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"content": "\u003cp>\u003cem>\u003ca href=\"#Viewthefullepisodetranscript\">View the full episode transcript.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>On a sunny day, the beauty of San Francisco Bay rivals almost any place in the world. The stately bridges boldly cross its watery expanse, dreamy islands call out for exploration, green or golden hills rise up on all sides and the twinkling lights of the city sparkle in the distance. But on a foggy, windy day, that same paradise can be treacherous for ships coming in and out of the Golden Gate.\u003c/p>\n\u003cp>That’s why all ships over 750 gross tons — about 150 feet or longer — are required to use a special mariner who knows the local conditions when they enter or exit the bay. Known as bar pilots, these local guides board vessels about 11 miles west of the Golden Gate Bridge, take charge of the ship and guide it safely under the bridges and through the bay to its anchorage spot or port berth. They also help move vessels within the bay, like from anchorage to port, for example.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Erik Udd often sees the bar pilot speedboat depart from Pier 9, where the bar pilots are headquartered, as he cycles his pedicab along the Embarcadero.\u003c/p>\n\u003cp>“I’ve seen the boats, and I’ve seen them heading out towards the Golden Gate, but I never thought about the process,” Udd said. So he asked Bay Curious: “What do they do? How does it work? Do they get hazard pay when they’re out there in a storm?”\u003c/p>\n\u003ch2>How the bar pilots came to be\u003c/h2>\n\u003cp>There are a lot of reasons San Francisco Bay is a tricky port to enter. First, there’s a large sandbar outside the mouth of the Golden Gate with only a narrow channel through it that’s deep enough for ships to navigate. Then there’s the weather — dense fog, strong winds and winter storms. Lastly, the currents can be deadly and pull ships off course.\u003c/p>\n\u003cp>For all these reasons, many Gold Rush-era ships foundered and sank on their way into the bay. And sunken ships are bad for the flow of commerce. They create additional maritime hazards and gum up the works.\u003c/p>\n\u003cfigure id=\"attachment_12089870\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12089870 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-22-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-22-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-22-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-22-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A pilot boat operator navigates a pilot boat in the San Francisco Bay. The pilots guide large ships along California’s coast to ports in San Francisco Bay and beyond. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089871\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089871\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-28-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-28-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-28-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-28-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Ships sit at anchor in the San Francisco Bay in areas known as ‘anchor buckets,’ where commercial vessels can remain for extended periods. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The San Francisco Bar Pilots have been around a long time,” said Anne McIntyre, business director for the San Francisco Bar Pilots. “We were founded in 1850. The first thing the California legislature did was pass the Pilotage Act, and that’s what founded the San Francisco Bar Pilots.”\u003c/p>\n\u003cp>Evidence of this long history lines the walls of bar pilot headquarters at Pier 9. The first ships they served were sailing ships, but soon steam-powered vessels came on the scene, and eventually, diesel engines.\u003c/p>\n\u003cfigure id=\"attachment_12089869\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089869\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-01-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-01-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-01-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-01-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Capt. Cevan LeSieur points to historic photos of early bar pilot boats at the San Francisco Bar Pilots headquarters in San Francisco. The San Francisco Bar Pilot Association was founded in 1850 and is one of the oldest maritime organizations on the Pacific Coast. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the early days, “the pilot would get on a little dinghy, and they’d row to the side of the ship, and then climb up the ladder,” said Captain Cevan Lesieur, a bar pilot with more than 10 years of experience.\u003c/p>\n\u003cp>He has piloted hundreds of ships through the bay’s waters and shook his head at the idea of one man braving the fog and wind alone in a boat powered only by his own strength.\u003c/p>\n\u003cp>“You know when I look at the type of weather and conditions we deal with, these people were just tougher than we are nowadays,” he said.\u003c/p>\n\u003ch2>What’s it like being a bar pilot today?\u003c/h2>\n\u003cp>That’s not to say being a bar pilot today is easy. They have to navigate many types of waterways – including through the open ocean, up and down the Stockton and Sacramento rivers, under several bridges and through a congested central bay. They also pilot all kinds of vessels from massive cargo ships to cruise ships, tankers to bulkers, yachts to car ships.