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"content": "\u003cp>On a sunny Monday afternoon in \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland’s\u003c/a> Jack London Square, bartender Chris Strong pours whiskey shots and cracks beers at Merchants’ Saloon. The dim, weathered dive opens weekdays at 7 a.m. and caters to the area’s many blue-collar workers.\u003c/p>\n\u003cp>“The postal sorting facility guys, the dock workers, people who want to drink before they go into their crummy jobs,” Strong said.\u003c/p>\n\u003cp>Jack London Square clings to this gritty identity. The cries of freight trains and the rumble of container trucks echo through the warehouse-lined streets. The neighborhood is one of the oldest parts of Oakland, where in the 19th century sailors and fishermen worked the waterfront and a young Jack London wrote stories about his adventures.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While the industrial history of the neighborhood and views of the Oakland Estuary are part of this area’s charm, Jack London Square is in serious trouble, Strong and other workers told KQED.\u003c/p>\n\u003cp>“ Restaurants don’t survive. I’ve seen dozens come and go. There’s no draw,” Strong said.\u003c/p>\n\u003cp>As Oakland’s shipping business boomed over the years, the core of the city’s maritime industry left Jack London Square for the docks in West Oakland. City leaders later reimagined Jack London Square as a district focused on retail and shopping — similar to San Francisco’s \u003ca href=\"https://www.kqed.org/forum/2010101911068/what-should-a-remodel-of-fishermans-wharf-look-like\">Fisherman’s Wharf\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_12061348\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12061348\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-01-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-01-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-01-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-01-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The marina in Jack London Square, a waterfront neighborhood in Oakland, on Oct. 23, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But local business leaders say that strategy hasn’t paid off. About 52% of Jack London Square’s ground-floor space is now vacant, according to the Port of Oakland — more than 10 times the city’s overall retail vacancy rate, according to Oakland’s \u003ca href=\"https://www.canva.com/design/DAGZwdWTKC4/yZ9jiEqoa93DeqqnvpFBQQ/edit\">most recent economic report\u003c/a>.\u003c/p>\n\u003cp>SB 304, authored by state Sen. Jesse Arreguin (D-Oakland), aims to change that. The new law, recently signed by Gov. Gavin Newsom and set to go into effect Jan. 1, 2026, lifts longstanding restrictions on the types of businesses that can operate in Jack London Square.\u003c/p>\n\u003cp>Much of the neighborhood has been subject to the \u003ca href=\"https://www.portofoakland.com/about/about-the-port-of-oakland#tidelands-trust\">Tidelands Trust\u003c/a>, a state law requiring coastal land to be managed for the public’s benefit. In Jack London Square, where the \u003ca href=\"https://assets.cushmanwakefield.com/-/media/cw/marketbeat-pdfs/2025/q3/us-reports/office/eastbayoakland_americas_marketbeat_office_q3_2025.pdf?rev=f9920db83ed249778a3790b110e88270&_gl=1*1jd2t0q*_gcl_au*NzU5MjUzOTI2LjE3NjIyOTM0NDY.\">average asking rent\u003c/a> for office space is $2.43 per square foot, that responsibility falls to the Port of Oakland, which owns several properties in and around the area, said Jonathan Veach, the Port’s chief real estate officer.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Jack London Square\" aria-label=\"Locator map\" id=\"datawrapper-chart-XxF92\" src=\"https://datawrapper.dwcdn.net/XxF92/8/\" scrolling=\"no\" frameborder=\"0\" style=\"width: 0; min-width: 100% !important; border: none;\" height=\"1000\" data-external=\"1\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Under the trust, the Port can lease its properties for “water-related commerce, navigation, fisheries, ecological preservation and regional recreation,” or “visitor-serving commercial establishments” such as restaurants and hotels. SB 304 lifts these restrictions on seven Port-owned properties through Feb. 1, 2066.\u003c/p>\n\u003cp>“ [SB 304] allows us to move a little bit from tourist-serving retail to more local-serving retail,” said Veach, who called the bill “fairly unprecedented” in state history. A similar effort happened only once before, for San Francisco’s eastern waterfront in a \u003ca href=\"http://www.leginfo.ca.gov/pub/07-08/bill/sen/sb_0801-0850/sb_815_bill_20070223_introduced.html\">2007 bill\u003c/a>, he noted.\u003c/p>\n\u003cp>“ It could be a grocery store, a barbershop, a nail salon. Things that the local community would be able to use but aren’t necessarily visitor-serving retail,” Veach added.\u003c/p>\n\u003cfigure id=\"attachment_12061349\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12061349\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-02-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-02-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-02-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-02-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Jack London Square, a waterfront neighborhood in Oakland, on Oct. 23, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Veach hopes SB 304 spurs growth beyond tourism. Oakland recorded 3.4 million visitors in 2024, according to a \u003ca href=\"https://assets.simpleviewinc.com/simpleview/image/upload/v1/clients/oakland/Visit_Oakland_Annual_Report_2024_7305ea15-d762-4a3b-9410-b9da135f400e.pdf\">city tourism report\u003c/a>. San Francisco, by comparison, saw more than \u003ca href=\"https://www.sftravel.com/media/press-release/san-francisco-travel-announces-2025-tourism-forecast-2024-results\">23 million visitors\u003c/a> the same year.\u003c/p>\n\u003cp>Oakland’s tourism industry has struggled following the \u003ca href=\"https://www.kqed.org/liveblog/lastoaklandasgame\">departures of major league teams\u003c/a>, like the A’s, Raiders and Warriors, Veach said.[aside postID=news_12047368 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250702-OaklandProduceMarket-13-BL_qed.jpg']“ Once you start adding tenants, it gets easier to add new tenants because it’s an attractive place,” he added. “Conversely, once you start losing tenants, it gets harder. And then you have a downward spiral. So I think the cost of doing nothing is very significant.”\u003c/p>\n\u003cp>No arguments in opposition to SB 304 were submitted during the legislative process.\u003c/p>\n\u003cp>Standing outside the now-vacant Waterfront Hotel, which closed earlier this year after 35 years in business, Savlan Hauser, executive director of the Jack London Improvement District, said SB 304 will be a “game-changer” for the neighborhood.\u003c/p>\n\u003cp>“Having the flexibility to bring more diverse [businesses] down here that people can patronize and engage with is a big deal; this will help,” Hauser said.\u003c/p>\n\u003cp>Local business owners like Dorcia Darling-White, co-owner of Everett & Jones BBQ, are excited to see Jack London Square shift toward offering conveniences for Oaklanders.\u003c/p>\n\u003cfigure id=\"attachment_12061350\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12061350\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-05-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-05-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-05-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-05-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Owner Dorcia White serves customers at Everett & Jones Barbeque’s Broadway location in Jack London Square, a waterfront neighborhood in Oakland, on Oct. 23, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>She said a nail salon would be great. She currently drives to Alameda for her manicures.\u003c/p>\n\u003cp>“ People want to go to a place that’s bustling with life and energy,” she said. “The more that things are closed, the less people will frequent the area. So we’re excited for anything new.”\u003c/p>\n\u003cp>Strong, who’s worked as a bartender in the area for more than a decade, also supports more shops tailored to locals, such as a grocery store.\u003c/p>\n\u003cp>“ I would love to be able to run errands before work. The closest we have to a grocery store is the Restaurant Supply, and I don’t need 50 pounds of onions for home,” he said.\u003c/p>\n\u003cp>Though optimistic about the new law’s potential, Port officials are trying to temper expectations. Veach said major changes, like a new grocery store, could take time, but smaller businesses might open within a year as new marketing and leasing efforts begin.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While the industrial history of the neighborhood and views of the Oakland Estuary are part of this area’s charm, Jack London Square is in serious trouble, Strong and other workers told KQED.\u003c/p>\n\u003cp>“ Restaurants don’t survive. I’ve seen dozens come and go. There’s no draw,” Strong said.\u003c/p>\n\u003cp>As Oakland’s shipping business boomed over the years, the core of the city’s maritime industry left Jack London Square for the docks in West Oakland. City leaders later reimagined Jack London Square as a district focused on retail and shopping — similar to San Francisco’s \u003ca href=\"https://www.kqed.org/forum/2010101911068/what-should-a-remodel-of-fishermans-wharf-look-like\">Fisherman’s Wharf\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_12061348\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12061348\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-01-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-01-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-01-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-01-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The marina in Jack London Square, a waterfront neighborhood in Oakland, on Oct. 23, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But local business leaders say that strategy hasn’t paid off. About 52% of Jack London Square’s ground-floor space is now vacant, according to the Port of Oakland — more than 10 times the city’s overall retail vacancy rate, according to Oakland’s \u003ca href=\"https://www.canva.com/design/DAGZwdWTKC4/yZ9jiEqoa93DeqqnvpFBQQ/edit\">most recent economic report\u003c/a>.\u003c/p>\n\u003cp>SB 304, authored by state Sen. Jesse Arreguin (D-Oakland), aims to change that. The new law, recently signed by Gov. Gavin Newsom and set to go into effect Jan. 1, 2026, lifts longstanding restrictions on the types of businesses that can operate in Jack London Square.\u003c/p>\n\u003cp>Much of the neighborhood has been subject to the \u003ca href=\"https://www.portofoakland.com/about/about-the-port-of-oakland#tidelands-trust\">Tidelands Trust\u003c/a>, a state law requiring coastal land to be managed for the public’s benefit. In Jack London Square, where the \u003ca href=\"https://assets.cushmanwakefield.com/-/media/cw/marketbeat-pdfs/2025/q3/us-reports/office/eastbayoakland_americas_marketbeat_office_q3_2025.pdf?rev=f9920db83ed249778a3790b110e88270&_gl=1*1jd2t0q*_gcl_au*NzU5MjUzOTI2LjE3NjIyOTM0NDY.\">average asking rent\u003c/a> for office space is $2.43 per square foot, that responsibility falls to the Port of Oakland, which owns several properties in and around the area, said Jonathan Veach, the Port’s chief real estate officer.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Jack London Square\" aria-label=\"Locator map\" id=\"datawrapper-chart-XxF92\" src=\"https://datawrapper.dwcdn.net/XxF92/8/\" scrolling=\"no\" frameborder=\"0\" style=\"width: 0; min-width: 100% !important; border: none;\" height=\"1000\" data-external=\"1\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Under the trust, the Port can lease its properties for “water-related commerce, navigation, fisheries, ecological preservation and regional recreation,” or “visitor-serving commercial establishments” such as restaurants and hotels. SB 304 lifts these restrictions on seven Port-owned properties through Feb. 1, 2066.\u003c/p>\n\u003cp>“ [SB 304] allows us to move a little bit from tourist-serving retail to more local-serving retail,” said Veach, who called the bill “fairly unprecedented” in state history. A similar effort happened only once before, for San Francisco’s eastern waterfront in a \u003ca href=\"http://www.leginfo.ca.gov/pub/07-08/bill/sen/sb_0801-0850/sb_815_bill_20070223_introduced.html\">2007 bill\u003c/a>, he noted.\u003c/p>\n\u003cp>“ It could be a grocery store, a barbershop, a nail salon. Things that the local community would be able to use but aren’t necessarily visitor-serving retail,” Veach added.