\"https://www.kqed.org/news/12066924/oaklands-license-plate-camera-contract-is-back-up-for-a-vote-critics-are-crying-foul\">“undemocratic” and “backdoor” process\u003c/a>.\u003c/p>\n\u003cp>Tuesday’s vote was particularly charged because the Public Safety Committee had previously deadlocked on the contract last month. However, just last week, the Rules Committee fast-tracked the item to the full council, a move that privacy groups said was designed to bypass committee-level opposition.\u003c/p>\n\u003cfigure id=\"attachment_11984097\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11984097\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED.jpg\" alt=\"A man with a fluorescent yellow coat holds a black machine.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Flock Safety worker holds up a new automated license plate reader that was being installed in East San José on April 23, 2024. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Councilmember Carroll Fife, the sole “no” vote on Tuesday, criticized her colleagues for advancing a contract with a company that has faced national scrutiny over data sharing with federal entities.\u003c/p>\n\u003cp>“I don’t know how we get up and have several press conferences talking about how we are supportive of a sanctuary city status, but then use a vendor that has been shown to have a direct relationship with Border Control,” Fife said from the dais. “It doesn’t make sense to me.”\u003c/p>\n\u003cp>Earlier this year, the \u003ca href=\"https://sfstandard.com/2025/07/14/oakland-san-francisco-ice-license-plate-readers/\">\u003cem>San Francisco Standard\u003c/em>\u003c/a> reported that federal agencies had accessed data from Oakland’s cameras. Last month, the city of Richmond deactivated its own camera network after discovering that federal officials could search their database.\u003c/p>\n\u003cp>The Oakland Police Department, meanwhile, has defended the technology as an essential tool for solving violent crimes.\u003c/p>\n\u003cp>Lt. Gabriel Urquiza told the council that since the cameras were first deployed in July 2024, the system has led to 232 arrests and the recovery of 68 firearms. Department data shows carjackings dropped from an average of 40 per month before the cameras were installed to 17 per month in 2025.\u003c/p>\n\u003cfigure id=\"attachment_12036580\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12036580\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Oakland City Hall in downtown Oakland on Aug. 2, 2023. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To address privacy concerns, the council adopted a series of amendments proposed by Councilmembers Charlene Wang and Rowena Brown. The new contract includes:\u003c/p>\n\u003cul>\n\u003cli>A strict prohibition on sharing data with federal immigration agencies or out-of-state law enforcement for the purpose of investigating reproductive health care or gender-affirming care.\u003c/li>\n\u003cli>A “two-key” approval system requiring both the city’s chief privacy officer and the OPD information technology director to authorize any new data-sharing relationships.\u003c/li>\n\u003cli>A mandate for quarterly independent compliance audits overseen by the city auditor.\u003c/li>\n\u003cli>A requirement that the city begin a request for proposal process within 18 months to identify potential alternative vendors, preventing an automatic renewal with Flock.\u003c/li>\n\u003c/ul>\n\u003cp>Many of the provisions, such as the prohibition on sharing data with Immigration and Customs Enforcement or for out-of-state abortion investigations, reiterate existing Oakland sanctuary policies and California state law.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“My goal is to ensure that Oakland’s legislation is fully aligned with state law, as well as the essential protections that are needed in the policy,” Brown said. “I do want to minimize the potential risk this technology presents.”\u003c/p>\n\u003cp>The debate highlighted deep divisions within the city. While privacy advocates dominated much of the public comment during Tuesday’s meeting, many business owners from Chinatown and Little Saigon urged the council to pass the measure.\u003c/p>\n\u003cp>“We need to have cameras in order to protect the merchants so they feel safe and can open longer hours,” said Josephine Hui, member of the Toishan-Oakland Chinatown Patrol Team.\u003c/p>\n\u003cp>However, opponents argued that the system’s potential for abuse outweighed its benefits.\u003c/p>\n\u003cp>“Why don’t we really prevent crime by funding [the Department of Violence Prevention]? Violence prevention programs have been proven to stop crime,” said Hannah Zuckerman, a District 2 resident. “We do not need data being shared, and license plate data is personal data.”\u003c/p>\n\u003cp>While the city-funded network is expanding, some neighborhoods are not waiting for municipal action. Residents in the foothills Oakmore neighborhood recently fundraised to install their own private Flock cameras to assist OPD.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "After Vision Zero, San Francisco ‘Overhauls’ Approach to Tackling Traffic Violence",