\u003c/p>\n\u003cp>The most harrowing part of a bar pilot’s job is open water boarding. Here’s how it works: when a ship approaches San Francisco from the open ocean, it meets up with a station boat that’s always waiting 11 miles west of the Golden Gate Bridge. The crew on that boat rotates weekly, but the bar pilots work 365 days a year in all weather conditions.\u003c/p>\n\u003cfigure id=\"attachment_12089866\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089866\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-34-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-34-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-34-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-34-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Capt. Cevan LeSieur (left) prepares to board the Pasha Hawaii ship George III at the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089879\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089879\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-scaled.jpg\" alt=\"\" width=\"2560\" height=\"847\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-2000x662.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-1536x508.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-2048x678.jpg 2048w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Left: A bar pilot boat pulls up next to the Pasha Hawaii ship George III at the Port of Oakland. Right: Capt. Cevan LeSieur boards the Pasha Hawaii ship George III. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As the ship approaches, it slows down to 9 knots — about 12 miles per hour — and the pilot boat comes alongside at the same speed. Then, timing the jump carefully, the bar pilot leaps across and grabs onto a ladder hanging on the side of the ship.\u003c/p>\n\u003cp>They are not tied into anything when they make this jump. When a ship leaves for sea, this process is reversed, with the bar pilot jumping from the ladder to the moving deck of the pilot boat.[aside postID=news_12088210 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260521-YEMENICOFFEE-11-BL-KQED.jpg']“Getting on can be tricky, and people have gone in the water,” said John Carlier, the president of the bar pilots association and a man with more than 30 years on the job. “But getting off and trying to get that small landing area on that deck while that boat’s surfing past you can be a bit sketchy.”\u003c/p>\n\u003cp>If a pilot does go in the water, he’s wearing a “float coat,” which turns into a lifejacket when it hits the water, complete with lights and a safety whistle. Pilots make the jump in all kinds of weather conditions.\u003c/p>\n\u003cp>“If it’s not safe, you don’t do it, but a lot of people would look at the conditions and not think it’s safe, but we have our own definition of it,” Lesieur said.\u003c/p>\n\u003cp>He estimated that it’s only about once a year that the weather is so bad that the pilot can’t make the jump. If that happens, the pilot has to stay on the ship until the next port of call and then fly home, and no one wants that.\u003c/p>\n\u003cp>Our question asker, Erik Udd, was interested in knowing if bar pilots receive hazard pay during bad weather, and the answer is no. But they are paid well — in the mid-six figures on average. They are paid by the shipping companies that use their services. There’s a \u003ca href=\"https://sfbarpilots.com/wp-content/uploads/2019/03/Pilotage-Rates.pdf\">rate structure\u003c/a> based on the tonnage of the ship.\u003c/p>\n\u003ch2>Becoming a bar pilot\u003c/h2>\n\u003cp>To become a bar pilot, a person must be a mid-career captain with decades of experience already. There’s a written test and a simulator test. Based on those scores, candidates are ranked on a list from which the bar pilots pull when apprenticeships open up. Once in the training program, most people spend close to two years shadowing more experienced pilots and learning all the different routes.\u003c/p>\n\u003cp>“The area starts with the Gulf of the Farallones, works its way through the main bay, down the Redwood City, and all the way up to Stockton and Sacramento,” Carlier said. “There’s eight different sections. You’re going to do in the neighborhood of at least 600 jobs under the tutelage of existing pilots.”\u003c/p>\n\u003cfigure id=\"attachment_12089872\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089872\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-57-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-57-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-57-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-57-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bar pilot Capt. Cevan LeSieur stands on the bridge of the Pasha Hawaii ship George III while docked at the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>They also have to learn by heart over 670 aids to navigation — the lights and buoys — as well as the depth charts for the entire 5,000-square-mile area.\u003c/p>\n\u003cp>Despite the expertise and local knowledge of the bar pilots, there have been instances when they made mistakes with devastating consequences. In 2007, a ship with a bar pilot in charge \u003ca href=\"https://response.restoration.noaa.gov/remembering-cosco-busan-overview-2007-oil-spill\">clipped one of the Bay Bridge towers\u003c/a> and 58,000 gallons of fuel oil spilled into the bay.\u003c/p>\n\u003cp>“There were some communication problems between the pilot and the crew as to where the center of the bridge was on their electronic [navigation] equipment, which definitely added to the sideswiping of the Delta Tower of the Bay Bridge,” Carlier said. “We actually bring our own electronic navigation equipment with us on board now. We also bring our GPS antennas.”