\u003c/p>\n\u003cfigure id=\"attachment_12061349\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12061349\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-02-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-02-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-02-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-02-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Jack London Square, a waterfront neighborhood in Oakland, on Oct. 23, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Veach hopes SB 304 spurs growth beyond tourism. Oakland recorded 3.4 million visitors in 2024, according to a \u003ca href=\"https://assets.simpleviewinc.com/simpleview/image/upload/v1/clients/oakland/Visit_Oakland_Annual_Report_2024_7305ea15-d762-4a3b-9410-b9da135f400e.pdf\">city tourism report\u003c/a>. San Francisco, by comparison, saw more than \u003ca href=\"https://www.sftravel.com/media/press-release/san-francisco-travel-announces-2025-tourism-forecast-2024-results\">23 million visitors\u003c/a> the same year.\u003c/p>\n\u003cp>Oakland’s tourism industry has struggled following the \u003ca href=\"https://www.kqed.org/liveblog/lastoaklandasgame\">departures of major league teams\u003c/a>, like the A’s, Raiders and Warriors, Veach said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“ Once you start adding tenants, it gets easier to add new tenants because it’s an attractive place,” he added. “Conversely, once you start losing tenants, it gets harder. And then you have a downward spiral. So I think the cost of doing nothing is very significant.”\u003c/p>\n\u003cp>No arguments in opposition to SB 304 were submitted during the legislative process.\u003c/p>\n\u003cp>Standing outside the now-vacant Waterfront Hotel, which closed earlier this year after 35 years in business, Savlan Hauser, executive director of the Jack London Improvement District, said SB 304 will be a “game-changer” for the neighborhood.\u003c/p>\n\u003cp>“Having the flexibility to bring more diverse [businesses] down here that people can patronize and engage with is a big deal; this will help,” Hauser said.\u003c/p>\n\u003cp>Local business owners like Dorcia Darling-White, co-owner of Everett & Jones BBQ, are excited to see Jack London Square shift toward offering conveniences for Oaklanders.\u003c/p>\n\u003cfigure id=\"attachment_12061350\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12061350\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-05-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-05-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-05-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-05-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Owner Dorcia White serves customers at Everett & Jones Barbeque’s Broadway location in Jack London Square, a waterfront neighborhood in Oakland, on Oct. 23, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>She said a nail salon would be great. She currently drives to Alameda for her manicures.\u003c/p>\n\u003cp>“ People want to go to a place that’s bustling with life and energy,” she said. “The more that things are closed, the less people will frequent the area. So we’re excited for anything new.”\u003c/p>\n\u003cp>Strong, who’s worked as a bartender in the area for more than a decade, also supports more shops tailored to locals, such as a grocery store.\u003c/p>\n\u003cp>“ I would love to be able to run errands before work. The closest we have to a grocery store is the Restaurant Supply, and I don’t need 50 pounds of onions for home,” he said.\u003c/p>\n\u003cp>Though optimistic about the new law’s potential, Port officials are trying to temper expectations. Veach said major changes, like a new grocery store, could take time, but smaller businesses might open within a year as new marketing and leasing efforts begin.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "alameda-county-da-defends-dismissal-of-case-tied-to-toxic-fire-in-west-oakland",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/alameda-county-district-attorneys-office\">Alameda County District Attorney\u003c/a> Ursula Jones Dickson is defending her office’s decision to drop charges against a West Oakland scrap metal processing plant, saying the case didn’t meet the burden of proof needed to convict.\u003c/p>\n\u003cp>Last July, under former District Attorney \u003ca href=\"https://www.kqed.org/news/tag/pamela-price\">Pamela Price\u003c/a>, a grand jury indicted Radius Recycling — formerly Schnitzer Steel — and two senior employees, Daniel Woltman and Dane Morales, on 10 counts following a fire two years ago that sent toxic smoke over the East Bay.\u003c/p>\n\u003cp>At a press conference on Thursday marking her 100th day as district attorney, Jones Dickson said she opted to dismiss the charges as her office is looking over all cases under the \u003ca href=\"https://da.alamedacountyca.gov/consumer-justice-bureau/\">Consumer and Environmental Protection Division\u003c/a>.\u003c/p>\n\u003cp>“After review of the case by individuals who have a lot of years of experience, we could not find a way to prove that case beyond a reasonable doubt,” Jones Dickson said. “We cannot move forward ethically on a case that we cannot prove beyond a reasonable doubt. It’s unfortunate that the charging of that case was such that we could not.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Jones Dickson, who took office earlier this year \u003ca href=\"https://www.kqed.org/news/12027925/pamela-price-speaks-out-as-alameda-county-das-office-enters-a-new-era\">following Price’s recall\u003c/a> in November, said under Price that “a law firm working under the DA’s umbrella” was working on similar cases, something her office was alerted to by people in state offices.\u003c/p>\n\u003cp>“I had not seen that before: a law firm being hired by a DA’s office to do the work of DAs,” Jones Dickson, a former judge, said. “We needed to look at all of the cases that were moving through Consumer and Environmental so that we know that the work is being done by district attorneys and that we can meet our burden to prove beyond a reasonable doubt.”\u003c/p>\n\u003cfigure id=\"attachment_11957857\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230809-altenberg-port-fire-3-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11957857\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230809-altenberg-port-fire-3-KQED.jpg\" alt=\"Large clouds of smoke rise from an industrial-looking space where many truck cabs are parked.\" width=\"2000\" height=\"1336\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230809-altenberg-port-fire-3-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230809-altenberg-port-fire-3-KQED-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230809-altenberg-port-fire-3-KQED-1020x681.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230809-altenberg-port-fire-3-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230809-altenberg-port-fire-3-KQED-1536x1026.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230809-altenberg-port-fire-3-KQED-1920x1283.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Smoke rises from a fire burning at Schnitzer Steel in Oakland on Aug. 10, 2023. \u003ccite>(Nik Altenberg/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Jones Dickson clarified that outside attorneys were not working on the Radius case, only that it was reviewed as part of a broader examination of cases handled by the Consumer and Environmental Protection Division.\u003c/p>\n\u003cp>Price told KQED she was dismayed at the decision and referred to \u003ca href=\"https://www.kqed.org/news/12041820/environmental-case-against-west-oakland-scrap-yard-is-dropped-by-new-da\">the case against Radius as historic\u003c/a>. She said she was the first Alameda County DA to file charges for environmental crimes committed by a corporation.\u003c/p>\n\u003cp>[aside postID=news_12041820 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/012_KQED_SchnitzerSteelPortofOakland_03082022_qed-1020x679.jpg']\u003c/p>\n\u003cp>“We believe Radius has often shrugged off the regulations when it was convenient to them, treating minor administrative penalties and fines as the cost of doing business,” Price said at the time the indictment was handed down.\u003c/p>\n\u003cp>The charges alleged that Radius, Woltman and Morales recklessly managed hazardous materials while shredding and sorting metal materials, including older vehicles and appliances, and then tried to cover it up. The company and the two men were also charged with violating local air quality regulations and state toxic substance control laws, which carry a penalty of up to $33 million in criminal fines and up to three years in county jail.\u003c/p>\n\u003cp>The Bay Area Air Quality Management District \u003ca href=\"https://www.baaqmd.gov/en/news-and-events/page-resources/2024-news/101724-radius-recycling-penalty\">hasn’t fined Radius over the August 2023 fire\u003c/a> because state law bars the district from pursuing civil penalties while the district attorney is prosecuting the company.\u003c/p>\n\u003cp>Jones Dickson wouldn’t comment on any potential future actions regarding Radius and its employees.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/alameda-county-district-attorneys-office\">Alameda County District Attorney\u003c/a> Ursula Jones Dickson is defending her office’s decision to drop charges against a West Oakland scrap metal processing plant, saying the case didn’t meet the burden of proof needed to convict.\u003c/p>\n\u003cp>Last July, under former District Attorney \u003ca href=\"https://www.kqed.org/news/tag/pamela-price\">Pamela Price\u003c/a>, a grand jury indicted Radius Recycling — formerly Schnitzer Steel — and two senior employees, Daniel Woltman and Dane Morales, on 10 counts following a fire two years ago that sent toxic smoke over the East Bay.\u003c/p>\n\u003cp>At a press conference on Thursday marking her 100th day as district attorney, Jones Dickson said she opted to dismiss the charges as her office is looking over all cases under the \u003ca href=\"https://da.alamedacountyca.gov/consumer-justice-bureau/\">Consumer and Environmental Protection Division\u003c/a>.\u003c/p>\n\u003cp>“After review of the case by individuals who have a lot of years of experience, we could not find a way to prove that case beyond a reasonable doubt,” Jones Dickson said. “We cannot move forward ethically on a case that we cannot prove beyond a reasonable doubt. It’s unfortunate that the charging of that case was such that we could not.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Jones Dickson, who took office earlier this year \u003ca href=\"https://www.kqed.org/news/12027925/pamela-price-speaks-out-as-alameda-county-das-office-enters-a-new-era\">following Price’s recall\u003c/a> in November, said under Price that “a law firm working under the DA’s umbrella” was working on similar cases, something her office was alerted to by people in state offices.\u003c/p>\n\u003cp>“I had not seen that before: a law firm being hired by a DA’s office to do the work of DAs,” Jones Dickson, a former judge, said. “We needed to look at all of the cases that were moving through Consumer and Environmental so that we know that the work is being done by district attorneys and that we can meet our burden to prove beyond a reasonable doubt.”\u003c/p>\n\u003cfigure id=\"attachment_11957857\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230809-altenberg-port-fire-3-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11957857\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230809-altenberg-port-fire-3-KQED.jpg\" alt=\"Large clouds of smoke rise from an industrial-looking space where many truck cabs are parked.\" width=\"2000\" height=\"1336\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230809-altenberg-port-fire-3-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230809-altenberg-port-fire-3-KQED-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230809-altenberg-port-fire-3-KQED-1020x681.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230809-altenberg-port-fire-3-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230809-altenberg-port-fire-3-KQED-1536x1026.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230809-altenberg-port-fire-3-KQED-1920x1283.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Smoke rises from a fire burning at Schnitzer Steel in Oakland on Aug. 10, 2023. \u003ccite>(Nik Altenberg/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Jones Dickson clarified that outside attorneys were not working on the Radius case, only that it was reviewed as part of a broader examination of cases handled by the Consumer and Environmental Protection Division.\u003c/p>\n\u003cp>Price told KQED she was dismayed at the decision and referred to \u003ca href=\"https://www.kqed.org/news/12041820/environmental-case-against-west-oakland-scrap-yard-is-dropped-by-new-da\">the case against Radius as historic\u003c/a>. She said she was the first Alameda County DA to file charges for environmental crimes committed by a corporation.