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"content": "\u003cp>About every 15 hours, someone is rushed to San Francisco General Hospital with severe injuries from a \u003ca href=\"https://www.kqed.org/news/category/transportation\">traffic crash \u003c/a>— a rate that medical experts describe as a public health crisis.\u003c/p>\n\u003cp>Building on months of efforts by the Board of Supervisors, and following \u003ca href=\"https://www.kqed.org/news/12055304/after-vision-zero-san-francisco-looks-to-a-new-approach-to-traffic-safety\">the passage of the Street Safety Act,\u003c/a> San Francisco on Friday launched a citywide overhaul of how it handles traffic safety after its Vision Zero policy expired last year. At City Hall, Mayor Daniel Lurie announced an executive directive that formally links police enforcement with public health data and transportation engineering.\u003c/p>\n\u003cp>The move creates a unified command structure to address the rising number of severe injuries and fatalities on city streets and aims to bring higher levels of commitment and accountability to the issue within the city government.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The injuries from these accidents and crashes are some of the hardest things I’ve ever seen as a doctor,” said Dr. Christian Rose, an emergency physician at San Francisco General Hospital who spoke at the ceremony. “If you were hit by a vehicle going 40 mph, that’d be the equivalent of falling off of a five-story building.”\u003c/p>\n\u003cp>The announcement followed a number of recent tragedies on San Francisco streets. Earlier this month, a 72-year-old staff member at Self-Help for the Elderly was killed in a crash in the Russian Hill neighborhood, at Mason Street and Broadway. And on Sunday, a 1-year-old was struck and killed by a car in Hayes Valley, the \u003cem>San Francisco Chronicle\u003c/em> reported.\u003c/p>\n\u003cp>“Everyone deserves to feel safe on the roads,” Anni Chung, Self-Help for the Elderly’s CEO, said. She noted that seniors make up a large portion of pedestrians in neighborhoods\u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\"> like Chinatown and the Tenderloin that are at high risk\u003c/a> for traffic accidents.\u003c/p>\n\u003cfigure id=\"attachment_12045967\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12045967 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250228-WaterCitiesSF-06-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250228-WaterCitiesSF-06-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250228-WaterCitiesSF-06-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250228-WaterCitiesSF-06-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bicyclists pedaling down Cesar Chavez Street in San Francisco on Feb. 28, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The San Francisco Municipal Transportation Agency, the Department of Public Health and the San Francisco Police Department will co-chair the new Street Safety Initiative Working Group. While these agencies have collaborated in the past, Lurie’s order mandates a higher level of coordination and requires senior leaders from each department to meet regularly to align their strategies.\u003c/p>\n\u003cp>Lurie framed the city’s initiative as a more aggressive implementation of the “\u003ca href=\"https://www.ots.ca.gov/the-safe-system/\">Safe System\u003c/a>” approach, of which zero deaths on the roads is the goal. Lurie said the policy directs streets to be built to handle human error, managing vehicle speeds so that common mistakes don’t become fatal tragedies.\u003c/p>\n\u003cp>“Too often, traffic injuries are the result of predictable patterns and preventable conditions,” Lurie said. “This initiative will make streets safer for everyone … In San Francisco, safety is non-negotiable.”[aside postID=news_12058605 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS40878_001_KQED_MarketStCarFree_01232020_8469-qut-1020x680.jpg']However, some transportation experts and advocates have questioned whether a Safe System approach, the official strategy for roadway safety in the U.S., goes far enough to end traffic violence. One oft-cited concern is the idea of “\u003ca href=\"https://usa.streetsblog.org/2024/02/26/why-safe-systems-are-not-enough-to-end-road-violence\">shared responsibility\u003c/a>” on the road for all users, a key pillar of the approach, which critics have said obscures the main causes of traffic crashes — such as speeding.\u003c/p>\n\u003cp>“If we actually want to save lives and reduce crashes, then we need to really put the spotlight on who has disproportionate power to save lives,” David Zipper, a senior fellow at the MIT Mobility Initiative, told KQED earlier this year.\u003c/p>\n\u003cp>In San Francisco, the city has addressed the issue of speeding through the expansion of electronic enforcement. Earlier this year, San Francisco became the first city in California to launch \u003ca href=\"https://www.kqed.org/news/12058605/sf-speed-cameras-are-issuing-tons-of-tickets-and-slowing-drivers-sfmta-says\">automated speed cameras\u003c/a>. Early data from the pilot program shows a 78% reduction in speeding vehicles at camera locations.