\u003c/p>\n\u003ch2>Bar pilots at work\u003c/h2>\n\u003cp>The container ships that dock at the Port of Oakland to load and unload cargo are massive. The largest ones are as long as the Salesforce Tower is tall, but even more modestly sized ones are huge. The bar pilots have had to adapt as the ships have gotten bigger.\u003c/p>\n\u003cp>\u003ca href=\"https://www.pashahawaii.com/services/vessels/george-iii\">George III is a container ship\u003c/a> operated by Pasha Hawaii that brings supplies to the Hawaiian Islands. It runs the same route every two weeks, leaving Honolulu mostly empty save for a few commodities like macadamia nuts and rum, stops in Oakland to take on cargo and then heads down to Long Beach for more, before returning to Hawaii.\u003c/p>\n\u003cfigure id=\"attachment_12089946\" class=\"wp-caption aligncenter\" style=\"max-width: 1600px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089946\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GraphBarPilots.jpg\" alt=\"\" width=\"1600\" height=\"1079\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GraphBarPilots.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GraphBarPilots-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GraphBarPilots-1536x1036.jpg 1536w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\">\u003cfigcaption class=\"wp-caption-text\">Many of the ships operating in the bay are as long as a skyscraper is tall. \u003ccite>(Courtesy of the San Francisco Bar Pilots)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The state of Hawaii has about three to five days of food availability if shipping stopped,” said Ed Washburn, senior vice president of fleet operations. “So it’s very sensitive.”\u003c/p>\n\u003cp>The crew of the ship signs on for long stints, 10 to 14 weeks, but then gets just as much time off on land. When they’re on board, they work as a team to keep ship operations running smoothly, the loads balanced, and the engines purring.\u003c/p>\n\u003cp>George III is a unique vessel because it runs on both diesel fuel and \u003ca href=\"https://www.pashahawaii.com/news-media/news/571/pasha-hawaii-marks-historic-milestone-mv-george-iii-first-lng-powered\">natural gas\u003c/a>, making it a cleaner vessel, but also one with more specific engineering needs. The crew eats, sleeps and works in shifts, building a strong sense of camaraderie.\u003c/p>\n\u003cfigure id=\"attachment_12089873\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089873\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-60-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-60-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-60-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-60-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A crew member on the Pasha Hawaii ship George III works on the bridge while docked at the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089878\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089878\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-scaled.jpg\" alt=\"\" width=\"2560\" height=\"846\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-2000x661.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-1536x507.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-2048x676.jpg 2048w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Left: Mark Bancroft, a second assistant engineer, works in the engine room of the Pasha Hawaii ship George III while docked at the Port of Oakland. Right: Crew members eat dinner on the George III before departing the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When it’s time to push off for sea, the bar pilot boards the ship and heads towards the ship’s bridge, at the top of the vessel. From there, he checks in with the captain, makes sure the equipment has all been tested and communicates with tugboats.\u003c/p>\n\u003cp>“It’s kinda anticlimactic when you have 90-ton boats and no wind,” said Christian Barron, the bar pilot on duty as George III slowly inched away from the dock. “We’ll start casting off tugs once we get about half a mile from here and start bringing her up to speed.”\u003c/p>\n\u003cfigure id=\"attachment_12089875\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089875\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-83-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-83-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-83-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-83-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco bar pilot Christian Barron works on the Pasha Hawaii ship George III before departing the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089874\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089874\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-72-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-72-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-72-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-72-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bar pilot boat is docked at the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089876\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089876\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-101-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-101-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-101-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-101-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Views of the San Francisco skyline from a bar pilot boat. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Once the ship was safely out of San Francisco Bay, Christian climbed down the ladder and jumped onto the station boat, where he waited for the next ship needing his services to arrive.