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We believe Radius has often shrugged off the regulations when it was convenient to them, treating minor administrative penalties and fines as the cost of doing business,” Price said at the time the indictment was handed down.\u003c/p>\n\u003cp>The charges alleged that Radius, Woltman and Morales recklessly managed hazardous materials while shredding and sorting metal materials, including older vehicles and appliances, and then tried to cover it up. The company and the two men were also charged with violating local air quality regulations and state toxic substance control laws, which carry a penalty of up to $33 million in criminal fines and up to three years in county jail.\u003c/p>\n\u003cp>The Bay Area Air Quality Management District \u003ca href=\"https://www.baaqmd.gov/en/news-and-events/page-resources/2024-news/101724-radius-recycling-penalty\">hasn’t fined Radius over the August 2023 fire\u003c/a> because state law bars the district from pursuing civil penalties while the district attorney is prosecuting the company.\u003c/p>\n\u003cp>Jones Dickson wouldn’t comment on any potential future actions regarding Radius and its employees.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>With the Oakland airport’s name change now in effect, port officials have answered a lawsuit filed by San Francisco with a suit of their own, asking a judge to rule that the new name does not infringe on a trademark held by the city across the bay.\u003c/p>\n\u003cp>The lawsuit, filed Thursday, was announced immediately following a unanimous second vote by Oakland’s Board of Port Commissioners to rename Metropolitan Oakland International Airport \u003ca href=\"https://www.kqed.org/news/11985629/its-official-oakland-port-once-again-votes-to-change-airport-name-to-san-francisco-bay-oakland-international-airport\">to San Francisco Bay Oakland International Airport\u003c/a>.\u003c/p>\n\u003cp>Mary Richardson, the Port of Oakland’s attorney, said Oakland’s lawsuit is a means of getting a judge to affirm Oakland’s right to use the new name and speeding up what could otherwise be a lengthy legal battle.\u003c/p>\n\u003cp>“The port is suing the city and County of San Francisco for a court declaration that the port can lawfully use the now board-approved name San Francisco Bay Oakland International Airport. That the new name … does not infringe on SFO’s purported mark, and that neither SFO nor the City and County of San Francisco have the exclusive right to use or trademark the San Francisco Bay,” Richardson said.\u003c/p>\n\u003cp>San Francisco \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">sued Oakland last month\u003c/a>, arguing that the name infringes on the trademark of San Francisco International Airport and would cause confusion among travelers. City Attorney David Chiu told KQED ahead of the final vote that his office would seek a preliminary injunction to stop the name’s implementation until the lawsuit is settled, should the vote pass.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The name change is already in effect, and Richardson said the port is immediately moving forward with changing signage and communicating with airlines and travel agencies to update their records. The full implementation could take months.\u003c/p>\n\u003cp>“Importantly, unlike SFO, the port is not seeking money damages. At this point, we’re not seeking anything other than a declaration that we can continue to use the name that the board approved,” Richardson said.\u003c/p>\n\u003cp>Both sides have expressed their disappointment with each other and argued that an alternative resolution could have been reached.\u003c/p>\n\u003cp>[aside label='Related Coverage' tag='oakland-airport']“We want to see the entire Bay Area thrive as a tourist destination and expand our offerings to visitors, but this proposal is not a legal or practical way to go about it,” Chiu said in a public letter to the port days before commissioners’ \u003ca href=\"https://www.kqed.org/news/11982744/oakland-officials-to-proceed-with-controversial-move-to-rename-airport\">first vote on the change in early April\u003c/a>.\u003c/p>\n\u003cp>Richardson said Port of Oakland executives “did reach out to SFO executive leadership early on. … Those conversations were proceeding for a little bit of time,” she said. “However, the threats of litigation from the city attorney really stifled those conversations.”\u003c/p>\n\u003cp>San Francisco filed its lawsuit a week after the port’s initial vote, saying that their attempts to collaborate had gone ignored.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The San Francisco city attorney’s office did not immediately respond to a request for comment following Thursday’s vote.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>With the Oakland airport’s name change now in effect, port officials have answered a lawsuit filed by San Francisco with a suit of their own, asking a judge to rule that the new name does not infringe on a trademark held by the city across the bay.\u003c/p>\n\u003cp>The lawsuit, filed Thursday, was announced immediately following a unanimous second vote by Oakland’s Board of Port Commissioners to rename Metropolitan Oakland International Airport \u003ca href=\"https://www.kqed.org/news/11985629/its-official-oakland-port-once-again-votes-to-change-airport-name-to-san-francisco-bay-oakland-international-airport\">to San Francisco Bay Oakland International Airport\u003c/a>.\u003c/p>\n\u003cp>Mary Richardson, the Port of Oakland’s attorney, said Oakland’s lawsuit is a means of getting a judge to affirm Oakland’s right to use the new name and speeding up what could otherwise be a lengthy legal battle.\u003c/p>\n\u003cp>“The port is suing the city and County of San Francisco for a court declaration that the port can lawfully use the now board-approved name San Francisco Bay Oakland International Airport. That the new name … does not infringe on SFO’s purported mark, and that neither SFO nor the City and County of San Francisco have the exclusive right to use or trademark the San Francisco Bay,” Richardson said.\u003c/p>\n\u003cp>San Francisco \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">sued Oakland last month\u003c/a>, arguing that the name infringes on the trademark of San Francisco International Airport and would cause confusion among travelers. City Attorney David Chiu told KQED ahead of the final vote that his office would seek a preliminary injunction to stop the name’s implementation until the lawsuit is settled, should the vote pass.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We want to see the entire Bay Area thrive as a tourist destination and expand our offerings to visitors, but this proposal is not a legal or practical way to go about it,” Chiu said in a public letter to the port days before commissioners’ \u003ca href=\"https://www.kqed.org/news/11982744/oakland-officials-to-proceed-with-controversial-move-to-rename-airport\">first vote on the change in early April\u003c/a>.\u003c/p>\n\u003cp>Richardson said Port of Oakland executives “did reach out to SFO executive leadership early on. … Those conversations were proceeding for a little bit of time,” she said. “However, the threats of litigation from the city attorney really stifled those conversations.”\u003c/p>\n\u003cp>San Francisco filed its lawsuit a week after the port’s initial vote, saying that their attempts to collaborate had gone ignored.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The San Francisco city attorney’s office did not immediately respond to a request for comment following Thursday’s vote.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "It's Official: Oakland Port Once Again Votes to Change Airport Name to 'San Francisco Bay Oakland International Airport'",
"headTitle": "It’s Official: Oakland Port Once Again Votes to Change Airport Name to ‘San Francisco Bay Oakland International Airport’ | KQED",
"content": "\u003cp>The name Oakland International Airport is officially a thing of the past.\u003c/p>\n\u003cp>That’s after the Port of Oakland’s board of commissioners on Thursday evening voted unanimously, for the second time, to rename the airport San Francisco Bay Oakland International Airport.\u003c/p>\n\u003cp>Port officials estimate it will cost about $150,000 and take less than half a year to make new signage and stationery and for airlines and travel agencies to update their records.\u003c/p>\n\u003cp>However, that cost and timeline may change due to a legal challenge from San Francisco.\u003c/p>\n\u003cp>San Francisco City Attorney David Chiu \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">filed a lawsuit in April\u003c/a> — after the port board conditionally approved the name change — alleging that the new name infringes on the trademark of San Francisco International Airport, which the city owns and operates. Chiu now plans to seek a temporary injunction, which could prevent the implementation of the new name until the lawsuit is settled.\u003c/p>\n\u003cp>“I think any reasonable person who hears the airport names … will understand that those names are clearly similar and there will be a very high likelihood for confusion, and that is the standard for infringement when it comes to trademarks,” Chiu told KQED this week ahead of the vote.\u003c/p>\n\u003cp>Commissioners gave minimal input during Thursday’s meeting, except for Michael Colbruno, who addressed critiques that including San Francisco in the name would be misleading.\u003c/p>\n\u003cp>“San Francisco 49’ers is a great example, they’re in Santa Clara in the heart of Silicon Valley. The San Francisco Music Box Company is located where? Kansas. The San Francisco Bread Company is located where? Arkansas,” Colbruno said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Chiu has also previously said he believes the new name is a deceptive attempt by Oakland to profit from the billions of dollars SFO has invested in building its reputation and that the change would result in many travelers, especially foreigners, going to the wrong airport and missing their flights.\u003c/p>\n\u003cp>He noted that at least one international airline — Portugal’s \u003ca href=\"https://www.azoresairlines.pt/\">Azores Airlines\u003c/a> — has already started using the new name on its flight reservations system.\u003c/p>\n\u003cp>Notably, San Joaquin County supervisors attempted a similar move in 2017. They briefly considered renaming Stockton Metropolitan Airport to San Francisco-Stockton Regional Airport.\u003c/p>\n\u003cp>However, that plan was put on hold after \u003ca href=\"https://www.sfgate.com/bayarea/article/SFO-objection-grounds-Stockton-airport-name-12303278.php\">SFO officials objected\u003c/a> to the change.\u003c/p>\n\u003cp>San Joaquin Supervisor Tom Patti told KQED last month that San Francisco leaders also offered to help with marketing for Stockton’s airport, which contributed to the county’s decision to reverse course.\u003c/p>\n\u003cp>Patti added that although San Joaquin backed out, the change might still be beneficial to Oakland’s airport.\u003c/p>\n\u003cp>“I understand San Francisco wanting to guard their brand, and that’s very important to them, but in the end, it’s really not going to hurt the region,” Patti said.\u003c/p>\n\u003cp>During the board’s first hearing on the change, SFO spokesperson Doug Yakel voiced the airport’s opposition to the new name.\u003c/p>\n\u003cp>“We believe that this new name will ultimately be misleading to customers, creating greater confusion, disservice, and ill will,” Yakel said. “We see on a regular basis what can happen when a customer isn’t clear about which airport they’re booking travel to; we see it all of the time.”\u003c/p>\n\u003cp>But port officials have rejected those claims.\u003c/p>\n\u003cp>In a statement last month, Port of Oakland Attorney Mary Richardson said, “The Port’s proposed renaming does not infringe upon SFO’s mark. SFO cannot lay claim to the geographically-descriptive term ‘San Francisco,’ let alone claim exclusive rights to the San Francisco Bay.”\u003c/p>\n\u003cp>Richardson added that the port will take all reasonable measures to ensure clarity for travelers.\u003c/p>\n\u003cp>Some environmental groups are also against the renaming effort over concerns that increased traffic through the airport could mean increased pollution levels.\u003c/p>\n\u003cp>The San Francisco Chamber of Commerce and other trade groups based in the city, worried about the possibility of losing some business to Oakland, have also opposed the change.\u003c/p>\n\u003cp>Conversely, business groups in Oakland and the broader East Bay have generally cheered on the move, excited by the prospect that the new name will attract more travelers and increase business.\u003c/p>\n\u003cp>One public commenter, who said he conducts business in Asia, said Oakland’s airport is not easily found on foreign-language flight booking websites.