\u003c/p>\n\u003cp>Christopher White, executive director of the San Francisco Bicycle Coalition, said the shift toward automated enforcement is critical for protecting cyclists and pedestrians.\u003c/p>\n\u003cp>“The fact is that officers cannot be everywhere all the time,” White told KQED. “Having the consistency of automated speed enforcement and automated red light enforcement has had such an impact … We want to see it expanded throughout the city, and I think that the mayor’s initiative is going to give a lot of power behind that.”\u003c/p>\n\u003cfigure id=\"attachment_12040819\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040819\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Traffic safety advocates from Walk San Francisco, Families for Safe Streets, and the Vision Zero Coalition gather on the steps of San Francisco City Hall on May 19, 2025, to demand the adoption of a new Vision Zero policy by July 30. The demonstrators placed white shoes on the steps, symbolizing the pedestrians who have lost their lives in traffic crashes. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>2024 was the worst year for traffic fatalities in San Francisco since 2007, with 41 deaths recorded both years. So far, in 2025, the city has seen 16 pedestrian fatalities in traffic crashes — 23 total deaths.\u003c/p>\n\u003cp>A primary task within the first 100 days of this directive is to confirm and publish the 2025 High Injury Network — the map of the specific streets where the vast majority of severe crashes occur. Once confirmed, the city is tasked with identifying a priority list of “quick-build” projects, which use paint and physical barriers to rapidly improve safety in high-risk areas.\u003c/p>\n\u003cp>Within six months, the working group is required to release a Traffic Enforcement Strategy Report identifying the top crash-causing behaviors to target.\u003c/p>\n\u003cp>For advocates who have spent years pushing for safer streets, the directive represents a hopeful, yet overdue, step. White noted that while the Bicycle Coalition sees this as an extension of previous work, the direct involvement of the mayor’s office offers a new level of accountability.\u003c/p>\n\u003cp>“The\u003ca href=\"https://www.sfmta.com/reports/biking-and-rolling-plan-final-version\"> Biking and Rolling Plan\u003c/a> passed earlier in 2025, and we want to see that rolled out much faster,” White said. ‘It’s not addressed in the initiative until after year one. We can do a lot of the things in the Biking and Rolling plan sooner than that. It just takes the leadership and will to do it.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>About every 15 hours, someone is rushed to San Francisco General Hospital with severe injuries from a \u003ca href=\"https://www.kqed.org/news/category/transportation\">traffic crash \u003c/a>— a rate that medical experts describe as a public health crisis.\u003c/p>\n\u003cp>Building on months of efforts by the Board of Supervisors, and following \u003ca href=\"https://www.kqed.org/news/12055304/after-vision-zero-san-francisco-looks-to-a-new-approach-to-traffic-safety\">the passage of the Street Safety Act,\u003c/a> San Francisco on Friday launched a citywide overhaul of how it handles traffic safety after its Vision Zero policy expired last year. At City Hall, Mayor Daniel Lurie announced an executive directive that formally links police enforcement with public health data and transportation engineering.\u003c/p>\n\u003cp>The move creates a unified command structure to address the rising number of severe injuries and fatalities on city streets and aims to bring higher levels of commitment and accountability to the issue within the city government.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The injuries from these accidents and crashes are some of the hardest things I’ve ever seen as a doctor,” said Dr. Christian Rose, an emergency physician at San Francisco General Hospital who spoke at the ceremony. “If you were hit by a vehicle going 40 mph, that’d be the equivalent of falling off of a five-story building.”\u003c/p>\n\u003cp>The announcement followed a number of recent tragedies on San Francisco streets. Earlier this month, a 72-year-old staff member at Self-Help for the Elderly was killed in a crash in the Russian Hill neighborhood, at Mason Street and Broadway. And on Sunday, a 1-year-old was struck and killed by a car in Hayes Valley, the \u003cem>San Francisco Chronicle\u003c/em> reported.\u003c/p>\n\u003cp>“Everyone deserves to feel safe on the roads,” Anni Chung, Self-Help for the Elderly’s CEO, said. She noted that seniors make up a large portion of pedestrians in neighborhoods\u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\"> like Chinatown and the Tenderloin that are at high risk\u003c/a> for traffic accidents.\u003c/p>\n\u003cfigure id=\"attachment_12045967\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12045967 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250228-WaterCitiesSF-06-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250228-WaterCitiesSF-06-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250228-WaterCitiesSF-06-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250228-WaterCitiesSF-06-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bicyclists pedaling down Cesar Chavez Street in San Francisco on Feb. 28, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The San Francisco Municipal Transportation Agency, the Department of Public Health and the San Francisco Police Department will co-chair the new Street Safety Initiative Working Group. While these agencies have collaborated in the past, Lurie’s order mandates a higher level of coordination and requires senior leaders from each department to meet regularly to align their strategies.\u003c/p>\n\u003cp>Lurie framed the city’s initiative as a more aggressive implementation of the “\u003ca href=\"https://www.ots.ca.gov/the-safe-system/\">Safe System\u003c/a>” approach, of which zero deaths on the roads is the goal. Lurie said the policy directs streets to be built to handle human error, managing vehicle speeds so that common mistakes don’t become fatal tragedies.\u003c/p>\n\u003cp>“Too often, traffic injuries are the result of predictable patterns and preventable conditions,” Lurie said. “This initiative will make streets safer for everyone … In San Francisco, safety is non-negotiable.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>However, some transportation experts and advocates have questioned whether a Safe System approach, the official strategy for roadway safety in the U.S., goes far enough to end traffic violence. One oft-cited concern is the idea of “\u003ca href=\"https://usa.streetsblog.org/2024/02/26/why-safe-systems-are-not-enough-to-end-road-violence\">shared responsibility\u003c/a>” on the road for all users, a key pillar of the approach, which critics have said obscures the main causes of traffic crashes — such as speeding.\u003c/p>\n\u003cp>“If we actually want to save lives and reduce crashes, then we need to really put the spotlight on who has disproportionate power to save lives,” David Zipper, a senior fellow at the MIT Mobility Initiative, told KQED earlier this year.\u003c/p>\n\u003cp>In San Francisco, the city has addressed the issue of speeding through the expansion of electronic enforcement. Earlier this year, San Francisco became the first city in California to launch \u003ca href=\"https://www.kqed.org/news/12058605/sf-speed-cameras-are-issuing-tons-of-tickets-and-slowing-drivers-sfmta-says\">automated speed cameras\u003c/a>. Early data from the pilot program shows a 78% reduction in speeding vehicles at camera locations.\u003c/p>\n\u003cp>Christopher White, executive director of the San Francisco Bicycle Coalition, said the shift toward automated enforcement is critical for protecting cyclists and pedestrians.\u003c/p>\n\u003cp>“The fact is that officers cannot be everywhere all the time,” White told KQED. “Having the consistency of automated speed enforcement and automated red light enforcement has had such an impact … We want to see it expanded throughout the city, and I think that the mayor’s initiative is going to give a lot of power behind that.”\u003c/p>\n\u003cfigure id=\"attachment_12040819\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040819\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Traffic safety advocates from Walk San Francisco, Families for Safe Streets, and the Vision Zero Coalition gather on the steps of San Francisco City Hall on May 19, 2025, to demand the adoption of a new Vision Zero policy by July 30. The demonstrators placed white shoes on the steps, symbolizing the pedestrians who have lost their lives in traffic crashes. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>2024 was the worst year for traffic fatalities in San Francisco since 2007, with 41 deaths recorded both years. So far, in 2025, the city has seen 16 pedestrian fatalities in traffic crashes — 23 total deaths.\u003c/p>\n\u003cp>A primary task within the first 100 days of this directive is to confirm and publish the 2025 High Injury Network — the map of the specific streets where the vast majority of severe crashes occur. Once confirmed, the city is tasked with identifying a priority list of “quick-build” projects, which use paint and physical barriers to rapidly improve safety in high-risk areas.\u003c/p>\n\u003cp>Within six months, the working group is required to release a Traffic Enforcement Strategy Report identifying the top crash-causing behaviors to target.\u003c/p>\n\u003cp>For advocates who have spent years pushing for safer streets, the directive represents a hopeful, yet overdue, step. White noted that while the Bicycle Coalition sees this as an extension of previous work, the direct involvement of the mayor’s office offers a new level of accountability.\u003c/p>\n\u003cp>“The\u003ca href=\"https://www.sfmta.com/reports/biking-and-rolling-plan-final-version\"> Biking and Rolling Plan\u003c/a> passed earlier in 2025, and we want to see that rolled out much faster,” White said. ‘It’s not addressed in the initiative until after year one. We can do a lot of the things in the Biking and Rolling plan sooner than that. It just takes the leadership and will to do it.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Oakland’s License Plate Camera Contract Is Back Up for a Vote. Critics Are Crying Foul",