\u003c/p>\n\u003cp>“If you google London, all the London airports show up. In San Francisco, that doesn’t happen,” he said.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11982744,news_11983384\"]A significant majority of public comments were opposed to the ordinance, many on environmental grounds.\u003c/p>\n\u003cp>“We oppose the ordinance, not for the name change in and of itself, but because the name change is part of the port’s strategy to expand airport operations, which will dramatically increase air pollution in East Oakland, a neighborhood with some of the worst air quality in the state due to decisions like this,” said Sarah Chen Small, an attorney for Communities for a Better Environment.\u003c/p>\n\u003cp>Spirit, Southwest and Volaris, three of the largest airlines operating out of Oakland, have voiced their support for the change.\u003c/p>\n\u003cp>“We fully support the Board of Port Commissioners proposal to rename the airport with the inclusion of San Francisco Bay in the name,” John Kirby, vice president of network planning for Spirit Airlines, said during the April hearing. “We believe this change will make our flights more discoverable and are a better representation of [Oakland’s] easy access to San Francisco.”\u003c/p>\n\u003cp>Port officials have said those three airlines could be the first to work with the airport to expand flights and destinations.\u003c/p>\n\u003cp>\u003cem>\u003cspan style=\"font-weight: 400\">This story includes reporting by KQED’s Matthew Green.\u003c/span>\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The name Oakland International Airport is officially a thing of the past.\u003c/p>\n\u003cp>That’s after the Port of Oakland’s board of commissioners on Thursday evening voted unanimously, for the second time, to rename the airport San Francisco Bay Oakland International Airport.\u003c/p>\n\u003cp>Port officials estimate it will cost about $150,000 and take less than half a year to make new signage and stationery and for airlines and travel agencies to update their records.\u003c/p>\n\u003cp>However, that cost and timeline may change due to a legal challenge from San Francisco.\u003c/p>\n\u003cp>San Francisco City Attorney David Chiu \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">filed a lawsuit in April\u003c/a> — after the port board conditionally approved the name change — alleging that the new name infringes on the trademark of San Francisco International Airport, which the city owns and operates. Chiu now plans to seek a temporary injunction, which could prevent the implementation of the new name until the lawsuit is settled.\u003c/p>\n\u003cp>“I think any reasonable person who hears the airport names … will understand that those names are clearly similar and there will be a very high likelihood for confusion, and that is the standard for infringement when it comes to trademarks,” Chiu told KQED this week ahead of the vote.\u003c/p>\n\u003cp>Commissioners gave minimal input during Thursday’s meeting, except for Michael Colbruno, who addressed critiques that including San Francisco in the name would be misleading.\u003c/p>\n\u003cp>“San Francisco 49’ers is a great example, they’re in Santa Clara in the heart of Silicon Valley. The San Francisco Music Box Company is located where? Kansas. The San Francisco Bread Company is located where? Arkansas,” Colbruno said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Chiu has also previously said he believes the new name is a deceptive attempt by Oakland to profit from the billions of dollars SFO has invested in building its reputation and that the change would result in many travelers, especially foreigners, going to the wrong airport and missing their flights.\u003c/p>\n\u003cp>He noted that at least one international airline — Portugal’s \u003ca href=\"https://www.azoresairlines.pt/\">Azores Airlines\u003c/a> — has already started using the new name on its flight reservations system.\u003c/p>\n\u003cp>Notably, San Joaquin County supervisors attempted a similar move in 2017. They briefly considered renaming Stockton Metropolitan Airport to San Francisco-Stockton Regional Airport.\u003c/p>\n\u003cp>However, that plan was put on hold after \u003ca href=\"https://www.sfgate.com/bayarea/article/SFO-objection-grounds-Stockton-airport-name-12303278.php\">SFO officials objected\u003c/a> to the change.\u003c/p>\n\u003cp>San Joaquin Supervisor Tom Patti told KQED last month that San Francisco leaders also offered to help with marketing for Stockton’s airport, which contributed to the county’s decision to reverse course.\u003c/p>\n\u003cp>Patti added that although San Joaquin backed out, the change might still be beneficial to Oakland’s airport.\u003c/p>\n\u003cp>“I understand San Francisco wanting to guard their brand, and that’s very important to them, but in the end, it’s really not going to hurt the region,” Patti said.\u003c/p>\n\u003cp>During the board’s first hearing on the change, SFO spokesperson Doug Yakel voiced the airport’s opposition to the new name.\u003c/p>\n\u003cp>“We believe that this new name will ultimately be misleading to customers, creating greater confusion, disservice, and ill will,” Yakel said. “We see on a regular basis what can happen when a customer isn’t clear about which airport they’re booking travel to; we see it all of the time.”\u003c/p>\n\u003cp>But port officials have rejected those claims.\u003c/p>\n\u003cp>In a statement last month, Port of Oakland Attorney Mary Richardson said, “The Port’s proposed renaming does not infringe upon SFO’s mark. SFO cannot lay claim to the geographically-descriptive term ‘San Francisco,’ let alone claim exclusive rights to the San Francisco Bay.”\u003c/p>\n\u003cp>Richardson added that the port will take all reasonable measures to ensure clarity for travelers.\u003c/p>\n\u003cp>Some environmental groups are also against the renaming effort over concerns that increased traffic through the airport could mean increased pollution levels.\u003c/p>\n\u003cp>The San Francisco Chamber of Commerce and other trade groups based in the city, worried about the possibility of losing some business to Oakland, have also opposed the change.\u003c/p>\n\u003cp>Conversely, business groups in Oakland and the broader East Bay have generally cheered on the move, excited by the prospect that the new name will attract more travelers and increase business.\u003c/p>\n\u003cp>One public commenter, who said he conducts business in Asia, said Oakland’s airport is not easily found on foreign-language flight booking websites.\u003c/p>\n\u003cp>“If you google London, all the London airports show up. In San Francisco, that doesn’t happen,” he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>A significant majority of public comments were opposed to the ordinance, many on environmental grounds.\u003c/p>\n\u003cp>“We oppose the ordinance, not for the name change in and of itself, but because the name change is part of the port’s strategy to expand airport operations, which will dramatically increase air pollution in East Oakland, a neighborhood with some of the worst air quality in the state due to decisions like this,” said Sarah Chen Small, an attorney for Communities for a Better Environment.\u003c/p>\n\u003cp>Spirit, Southwest and Volaris, three of the largest airlines operating out of Oakland, have voiced their support for the change.\u003c/p>\n\u003cp>“We fully support the Board of Port Commissioners proposal to rename the airport with the inclusion of San Francisco Bay in the name,” John Kirby, vice president of network planning for Spirit Airlines, said during the April hearing. “We believe this change will make our flights more discoverable and are a better representation of [Oakland’s] easy access to San Francisco.”\u003c/p>\n\u003cp>Port officials have said those three airlines could be the first to work with the airport to expand flights and destinations.\u003c/p>\n\u003cp>\u003cem>\u003cspan style=\"font-weight: 400\">This story includes reporting by KQED’s Matthew Green.\u003c/span>\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Judge Denies Developer's $160 Million Suit Against Oakland in Ongoing Coal Terminal Battle",
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"content": "\u003cp>The city of Oakland landed a legal victory on Tuesday in a\u003ca href=\"https://www.kqed.org/news/10681403/oakland-moves-to-block-coal-at-new-terminal\"> years-long battle over a potential coal export terminal\u003c/a> at the site of the former West Oakland Army Base near the Port of Oakland.\u003c/p>\n\u003cp>Alameda County Superior Court Judge Noël Wise\u003ca href=\"https://nocoalinoakland.info/wp-content/uploads/2024/01/2024-01-23-Final-Judgment.pdf\"> ruled against a group of developers \u003c/a>\u003ca href=\"https://nocoalinoakland.info/wp-content/uploads/2024/01/2024-01-23-Final-Judgment.pdf\">(PDF)\u003c/a> who were\u003ca href=\"https://www.kqed.org/science/1985591/oakland-might-have-lost-its-coal-war-and-could-have-to-pay-millions\"> seeking nearly $160 million from the city in what they said was lost profits\u003c/a> after the city terminated its ground lease for the terminal, thwarting the controversial project.\u003c/p>\n\u003cp>The judge instead agreed with attorneys for the city, who argued the group’s projected profits were speculative.\u003c/p>\n\u003cp>The order, however, means that development of the new bulk terminal — which had been halted for years due to the litigation — can now resume under an extended deadline more than two years out, putting environmental activists opposed to the project on high alert.[aside postID=\"science_1985591\" hero='https://ww2.kqed.org/app/uploads/sites/35/2023/12/portofoakland-qut-1020x675.jpg']“We applaud the court’s refusal to reward the would-be coal terminal developers with the massive payoff they sought by suing the City,” Ted Franklin, an organizer with the activist group No Coal in Oakland, said in a statement. But he also acknowledged the battle to come.\u003c/p>\n\u003cp>The extended development deadline is “setting the stage for a renewed campaign to keep coal out of Oakland,” Franklin said. “We are ready for the fight.”\u003c/p>\n\u003cp>Franklin’s group is among a handful of local environmental justice organizations that have long opposed a prospective coal terminal, citing concerns over increased levels of pollution from coal dust and truck exhaust that would disproportionately impact already hard-hit communities of color in West Oakland.\u003c/p>\n\u003cp>“If the developers decide to move forward with their plan to put a polluting coal export terminal in the Port of Oakland, even in light of the court’s decision, they can expect a long, uphill battle,” Ben Eichenberg, an attorney with San Francisco Baykeeper, said in a statement, following Tuesday’s order. “For over a decade, frontline communities have demonstrated their resolve to keep this poisonous project out of West Oakland, and the Oakland city council and city attorney’s office have remained steadfast in opposing it every step of the way.”\u003c/p>\n\u003cp>Wise’s latest decision follows her ruling last month, when she sided with Oakland Bulk and Oversized Terminal LLC (OBOT) and its owner, Phil Tagami, ruling that the city had improperly terminated its lease in 2018 when it claimed the group had missed key construction deadlines.\u003c/p>\n\u003cp>In its suit against the city, Tagami’s group also accused officials of blocking access to necessary documents related to the project, which it argued created costly delays.\u003c/p>\n\u003cp>The judge then gave the group a choice between restoring its lease with the city, with the new deadline or taking just under $320,000 and walking away from the project altogether.\u003c/p>\n\u003cp>The group opted to renew the lease, but it continued to press for the $159.6 million in damages it had originally sought — an effort the judge quashed on Tuesday.\u003c/p>\n\u003cp>OBOT’s attorney did not respond to a request for comment.\u003c/p>\n\u003cp>The city of Oakland could still choose to appeal the court’s decision to stop the project from moving forward.\u003c/p>\n\u003cp>“Although we appreciate that the trial court ultimately correctly rejected OBOT’s attempts to obtain hundreds of millions of dollars in damages that it is not entitled to under the contract or law, the City’s position remains that the court erred in making its initial finding in favor of OBOT on the City’s and OBOT’s dueling breach of contract claims,” Oakland City Attorney Barbara Parker said in an email.”The City will continue to evaluate all of its legal options as it pursues its rights to bring this longstanding dispute to final resolution.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The city of Oakland landed a legal victory on Tuesday in a\u003ca href=\"https://www.kqed.org/news/10681403/oakland-moves-to-block-coal-at-new-terminal\"> years-long battle over a potential coal export terminal\u003c/a> at the site of the former West Oakland Army Base near the Port of Oakland.