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"content": "\u003cp>Oakland’s City Council will vote next week on a controversial \u003ca href=\"https://www.kqed.org/news/12005347/the-east-bay-has-hundreds-of-new-surveillance-cameras-and-more-are-on-the-way\">surveillance technology contract\u003c/a>, just weeks after it failed to advance out of committee amid concerns over the company’s data-sharing practices.\u003c/p>\n\u003cp>The Oakland Police Department’s proposal to extend the contract with Flock Safety, which operates nearly 300 automatic license plate reader cameras across the city, did not pass a vote in the council’s Public Safety Committee last month. But this week, it was brought back before the Rules Committee, which moved it forward on Thursday.\u003c/p>\n\u003cp>“I’m deeply concerned that this process feels like it lacks transparency and democracy,” Councilmember Carroll Fife said. “This item failed in committee and should go back to committee and be deliberated in that space.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>According to Lance Wilson, policy and communications director at the Anti Police-Terror Project, the contract was only added to the Rules Committee meeting agenda on Wednesday afternoon, “with less than 24 hours’ notice to the public.”\u003c/p>\n\u003cp>He called the committee’s decision to revive a contract vote by the council “stunning and undemocratic,” saying more than 4,000 Oakland residents have urged the council to vote no on Flock expansion, and more than 40 organizations, including the ACLU of Northern California and multiple local unions, submitted a joint letter warning that approving the contract would hurt immigrants, communities of color and unhoused residents.\u003c/p>\n\u003cp>Fife and many residents had spoken out against granting a new two-year contract to the Atlanta-based company. The city’s volunteer Privacy Advisory Commission also refused to endorse OPD’s contract plan.\u003c/p>\n\u003cp>Privacy advocates have long had \u003ca href=\"https://www.kqed.org/news/12064587/civil-liberties-groups-sue-san-jose-over-license-plate-reader-use\">concerns about the amount of data\u003c/a> stored, collected and shared by Flock, but its technology has come under increased scrutiny in recent months after reports revealed that its searchable license plate database has been used to aid federal investigations, including by the Department of Homeland Security and Immigration and Customs Enforcement.\u003c/p>\n\u003cp>State law prohibits local law enforcement from sharing automated license plate data with out-of-state and federal agencies, and Oakland’s sanctuary city policy bars police and city officials from aiding in immigration enforcement.\u003c/p>\n\u003cp>Over the summer, the \u003ca href=\"https://sfstandard.com/2025/07/14/oakland-san-francisco-ice-license-plate-readers/\">\u003cem>San Francisco Standard\u003c/em>\u003c/a> reported that OPD’s data was accessed on behalf of federal agencies, and just last month, Richmond shut down its network of cameras after discovering that the data they captured was searchable by federal agencies, despite believing it was for internal use only.\u003c/p>\n\u003cp>In November, the nonprofit Secure Justice and its leader, Brian Hofer, sued Oakland over the reports of data sharing. The suit alleges that the department’s data was made accessible to at least six federal agencies and a number of non-California state and local agencies.\u003c/p>\n\u003cp>A month prior, Attorney General Rob Bonta \u003ca href=\"https://oag.ca.gov/news/press-releases/attorney-general-bonta-sues-el-cajon-illegally-sharing-license-plate-data-out\">sued the city of El Cajon\u003c/a> in San Diego County over similar Flock data sharing.\u003c/p>\n\u003cfigure id=\"attachment_11984097\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11984097\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED.jpg\" alt=\"A man with a fluorescent yellow coat holds a black machine.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Flock Safety worker holds up a new automated license plate reader that was being installed in East San José on Tuesday, April 23, 2024. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As part of Flock’s services, it offers contracted agencies multiple data sharing options: a “National Lookup,” which allows two-way access to data between all Flock Safety customers who have opted in; a “State Lookup,” which creates a similar arrangement with other Flock customers only in their home state; and a 1:1 sharing option, which requires customers to add agencies they would like to share data with individually.