\u003c/p>\n\u003cp>Alameda County Superior Court Judge Noël Wise\u003ca href=\"https://nocoalinoakland.info/wp-content/uploads/2024/01/2024-01-23-Final-Judgment.pdf\"> ruled against a group of developers \u003c/a>\u003ca href=\"https://nocoalinoakland.info/wp-content/uploads/2024/01/2024-01-23-Final-Judgment.pdf\">(PDF)\u003c/a> who were\u003ca href=\"https://www.kqed.org/science/1985591/oakland-might-have-lost-its-coal-war-and-could-have-to-pay-millions\"> seeking nearly $160 million from the city in what they said was lost profits\u003c/a> after the city terminated its ground lease for the terminal, thwarting the controversial project.\u003c/p>\n\u003cp>The judge instead agreed with attorneys for the city, who argued the group’s projected profits were speculative.\u003c/p>\n\u003cp>The order, however, means that development of the new bulk terminal — which had been halted for years due to the litigation — can now resume under an extended deadline more than two years out, putting environmental activists opposed to the project on high alert.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We applaud the court’s refusal to reward the would-be coal terminal developers with the massive payoff they sought by suing the City,” Ted Franklin, an organizer with the activist group No Coal in Oakland, said in a statement. But he also acknowledged the battle to come.\u003c/p>\n\u003cp>The extended development deadline is “setting the stage for a renewed campaign to keep coal out of Oakland,” Franklin said. “We are ready for the fight.”\u003c/p>\n\u003cp>Franklin’s group is among a handful of local environmental justice organizations that have long opposed a prospective coal terminal, citing concerns over increased levels of pollution from coal dust and truck exhaust that would disproportionately impact already hard-hit communities of color in West Oakland.\u003c/p>\n\u003cp>“If the developers decide to move forward with their plan to put a polluting coal export terminal in the Port of Oakland, even in light of the court’s decision, they can expect a long, uphill battle,” Ben Eichenberg, an attorney with San Francisco Baykeeper, said in a statement, following Tuesday’s order. “For over a decade, frontline communities have demonstrated their resolve to keep this poisonous project out of West Oakland, and the Oakland city council and city attorney’s office have remained steadfast in opposing it every step of the way.”\u003c/p>\n\u003cp>Wise’s latest decision follows her ruling last month, when she sided with Oakland Bulk and Oversized Terminal LLC (OBOT) and its owner, Phil Tagami, ruling that the city had improperly terminated its lease in 2018 when it claimed the group had missed key construction deadlines.\u003c/p>\n\u003cp>In its suit against the city, Tagami’s group also accused officials of blocking access to necessary documents related to the project, which it argued created costly delays.\u003c/p>\n\u003cp>The judge then gave the group a choice between restoring its lease with the city, with the new deadline or taking just under $320,000 and walking away from the project altogether.\u003c/p>\n\u003cp>The group opted to renew the lease, but it continued to press for the $159.6 million in damages it had originally sought — an effort the judge quashed on Tuesday.\u003c/p>\n\u003cp>OBOT’s attorney did not respond to a request for comment.\u003c/p>\n\u003cp>The city of Oakland could still choose to appeal the court’s decision to stop the project from moving forward.\u003c/p>\n\u003cp>“Although we appreciate that the trial court ultimately correctly rejected OBOT’s attempts to obtain hundreds of millions of dollars in damages that it is not entitled to under the contract or law, the City’s position remains that the court erred in making its initial finding in favor of OBOT on the City’s and OBOT’s dueling breach of contract claims,” Oakland City Attorney Barbara Parker said in an email.”The City will continue to evaluate all of its legal options as it pursues its rights to bring this longstanding dispute to final resolution.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cstrong>Update 4:30 p.m. Monday\u003c/strong>\u003c/p>\n\u003cp>Marine terminals were open and again operating normally at the Port of Oakland following a five-day long near-total shutdown by truckers, port officials said Monday.\u003c/p>\n\u003cp>“The Port of Oakland has resumed full operations” on Saturday, said port executive director Danny Wan. “We appreciate the independent truck drivers’ use of the designated Free Speech Zones and we thank local law enforcement for their continued assistance.”\u003c/p>\n\u003cp>Oakland police and other law enforcement agencies are working to keep traffic at the port moving, officials said.\u003c/p>\n\u003cp>Port spokesman Robert Bernardo said it will still likely take weeks to alleviate the backlog of goods at the port, resulting in further delays of product shipments.\u003c/p>\n\u003cp>\u003cem>Last updated, 4:30 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>Cargo operations at the Port of Oakland remained largely stalled on Friday, as a convoy of truckers continued to block access to the facility for the fifth straight day to protest California’s gig-worker law.\u003c/p>\n\u003cp>The demonstrations that began Monday involve hundreds of independent big-rig truckers who have prevented the movement of cargo in and out of the port’s terminals, in a bid to remain classified as independent contractors\u003cspan style=\"font-weight: 400\"> – \u003c/span>rather than employees. Truckers held similar \u003ca href=\"https://calmatters.org/newsletters/whatmatters/2022/07/ab-5-law-california-trucking/\">protests last week at the ports of Los Angeles and Long Beach\u003c/a>.\u003c/p>\n\u003cp>“I think it’s very clear that there is so much uncertainty about how these independent drivers, these entrepreneurs, are going to be able to stay in business,” said Matt Schrap, CEO of the Harbor Trucking Association. The organization represents truckers servicing West Coast ports.\u003c/p>\n\u003cp>The blockade, which couldn’t come at a worse time for the port, is further exacerbating longstanding global supply-chain issues spurred by the pandemic that have led to months of epic cargo ship traffic jams, with mountains of goods stockpiled on docks.\u003c/p>\n\u003cp>\u003ca href=\"https://www.portofoakland.com/wp-content/uploads/Open-letter-for-truckers-07-21-2022.pdf\">In an open letter sent on Thursday evening\u003c/a>, Danny Wan, executive director of the port, said he had met with protest organizers, and emphasized that he understood their frustrations, offering to support them in any negotiations with state. But he implored them to allow operations at the port to resume, warning of the collateral damage further disruptions would inflict.\u003c/p>\n\u003cp>Wan said the port had set aside “free speech zones” for truckers to protest without disrupting the flow of commerce, and warned that any demonstrators whose trucks continued to obstruct terminal entrances or exits could be cited and face additional penalties.\u003c/p>\n\u003cp>Port officials and organizers planned to meet again on Friday afternoon.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>At issue is \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200AB5\">Assembly Bill 5\u003c/a>, a law passed in 2019 making it harder for companies to legally classify many workers as independent contractors instead of as employees. Under state labor law, employees are entitled to minimum wage and benefits such as workers compensation, overtime and sick pay. The law\u003ca href=\"https://scocal.stanford.edu/opinion/dynamex-operations-west-inc-v-superior-court-34584\" rel=\"noopener noreferrer\"> codified a 2018 state Supreme Court decision\u003c/a> that required companies to treat workers as employees if their jobs are considered a key part of business operations. It also spurred Lyft, Uber and DoorDash to throw a huge amount of cash behind \u003ca href=\"https://www.kqed.org/news/11843123/prop-22-explained-why-gig-companies-are-spending-huge-money-on-an-unprecedented-measure\">Proposition 22\u003c/a>, a 2020 ballot measure approved by voters that exempted most rideshare drivers\u003cspan style=\"font-weight: 400\"> – \u003c/span>and that last year was ruled unconstitutional by a state court judge. (The companies have since appealed and don’t have to comply while court proceedings play out.)\u003c/p>\n\u003cp>Meanwhile, a federal appeals court \u003ca href=\"https://apnews.com/article/california-courts-economy-business-government-and-politics-332e244b793604ba65946a3f3b99e271\">ruled last year that the law applies to some 70,000 truck drivers in the state \u003c/a>who are independent operators and don’t work for any one single company. The decision essentially requires companies that commission their services to classify them as employees, rather than independent contractors.\u003c/p>\n\u003cp>Although the International Brotherhood of Teamsters called the ruling a “massive victory” for exploited truckers, the California Trucking Association staunchly objected, arguing the change would limit the flexibility of drivers who own their trucks and operate on their own hours. Ultimately, the association said, classifying truckers as employees would hinder their ability to make a living.\u003c/p>\n\u003cp>The trade group appealed to the U.S. Supreme Court, stalling enforcement of the law, \u003ca href=\"https://www.supremecourt.gov/docket/docketfiles/html/public/21-194.html\">but the court last month denied their petition\u003c/a>, allowing the lower-court ruling to stand.\u003c/p>\n\u003cp>Protesters say the strike is largely intended to push Gov. Gavin Newsom and lawmakers to exempt truck drivers from California labor law.\u003c/p>\n\u003cp>“So the law is going to make us into employees of the company, even though I own my own truck, I pay for diesel, I pay for insurance,” said Randeep Dhillon, a self-employed trucker. Under the new law, he said, “I’m going to have to work under somebody else. My boss is going to tell me, ‘Hey, you have to be here at this time. You have to go at this time. You got to do this many loads.’ Now, if I feel like taking a day off, I can take a day off. If I want to reject a load … I’m like, ‘Hey, I don’t want to go.’ I’m an independent contractor. I have that right.”\u003c/p>\n\u003cp>But there’s been no word on when the state might begin enforcing the law, which is still being contested in lower courts.\u003c/p>\n\u003cp>[aside label=\"Labor coverage\" tag=\"labor\"]In a statement on Thursday, a spokesperson for Newsom said “no one should be caught by surprise by the law’s requirements at this time,” and urged the trucking industry “to support this transition just as California has and continues to do.”\u003c/p>\n\u003cp>“California is committed to supporting our truck drivers and ensuring [they] receive the protections and compensation they are entitled to,” the spokesperson said, pointing to available resources like employment tax incentives and small business financing. “The state will continue to partner with truckers and the ports to ensure the continued movement of goods to California’s residents and businesses, which is critical to all of us.”\u003c/p>\n\u003cp>Lorena Gonzalez Fletcher, the former Assemblymember who authored AB 5 and now heads the California Labor Federation, took to Twitter this week to defend the law, arguing that it’s meant to help protect truckers from being exploited by some of the companies that hire them.\u003c/p>\n\u003cp>“What the law says is that you can’t pretend a driver/worker is an independent business to avoid paying gas/equipment, workers comp, social security, wages for hours waiting, etc. by simply saying ‘they own their own truck,'” \u003ca href=\"https://twitter.com/LorenaSGonzalez/status/1550088780408713217\">she said in a tweet\u003c/a>.\u003c/p>\n\u003cp>But Schrap of the Harbor Trucking Association says there needs to be some type of clarification about AB 5 and its impact on truckers. He pointed to the spate of industries exempted under the law, and questioned why trucking wasn’t among them.\u003c/p>\n\u003cp>“Obviously, there’s still outstanding questions,” he said. “If there weren’t outstanding questions about how this is going to apply, I don’t think any of these men and women would be down there protesting.”\u003c/p>\n\u003cp>There are plenty of opportunities for truckers to become employees if they want to, he said.\u003c/p>\n\u003cp>“The fact of the matter is, is that these individuals do not want to be employees,” he said. “That’s where the clarification is needed.”\u003c/p>\n\u003cp>\u003cem>\u003ci data-stringify-type=\"italic\">KQED’s Holly J. McDede contributed reporting to this story. \u003c/i>This story also includes reporting from the Associated Press.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "A convoy of independent truckers blocked roads into the port for a fourth straight day on Thursday in protest of AB 5, California's gig-worker law, which requires them to be classified as employees rather than contractors.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update 4:30 p.m. Monday\u003c/strong>\u003c/p>\n\u003cp>Marine terminals were open and again operating normally at the Port of Oakland following a five-day long near-total shutdown by truckers, port officials said Monday.\u003c/p>\n\u003cp>“The Port of Oakland has resumed full operations” on Saturday, said port executive director Danny Wan. “We appreciate the independent truck drivers’ use of the designated Free Speech Zones and we thank local law enforcement for their continued assistance.”\u003c/p>\n\u003cp>Oakland police and other law enforcement agencies are working to keep traffic at the port moving, officials said.\u003c/p>\n\u003cp>Port spokesman Robert Bernardo said it will still likely take weeks to alleviate the backlog of goods at the port, resulting in further delays of product shipments.\u003c/p>\n\u003cp>\u003cem>Last updated, 4:30 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>Cargo operations at the Port of Oakland remained largely stalled on Friday, as a convoy of truckers continued to block access to the facility for the fifth straight day to protest California’s gig-worker law.\u003c/p>\n\u003cp>The demonstrations that began Monday involve hundreds of independent big-rig truckers who have prevented the movement of cargo in and out of the port’s terminals, in a bid to remain classified as independent contractors\u003cspan style=\"font-weight: 400\"> – \u003c/span>rather than employees. Truckers held similar \u003ca href=\"https://calmatters.org/newsletters/whatmatters/2022/07/ab-5-law-california-trucking/\">protests last week at the ports of Los Angeles and Long Beach\u003c/a>.\u003c/p>\n\u003cp>“I think it’s very clear that there is so much uncertainty about how these independent drivers, these entrepreneurs, are going to be able to stay in business,” said Matt Schrap, CEO of the Harbor Trucking Association. The organization represents truckers servicing West Coast ports.\u003c/p>\n\u003cp>The blockade, which couldn’t come at a worse time for the port, is further exacerbating longstanding global supply-chain issues spurred by the pandemic that have led to months of epic cargo ship traffic jams, with mountains of goods stockpiled on docks.\u003c/p>\n\u003cp>\u003ca href=\"https://www.portofoakland.com/wp-content/uploads/Open-letter-for-truckers-07-21-2022.pdf\">In an open letter sent on Thursday evening\u003c/a>, Danny Wan, executive director of the port, said he had met with protest organizers, and emphasized that he understood their frustrations, offering to support them in any negotiations with state. But he implored them to allow operations at the port to resume, warning of the collateral damage further disruptions would inflict.\u003c/p>\n\u003cp>Wan said the port had set aside “free speech zones” for truckers to protest without disrupting the flow of commerce, and warned that any demonstrators whose trucks continued to obstruct terminal entrances or exits could be cited and face additional penalties.\u003c/p>\n\u003cp>Port officials and organizers planned to meet again on Friday afternoon.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>At issue is \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200AB5\">Assembly Bill 5\u003c/a>, a law passed in 2019 making it harder for companies to legally classify many workers as independent contractors instead of as employees. Under state labor law, employees are entitled to minimum wage and benefits such as workers compensation, overtime and sick pay. The law\u003ca href=\"https://scocal.stanford.edu/opinion/dynamex-operations-west-inc-v-superior-court-34584\" rel=\"noopener noreferrer\"> codified a 2018 state Supreme Court decision\u003c/a> that required companies to treat workers as employees if their jobs are considered a key part of business operations. It also spurred Lyft, Uber and DoorDash to throw a huge amount of cash behind \u003ca href=\"https://www.kqed.org/news/11843123/prop-22-explained-why-gig-companies-are-spending-huge-money-on-an-unprecedented-measure\">Proposition 22\u003c/a>, a 2020 ballot measure approved by voters that exempted most rideshare drivers\u003cspan style=\"font-weight: 400\"> – \u003c/span>and that last year was ruled unconstitutional by a state court judge. (The companies have since appealed and don’t have to comply while court proceedings play out.)\u003c/p>\n\u003cp>Meanwhile, a federal appeals court \u003ca href=\"https://apnews.com/article/california-courts-economy-business-government-and-politics-332e244b793604ba65946a3f3b99e271\">ruled last year that the law applies to some 70,000 truck drivers in the state \u003c/a>who are independent operators and don’t work for any one single company. The decision essentially requires companies that commission their services to classify them as employees, rather than independent contractors.\u003c/p>\n\u003cp>Although the International Brotherhood of Teamsters called the ruling a “massive victory” for exploited truckers, the California Trucking Association staunchly objected, arguing the change would limit the flexibility of drivers who own their trucks and operate on their own hours. Ultimately, the association said, classifying truckers as employees would hinder their ability to make a living.\u003c/p>\n\u003cp>The trade group appealed to the U.S. Supreme Court, stalling enforcement of the law, \u003ca href=\"https://www.supremecourt.gov/docket/docketfiles/html/public/21-194.html\">but the court last month denied their petition\u003c/a>, allowing the lower-court ruling to stand.\u003c/p>\n\u003cp>Protesters say the strike is largely intended to push Gov. Gavin Newsom and lawmakers to exempt truck drivers from California labor law.\u003c/p>\n\u003cp>“So the law is going to make us into employees of the company, even though I own my own truck, I pay for diesel, I pay for insurance,” said Randeep Dhillon, a self-employed trucker. Under the new law, he said, “I’m going to have to work under somebody else. My boss is going to tell me, ‘Hey, you have to be here at this time. You have to go at this time. You got to do this many loads.’ Now, if I feel like taking a day off, I can take a day off. If I want to reject a load … I’m like, ‘Hey, I don’t want to go.’ I’m an independent contractor. I have that right.”\u003c/p>\n\u003cp>But there’s been no word on when the state might begin enforcing the law, which is still being contested in lower courts.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>In a statement on Thursday, a spokesperson for Newsom said “no one should be caught by surprise by the law’s requirements at this time,” and urged the trucking industry “to support this transition just as California has and continues to do.”\u003c/p>\n\u003cp>“California is committed to supporting our truck drivers and ensuring [they] receive the protections and compensation they are entitled to,” the spokesperson said, pointing to available resources like employment tax incentives and small business financing. “The state will continue to partner with truckers and the ports to ensure the continued movement of goods to California’s residents and businesses, which is critical to all of us.”\u003c/p>\n\u003cp>Lorena Gonzalez Fletcher, the former Assemblymember who authored AB 5 and now heads the California Labor Federation, took to Twitter this week to defend the law, arguing that it’s meant to help protect truckers from being exploited by some of the companies that hire them.\u003c/p>\n\u003cp>“What the law says is that you can’t pretend a driver/worker is an independent business to avoid paying gas/equipment, workers comp, social security, wages for hours waiting, etc. by simply saying ‘they own their own truck,'” \u003ca href=\"https://twitter.com/LorenaSGonzalez/status/1550088780408713217\">she said in a tweet\u003c/a>.\u003c/p>\n\u003cp>But Schrap of the Harbor Trucking Association says there needs to be some type of clarification about AB 5 and its impact on truckers. He pointed to the spate of industries exempted under the law, and questioned why trucking wasn’t among them.\u003c/p>\n\u003cp>“Obviously, there’s still outstanding questions,” he said. “If there weren’t outstanding questions about how this is going to apply, I don’t think any of these men and women would be down there protesting.”\u003c/p>\n\u003cp>There are plenty of opportunities for truckers to become employees if they want to, he said.\u003c/p>\n\u003cp>“The fact of the matter is, is that these individuals do not want to be employees,” he said. “That’s where the clarification is needed.”\u003c/p>\n\u003cp>\u003cem>\u003ci data-stringify-type=\"italic\">KQED’s Holly J. McDede contributed reporting to this story. \u003c/i>This story also includes reporting from the Associated Press.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Massive bottlenecks and backlogs in southern California are disrupting the global supply chain, leading to a shortage of everything from computer chips to kitchen supplies.\u003c/p>\n\u003cp>The ports of Los Angeles and Long Beach together bring in 40% of all goods shipped to the country by water, but these harbors are struggling to keep up with the influx of containers full of new goods coming in.[pullquote size=\"medium\" align=\"right\" citation=\"Danny Wan, executive director of the Port of Oakland\"]‘We have three terminals at the Port of Oakland and we’re about 75% capacity.’[/pullquote]\u003c/p>\n\u003cp>In mid-October, President Joe Biden announced that the Port of Los Angeles would operate around the clock, a decision that came after the Port of Long Beach also decided to extend its hours. Despite these measures, state officials are still working to find ways to increase the operational capacity of both ports.\u003c/p>\n\u003cp>The backlog’s origin story is complicated. Early in the pandemic, factories had to shut down or reduce their output. Shipping companies reduced their schedules, assuming people would be buying less stuff. Protective gear was sent to locations across the globe that don’t export many goods, so some of those shipping containers didn’t get returned.\u003c/p>\n\u003cp>Then, people did buy stuff — a lot of stuff. Warehouses struggled to hire enough workers to keep up with demand and they started getting backed up, leaving containers full of new goods at the ports, where they started to create traffic jams, said Chris Tang, a professor at UCLA’s Anderson School of Management who studies supply chain issues.\u003c/p>\n\u003cp>On Wednesday, Gov. Gavin Newsom toured the ports and announced that, starting Nov. 19, Caltrans will begin accepting applications for trucks moving from statewide ports and distribution centers to carry heavier loads of up to 88,000 pounds on state and interstate highways.\u003c/p>\n\u003cp>https://twitter.com/CAgovernor/status/1461082984325398530?s=20\u003c/p>\n\u003cp>But in the Bay Area, the Port of Oakland faces a completely different situation. The executive director of the port, Danny Wan, shared with state legislators earlier this month that Oakland actually has a lot of spare space.\u003c/p>\n\u003cp>“You look at the Bay and the whole terminal is empty,” he said. “Empty of containers. Empty of ships. And the operator tells me that this is the first time in the history where they’re operating Oakland that they have not one vessel call.”\u003c/p>\n\u003cp>KQED spoke with Wan, who also serves as president of the California Association of Port Authorities, this week to better understand the current situation in Oakland and how he proposes to overhaul California’s port infrastructure.\u003c/p>\n\u003cp>\u003cem>The following interview has been edited for length and clarity.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>KQED’s Brian Watt: Has the situation at the Port of Oakland changed since you met with legislators?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Danny Wan\u003c/strong>: We have three terminals at the Port of Oakland and we’re about 75% capacity. We’re talking to the shipping lines about returning some [shipping] to Oakland, and [we’re] not talking about shipping the stuff that usually goes down to LA and Long Beach in normal times, to come to Oakland. Some of the things that normally do come to Oakland, all of a sudden in this kind of disruptive environment, have now started to go down to Long Beach now instead of Oakland.\u003c/p>\n\u003cp>\u003cstrong>There are two international trade routes that are starting up this month docking at Oakland. Are they in response to the situation that has developed in Los Angeles and Long Beach?