\u003c/p>\n\u003cp>Oakland has previously said that its license-plate reader data would not be made accessible outside OPD due to privacy concerns, but city documents show that the data was made accessible and shared with at least six federal and a number of non-California state and local agencies, according to Hofer’s lawsuit.\u003c/p>\n\u003cp>The city has been using a network of 290 Flock cameras along highways and high-traffic areas to aid in police investigations since March 2024. Around the same time, departments across the Bay Area \u003ca href=\"https://www.kqed.org/news/11989977/san-franciscos-new-license-plate-readers-are-leading-to-arrests-and-concerns-about-privacy\">entered similar contracts\u003c/a> with Flock as part of a push to crack down on crime.\u003c/p>\n\u003cp>[aside postID=news_12064587 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/image-9.png']\u003c/p>\n\u003cp>Last month, OPD proposed a two-year, $2.25 million contract for Flock to maintain the existing camera network and allow police to access private cameras in the company’s system when the current contract ends in February.\u003c/p>\n\u003cp>The four-member Public Safety Committee deadlocked, with Councilmembers Charlene Wang and Ken Houston voting in favor and Councilmembers Rowena Brown and Fife voting against it.\u003c/p>\n\u003cp>At the meeting, Fife said she feared the data “falling into the hands of bad actors that have a track record” of working with agencies involved in immigration enforcement. She suggested that the department consider other vendors who could provide similar technology to use instead.\u003c/p>\n\u003cp>When the proposal was brought back to the Rules Committee this week, Councilmembers Kevin Jenkins and Janani Ramachandran, along with Brown, voted in favor of agendizing the contract vote, while Fife lodged the sole vote against.\u003c/p>\n\u003cp>“I believe that we can use cameras for public safety tools, but this vendor has shown time and time again that they will just thwart the rule of law in cities and states all over the nation,” Fife said Thursday.\u003c/p>\n\u003cp>In public comment during Thursday’s meeting, Councilmember Houston voiced support for the plan, and representatives from Councilmember Zac Unger and Wang’s office also supported moving the vote forward.\u003c/p>\n\u003cp>It’s slated for a vote at the full council on Tuesday.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Oakland’s City Council will vote next week on a controversial \u003ca href=\"https://www.kqed.org/news/12005347/the-east-bay-has-hundreds-of-new-surveillance-cameras-and-more-are-on-the-way\">surveillance technology contract\u003c/a>, just weeks after it failed to advance out of committee amid concerns over the company’s data-sharing practices.\u003c/p>\n\u003cp>The Oakland Police Department’s proposal to extend the contract with Flock Safety, which operates nearly 300 automatic license plate reader cameras across the city, did not pass a vote in the council’s Public Safety Committee last month. But this week, it was brought back before the Rules Committee, which moved it forward on Thursday.\u003c/p>\n\u003cp>“I’m deeply concerned that this process feels like it lacks transparency and democracy,” Councilmember Carroll Fife said. “This item failed in committee and should go back to committee and be deliberated in that space.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>According to Lance Wilson, policy and communications director at the Anti Police-Terror Project, the contract was only added to the Rules Committee meeting agenda on Wednesday afternoon, “with less than 24 hours’ notice to the public.”\u003c/p>\n\u003cp>He called the committee’s decision to revive a contract vote by the council “stunning and undemocratic,” saying more than 4,000 Oakland residents have urged the council to vote no on Flock expansion, and more than 40 organizations, including the ACLU of Northern California and multiple local unions, submitted a joint letter warning that approving the contract would hurt immigrants, communities of color and unhoused residents.\u003c/p>\n\u003cp>Fife and many residents had spoken out against granting a new two-year contract to the Atlanta-based company. The city’s volunteer Privacy Advisory Commission also refused to endorse OPD’s contract plan.\u003c/p>\n\u003cp>Privacy advocates have long had \u003ca href=\"https://www.kqed.org/news/12064587/civil-liberties-groups-sue-san-jose-over-license-plate-reader-use\">concerns about the amount of data\u003c/a> stored, collected and shared by Flock, but its technology has come under increased scrutiny in recent months after reports revealed that its searchable license plate database has been used to aid federal investigations, including by the Department of Homeland Security and Immigration and Customs Enforcement.\u003c/p>\n\u003cp>State law prohibits local law enforcement from sharing automated license plate data with out-of-state and federal agencies, and Oakland’s sanctuary city policy bars police and city officials from aiding in immigration enforcement.