\u003c/strong>\u003c/p>\n\u003cp>Normally what happens is that the shipping lines do a route from Asia to Los Angeles-Long Beach. They drop the cargo down there that’s destined for the southern California routes. And then they come up to Oakland. and they pick up exports and they also drop off what’s destined for northern California. What’s happening now is that they’re skipping Oakland because they want to get their containers back. They’re simply dropping all the cargo off in Los Angeles-Long Beach and expecting northern California export-importers to go down to Los Angeles into that congestion and do their business.\u003c/p>\n\u003cp>These two new trade routes are direct shipping lines coming to Oakland — not to Los Angeles-Long Beach. They’re first coming to Oakland to drop off the imports and pick up the exports and go back to Asia directly so that we have a direct route … that is perfect for us, that is efficient, that is going to serve the people up here and we hope to have more of those kind of routes starting up.\u003cbr>\n[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>What is your suggestion for what could be done to help push through some of the bottleneck issues we see at the ports?\u003c/strong>\u003c/p>\n\u003cp>There’s a lot of discussion about whether we can relieve the congestion for Christmas. I unfortunately got a report that this congestion problem is not going to be solved by Christmas. What we need to do is make sure that this congestion problem does not last very much into the new year.\u003c/p>\n\u003cp>[aside label ='Related Coverage' tag='economy']One of the solutions I’m suggesting is to use our maximum capacity, including the Port of Oakland. We have another 25% capacity. We could help relieve that congestion down south. I think that there needs to be some kind of discussion about coordinating the various parties in the supply chain in terms of moving, making space available and getting more information to our shippers … to have some clarity as to when the schedule is, when they can get spots, when they can get their containers so that people can coordinate the system better to make it flow more smoothly.\u003c/p>\n\u003cp>But in the long term, there’s an issue. California ports are especially underinvested. We need a coordinated effort from the state and the federal government to make more investment into the supply chain in California, both in terms of dock space, dock improvements, but also workforce training as well as other issues, like inland warehouse development.\u003c/p>\n\u003cp>\u003cstrong>Do you feel that the recently approved federal infrastructure package, which includes $17 billion for infrastructure at ports, is a start?\u003c/strong>\u003c/p>\n\u003cp>Absolutely. I appreciate the Biden administration recognizing that this is an important investment in the package. But I think one of the issues that we need to bring out … is that California ports, compared to, for example, the Gulf ports of the East and the South are having an investment disadvantage of about 11 to 1. In other words, for every dollar they invest in the West Coast, in California ports, 11 dollars are invested in other ports on other coasts. So California is way behind.\u003c/p>\n\u003cp>We need to have a California-coordinated freight policy that not only makes sense of the capacity issue — where we ship the goods, but also in terms of investing, having a plan to invest so that we can compete for that federal investment that’s coming in with the infrastructure package.\u003c/p>\n\u003cp>\u003cem>This post includes reporting from CalMatters’s Gal Gedye.\u003c/em>\u003cbr>\n[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In mid-October, President Joe Biden announced that the Port of Los Angeles would operate around the clock, a decision that came after the Port of Long Beach also decided to extend its hours. Despite these measures, state officials are still working to find ways to increase the operational capacity of both ports.\u003c/p>\n\u003cp>The backlog’s origin story is complicated. Early in the pandemic, factories had to shut down or reduce their output. Shipping companies reduced their schedules, assuming people would be buying less stuff. Protective gear was sent to locations across the globe that don’t export many goods, so some of those shipping containers didn’t get returned.\u003c/p>\n\u003cp>Then, people did buy stuff — a lot of stuff. Warehouses struggled to hire enough workers to keep up with demand and they started getting backed up, leaving containers full of new goods at the ports, where they started to create traffic jams, said Chris Tang, a professor at UCLA’s Anderson School of Management who studies supply chain issues.\u003c/p>\n\u003cp>On Wednesday, Gov. Gavin Newsom toured the ports and announced that, starting Nov. 19, Caltrans will begin accepting applications for trucks moving from statewide ports and distribution centers to carry heavier loads of up to 88,000 pounds on state and interstate highways.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>But in the Bay Area, the Port of Oakland faces a completely different situation. The executive director of the port, Danny Wan, shared with state legislators earlier this month that Oakland actually has a lot of spare space.\u003c/p>\n\u003cp>“You look at the Bay and the whole terminal is empty,” he said. “Empty of containers. Empty of ships. And the operator tells me that this is the first time in the history where they’re operating Oakland that they have not one vessel call.”\u003c/p>\n\u003cp>KQED spoke with Wan, who also serves as president of the California Association of Port Authorities, this week to better understand the current situation in Oakland and how he proposes to overhaul California’s port infrastructure.\u003c/p>\n\u003cp>\u003cem>The following interview has been edited for length and clarity.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>KQED’s Brian Watt: Has the situation at the Port of Oakland changed since you met with legislators?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Danny Wan\u003c/strong>: We have three terminals at the Port of Oakland and we’re about 75% capacity. We’re talking to the shipping lines about returning some [shipping] to Oakland, and [we’re] not talking about shipping the stuff that usually goes down to LA and Long Beach in normal times, to come to Oakland. Some of the things that normally do come to Oakland, all of a sudden in this kind of disruptive environment, have now started to go down to Long Beach now instead of Oakland.\u003c/p>\n\u003cp>\u003cstrong>There are two international trade routes that are starting up this month docking at Oakland. Are they in response to the situation that has developed in Los Angeles and Long Beach?\u003c/strong>\u003c/p>\n\u003cp>Normally what happens is that the shipping lines do a route from Asia to Los Angeles-Long Beach. They drop the cargo down there that’s destined for the southern California routes. And then they come up to Oakland. and they pick up exports and they also drop off what’s destined for northern California. What’s happening now is that they’re skipping Oakland because they want to get their containers back. They’re simply dropping all the cargo off in Los Angeles-Long Beach and expecting northern California export-importers to go down to Los Angeles into that congestion and do their business.\u003c/p>\n\u003cp>These two new trade routes are direct shipping lines coming to Oakland — not to Los Angeles-Long Beach. They’re first coming to Oakland to drop off the imports and pick up the exports and go back to Asia directly so that we have a direct route … that is perfect for us, that is efficient, that is going to serve the people up here and we hope to have more of those kind of routes starting up.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>What is your suggestion for what could be done to help push through some of the bottleneck issues we see at the ports?\u003c/strong>\u003c/p>\n\u003cp>There’s a lot of discussion about whether we can relieve the congestion for Christmas. I unfortunately got a report that this congestion problem is not going to be solved by Christmas. What we need to do is make sure that this congestion problem does not last very much into the new year.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>One of the solutions I’m suggesting is to use our maximum capacity, including the Port of Oakland. We have another 25% capacity. We could help relieve that congestion down south. I think that there needs to be some kind of discussion about coordinating the various parties in the supply chain in terms of moving, making space available and getting more information to our shippers … to have some clarity as to when the schedule is, when they can get spots, when they can get their containers so that people can coordinate the system better to make it flow more smoothly.\u003c/p>\n\u003cp>But in the long term, there’s an issue. California ports are especially underinvested. We need a coordinated effort from the state and the federal government to make more investment into the supply chain in California, both in terms of dock space, dock improvements, but also workforce training as well as other issues, like inland warehouse development.\u003c/p>\n\u003cp>\u003cstrong>Do you feel that the recently approved federal infrastructure package, which includes $17 billion for infrastructure at ports, is a start?\u003c/strong>\u003c/p>\n\u003cp>Absolutely. I appreciate the Biden administration recognizing that this is an important investment in the package. But I think one of the issues that we need to bring out … is that California ports, compared to, for example, the Gulf ports of the East and the South are having an investment disadvantage of about 11 to 1. In other words, for every dollar they invest in the West Coast, in California ports, 11 dollars are invested in other ports on other coasts. So California is way behind.\u003c/p>\n\u003cp>We need to have a California-coordinated freight policy that not only makes sense of the capacity issue — where we ship the goods, but also in terms of investing, having a plan to invest so that we can compete for that federal investment that’s coming in with the infrastructure package.\u003c/p>\n\u003cp>\u003cem>This post includes reporting from CalMatters’s Gal Gedye.\u003c/em>\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cp>Some 800 seafarers from around the world have received COVID-19 vaccinations at the Port of Oakland since May, part of an effort to ease an international crisis that has left hundreds of thousands of merchant ship crew members stuck at sea due to pandemic-related health concerns.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Seth Gomez, senior pharmacist, Alameda County Health Care for the Homeless\"]‘I think it’s important that we get as many people vaccinated as possible, regardless of where they call home.’[/pullquote]The local vaccine drive, organized by the International Maritime Center in Oakland, mirrors similar initiatives in a growing number of ports around the world to administer the single-dose Johnson & Johnson vaccine to stranded crews. Ports in India, the Philippines and Belgium have also recently launched their own programs to vaccinate stranded seafarers.\u003c/p>\n\u003cp>At the Port of Oakland, medical workers from Alameda County’s Health Care for the Homeless program and Contra Costa Health Services, in partnership with the health care company Curative, typically set up shop aboard docked ships, and vaccinate anyone willing to roll up their sleeves. Many crew members hail from countries that have been ravaged by the pandemic, where vaccines are still largely out of reach, said John Claassen, chairman of the International Maritime Center.\u003c/p>\n\u003cfigure id=\"attachment_11877727\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11877727 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/06/RS49575_009_PortofOakland_Vaccination_05272021-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49575_009_PortofOakland_Vaccination_05272021-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49575_009_PortofOakland_Vaccination_05272021-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49575_009_PortofOakland_Vaccination_05272021-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49575_009_PortofOakland_Vaccination_05272021-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49575_009_PortofOakland_Vaccination_05272021-qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Crew members from the cargo ship Sea Hope get their temperatures checked before receiving the Johnson & Johnson vaccine during a vaccination drive at the Port of Oakland on May 27, 2021. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“These are people who are stuck aboard the ship, and their families are worried sick about them. In countries like the Philippines and India, they’re not getting the vaccines,” he said. “So here … they’re so happy they’re taking pictures.”