\u003c/p>\n\u003cp>Over the summer, the \u003ca href=\"https://sfstandard.com/2025/07/14/oakland-san-francisco-ice-license-plate-readers/\">\u003cem>San Francisco Standard\u003c/em>\u003c/a> reported that OPD’s data was accessed on behalf of federal agencies, and just last month, Richmond shut down its network of cameras after discovering that the data they captured was searchable by federal agencies, despite believing it was for internal use only.\u003c/p>\n\u003cp>In November, the nonprofit Secure Justice and its leader, Brian Hofer, sued Oakland over the reports of data sharing. The suit alleges that the department’s data was made accessible to at least six federal agencies and a number of non-California state and local agencies.\u003c/p>\n\u003cp>A month prior, Attorney General Rob Bonta \u003ca href=\"https://oag.ca.gov/news/press-releases/attorney-general-bonta-sues-el-cajon-illegally-sharing-license-plate-data-out\">sued the city of El Cajon\u003c/a> in San Diego County over similar Flock data sharing.\u003c/p>\n\u003cfigure id=\"attachment_11984097\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11984097\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED.jpg\" alt=\"A man with a fluorescent yellow coat holds a black machine.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Flock Safety worker holds up a new automated license plate reader that was being installed in East San José on Tuesday, April 23, 2024. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As part of Flock’s services, it offers contracted agencies multiple data sharing options: a “National Lookup,” which allows two-way access to data between all Flock Safety customers who have opted in; a “State Lookup,” which creates a similar arrangement with other Flock customers only in their home state; and a 1:1 sharing option, which requires customers to add agencies they would like to share data with individually.\u003c/p>\n\u003cp>Oakland has previously said that its license-plate reader data would not be made accessible outside OPD due to privacy concerns, but city documents show that the data was made accessible and shared with at least six federal and a number of non-California state and local agencies, according to Hofer’s lawsuit.\u003c/p>\n\u003cp>The city has been using a network of 290 Flock cameras along highways and high-traffic areas to aid in police investigations since March 2024. Around the same time, departments across the Bay Area \u003ca href=\"https://www.kqed.org/news/11989977/san-franciscos-new-license-plate-readers-are-leading-to-arrests-and-concerns-about-privacy\">entered similar contracts\u003c/a> with Flock as part of a push to crack down on crime.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Last month, OPD proposed a two-year, $2.25 million contract for Flock to maintain the existing camera network and allow police to access private cameras in the company’s system when the current contract ends in February.\u003c/p>\n\u003cp>The four-member Public Safety Committee deadlocked, with Councilmembers Charlene Wang and Ken Houston voting in favor and Councilmembers Rowena Brown and Fife voting against it.\u003c/p>\n\u003cp>At the meeting, Fife said she feared the data “falling into the hands of bad actors that have a track record” of working with agencies involved in immigration enforcement. She suggested that the department consider other vendors who could provide similar technology to use instead.\u003c/p>\n\u003cp>When the proposal was brought back to the Rules Committee this week, Councilmembers Kevin Jenkins and Janani Ramachandran, along with Brown, voted in favor of agendizing the contract vote, while Fife lodged the sole vote against.\u003c/p>\n\u003cp>“I believe that we can use cameras for public safety tools, but this vendor has shown time and time again that they will just thwart the rule of law in cities and states all over the nation,” Fife said Thursday.\u003c/p>\n\u003cp>In public comment during Thursday’s meeting, Councilmember Houston voiced support for the plan, and representatives from Councilmember Zac Unger and Wang’s office also supported moving the vote forward.\u003c/p>\n\u003cp>It’s slated for a vote at the full council on Tuesday.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"radiolab": {
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},
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"tagline": "Art is where you find it",
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"info": "The Snap Judgment radio show and podcast mixes real stories with killer beats to produce cinematic, dramatic radio. Snap's musical brand of storytelling dares listeners to see the world through the eyes of another. This is storytelling... with a BEAT!! Snap first aired on public radio stations nationwide in July 2010. Today, Snap Judgment airs on over 450 public radio stations and is brought to the airwaves by KQED & PRX.",
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"soldout": {
"id": "soldout",
"title": "SOLD OUT: Rethinking Housing in America",
"tagline": "A new future for housing",
"info": "Sold Out: Rethinking Housing in America",
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