\u003c/p>\n\u003cp>At the beginning of the pandemic, many governments shut down their borders and banned international shipping crews from coming ashore. That had devastating consequences not just for the world economy (an estimated 80% of global trade is moved by maritime transport), but also the roughly 2 million seafarers who operate the global fleet of merchant ships.\u003c/p>\n\u003cp>\u003ca href=\"https://www.imo.org/en/MediaCentre/HotTopics/Pages/FAQ-on-crew-changes-and-repatriation-of-seafarers.aspx\">The International Maritime Organization\u003c/a> estimates that as of March 2021, roughly 200,000 seafarers were still stranded on their ships, a logjam the group calls a humanitarian and economic crisis.\u003c/p>\n\u003cfigure id=\"attachment_11877718\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/06/RS49569_001_PortofOakland_Vaccination_05272021-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11877718\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/06/RS49569_001_PortofOakland_Vaccination_05272021-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49569_001_PortofOakland_Vaccination_05272021-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49569_001_PortofOakland_Vaccination_05272021-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49569_001_PortofOakland_Vaccination_05272021-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49569_001_PortofOakland_Vaccination_05272021-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49569_001_PortofOakland_Vaccination_05272021-qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Crew members of the NYK Delphinus cargo ship wait to receive their Johnson & Johnson vaccines during a Port of Oakland vaccination drive on May 27, 2021. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Maritime workers are a crucial but often overlooked part of the vast global shipping industry, and have been impacted particularly hard by the pandemic, said Margaret Reasoner, a volunteer with the Oakland chapter of the International Maritime Center. One deck seaman on a container ship recently told her he had been stuck at sea for 14 months, she said.\u003c/p>\n\u003cp>[ad fullwidth]“Mariners are resilient people. They understand they’re going to be gone from their families, she said. But, “we don’t think, ‘I’ll go to work and I won’t see my family, I won’t see my kids, for 14 months.’ That’s a long time.”\u003c/p>\n\u003cp>Ships can’t afford to risk anyone on board contracting the virus, since containment is difficult and health care services limited.\u003c/p>\n\u003cfigure id=\"attachment_11879622\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/06/RS49592_026_PortofOakland_Vaccination_05272021-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11879622\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/06/RS49592_026_PortofOakland_Vaccination_05272021-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49592_026_PortofOakland_Vaccination_05272021-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49592_026_PortofOakland_Vaccination_05272021-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49592_026_PortofOakland_Vaccination_05272021-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49592_026_PortofOakland_Vaccination_05272021-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49592_026_PortofOakland_Vaccination_05272021-qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A cargo ship crew member receives his vaccine during a pop-up event at the Port of Oakland on May 27, 2021. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Brian Helmle, a deckhand on the San Francisco Bay Ferry, and a member of the Inlandboatmen’s Union, recently volunteered to help vaccinate crew members of the MV Cape Orlando, docked just across the estuary in Alameda. Doing so, he said, is a good way to show international solidarity with other maritime workers.\u003c/p>\n\u003cp>[aside label=\"related coverage\" tag=\"port-of-oakland\"]“I have coworkers on the ferry boats who have been shipped out on deep-sea shipping lines, and they have told me stories about how hard the work is and how isolating it is,” he said. “And in times where there’s any kind of emergency, you know, health or war or anything like that, people go from being isolated to being in danger or stranded and unable to get home.”\u003c/p>\n\u003cp>Alameda County Health Care for the Homeless, one of the groups involved in the effort, is used to delivering vaccines to people where they are, said Seth Gomez, a senior pharmacist.\u003c/p>\n\u003cp>“Being a clinician first, and a pharmacist, I think it’s important that we get as many people vaccinated as possible, regardless of where they call home,” he said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The local vaccine drive, organized by the International Maritime Center in Oakland, mirrors similar initiatives in a growing number of ports around the world to administer the single-dose Johnson & Johnson vaccine to stranded crews. Ports in India, the Philippines and Belgium have also recently launched their own programs to vaccinate stranded seafarers.\u003c/p>\n\u003cp>At the Port of Oakland, medical workers from Alameda County’s Health Care for the Homeless program and Contra Costa Health Services, in partnership with the health care company Curative, typically set up shop aboard docked ships, and vaccinate anyone willing to roll up their sleeves. Many crew members hail from countries that have been ravaged by the pandemic, where vaccines are still largely out of reach, said John Claassen, chairman of the International Maritime Center.\u003c/p>\n\u003cfigure id=\"attachment_11877727\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11877727 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/06/RS49575_009_PortofOakland_Vaccination_05272021-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49575_009_PortofOakland_Vaccination_05272021-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49575_009_PortofOakland_Vaccination_05272021-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49575_009_PortofOakland_Vaccination_05272021-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49575_009_PortofOakland_Vaccination_05272021-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49575_009_PortofOakland_Vaccination_05272021-qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Crew members from the cargo ship Sea Hope get their temperatures checked before receiving the Johnson & Johnson vaccine during a vaccination drive at the Port of Oakland on May 27, 2021. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“These are people who are stuck aboard the ship, and their families are worried sick about them. In countries like the Philippines and India, they’re not getting the vaccines,” he said. “So here … they’re so happy they’re taking pictures.”\u003c/p>\n\u003cp>At the beginning of the pandemic, many governments shut down their borders and banned international shipping crews from coming ashore. That had devastating consequences not just for the world economy (an estimated 80% of global trade is moved by maritime transport), but also the roughly 2 million seafarers who operate the global fleet of merchant ships.\u003c/p>\n\u003cp>\u003ca href=\"https://www.imo.org/en/MediaCentre/HotTopics/Pages/FAQ-on-crew-changes-and-repatriation-of-seafarers.aspx\">The International Maritime Organization\u003c/a> estimates that as of March 2021, roughly 200,000 seafarers were still stranded on their ships, a logjam the group calls a humanitarian and economic crisis.\u003c/p>\n\u003cfigure id=\"attachment_11877718\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/06/RS49569_001_PortofOakland_Vaccination_05272021-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11877718\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/06/RS49569_001_PortofOakland_Vaccination_05272021-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49569_001_PortofOakland_Vaccination_05272021-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49569_001_PortofOakland_Vaccination_05272021-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49569_001_PortofOakland_Vaccination_05272021-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49569_001_PortofOakland_Vaccination_05272021-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49569_001_PortofOakland_Vaccination_05272021-qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Crew members of the NYK Delphinus cargo ship wait to receive their Johnson & Johnson vaccines during a Port of Oakland vaccination drive on May 27, 2021. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Maritime workers are a crucial but often overlooked part of the vast global shipping industry, and have been impacted particularly hard by the pandemic, said Margaret Reasoner, a volunteer with the Oakland chapter of the International Maritime Center. One deck seaman on a container ship recently told her he had been stuck at sea for 14 months, she said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Mariners are resilient people. They understand they’re going to be gone from their families, she said. But, “we don’t think, ‘I’ll go to work and I won’t see my family, I won’t see my kids, for 14 months.’ That’s a long time.”\u003c/p>\n\u003cp>Ships can’t afford to risk anyone on board contracting the virus, since containment is difficult and health care services limited.\u003c/p>\n\u003cfigure id=\"attachment_11879622\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/06/RS49592_026_PortofOakland_Vaccination_05272021-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11879622\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/06/RS49592_026_PortofOakland_Vaccination_05272021-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49592_026_PortofOakland_Vaccination_05272021-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49592_026_PortofOakland_Vaccination_05272021-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49592_026_PortofOakland_Vaccination_05272021-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49592_026_PortofOakland_Vaccination_05272021-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/06/RS49592_026_PortofOakland_Vaccination_05272021-qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A cargo ship crew member receives his vaccine during a pop-up event at the Port of Oakland on May 27, 2021. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Brian Helmle, a deckhand on the San Francisco Bay Ferry, and a member of the Inlandboatmen’s Union, recently volunteered to help vaccinate crew members of the MV Cape Orlando, docked just across the estuary in Alameda. Doing so, he said, is a good way to show international solidarity with other maritime workers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“I have coworkers on the ferry boats who have been shipped out on deep-sea shipping lines, and they have told me stories about how hard the work is and how isolating it is,” he said. “And in times where there’s any kind of emergency, you know, health or war or anything like that, people go from being isolated to being in danger or stranded and unable to get home.”\u003c/p>\n\u003cp>Alameda County Health Care for the Homeless, one of the groups involved in the effort, is used to delivering vaccines to people where they are, said Seth Gomez, a senior pharmacist.\u003c/p>\n\u003cp>“Being a clinician first, and a pharmacist, I think it’s important that we get as many people vaccinated as possible, regardless of where they call home,” he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"info": "Chris Thile steps to the mic as the host of Live from Here (formerly A Prairie Home Companion), a live public radio variety show. Download Chris’s Song of the Week plus other highlights from the broadcast. Produced by American Public Media.",
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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": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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"title": "Selected Shorts",
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"soldout": {
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"title": "SOLD OUT: Rethinking Housing in America",
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"title": "TED Radio Hour",
"info": "The TED Radio Hour is a journey through fascinating ideas, astonishing inventions, fresh approaches to old problems, and new ways to think and create.",
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"info": "Tech Nation is a weekly public radio program, hosted by Dr. Moira Gunn. Founded in 1993, it has grown from a simple interview show to a multi-faceted production, featuring conversations with noted technology and science leaders, and a weekly science and technology-related commentary.",
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"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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