\u003c/p>\n\u003cp>When the bar pilots are doing their jobs well, we landlubbers might not even know they exist. We only see the stocked grocery shelves, fuel at the gas pump and cruise ships awaiting passengers at the pier. But to make all of that happen, a bar pilot is working day or night, rain or shine, fog or no, to bring ships safely to port.\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003ch2>\u003ca id=\"Viewthefullepisodetranscript\">\u003c/a>Episode transcript\u003c/h2>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> If you ask mariners, they’ll tell you, navigating a boat from the open ocean into the San Francisco Bay is notoriously treacherous.\u003c/p>\n\u003cp>There’s the dense fog that can make it hard to see. Strong currents constantly rearrange the sea floor, and can quickly throw a vessel off course. And finally – our bridges! If a boat were to strike a pillar it could be\u003cem> catastrophic. \u003c/em>\u003c/p>\n\u003cp>That’s why captains of big ships aren’t allowed to navigate into port on their own. A specially trained mariner called a \u003cem>bar pilot\u003c/em> – hops aboard every ship that comes into San Francisco Bay, and takes over command.\u003c/p>\n\u003cp>We got a question about those bar pilots, so we sent Bay Curious editor and producer Katrina Schwartz to the Embarcadero to meet the man who asked it.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Erik Udd said he’d meet me at the Embarcadero BART station. When I emerged on the escalator he was waiting for me, sitting at the helm of a pedicab.\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>It’s a great retirement job, I get exercise, it is perfect for me.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>While we talk, he’s giving me a ride in his pedicab over to Pier 9…near the Exploratorium…\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>Oh, there goes a boat right now.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>While Erik pedals along the Embarcadero, he often notices the orange and white boats with the word “PILOT” painted on the side in giant, all caps letters.\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>I’ve seen the boats and I’ve seen them heading out towards the golden gate, but I never thought about the process. What do they do? How does it work?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Erik wants to know everything about the bar pilots. Like, how does the pilot get onto one of those big container ships?\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>How big of a boat needs a pilot to come into the bay?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>What kind of training do the pilots go through?\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>Has anyone ever gone in the water? I’m sure someone has gone in the water. Maybe a better question is how many times?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>What happens when there’s a storm?\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>Do they get hazard pay when they’re out there in a storm?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>After all, some of the ships coming into the bay are truly massive.\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>It’s like a building is moving along across the water. Those things are huge.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>It’s quite a lot of questions, but I’m up to the task. Erik drops me off at Pier 9, where the Bar Pilots are headquartered. It’s the last office out at the end of the pier and sits behind a chain link fence. But once I’m inside, it looks like a fairly typical office building except the views of the bay are stunning.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>Anne’s office has the best views in the city.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Captains Cevan Lesieur and Anne McIntyre are showing me around.\u003c/p>\n\u003cp>Cevan has been a pilot here for 12 years.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>This is the best and most interesting waterway to work on from my experience and most challenging. So I always said if I was gonna become a pilot, it’d be in San Francisco.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Challenging because of the currents, the weather, the varied types of waterways and a congested central bay. Bar pilots can be called upon to move cruise ships, oil tankers, cargo ships, even really big yachts. And they have to be able to skillfully maneuver each type of vessel through narrowly dredged channels up the Sacramento and Stockton rivers and around smaller vessels.\u003c/p>\n\u003cp>\u003cstrong>Anne McIntyre: \u003c/strong>We service all nine Bay Area ports. So we take ships all the way up to West Sacramento, to Stockton, down to Redwood City, even down to Monterey.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Here’s how it works.\u003c/p>\n\u003cp>Every ship over about 150 feet is required by law to use a bar pilot to enter and exit the bay, as well as to move from anchor to port within the bay. The pilots serve about 75-hundred vessels a year.\u003c/p>\n\u003cp>The most dramatic moment for a bar pilot happens out in the open ocean beyond the Golden Gate Bridge.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>We have what we call our station boat or ocean boats. And one is off shore at all times, about 11 miles west of the Golden Gate Bridge. And so we have crews out there that rotate every week.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>When a large vessel is heading into San Francisco Bay, it meets up with the bar pilot boat out on the ocean and the bar pilot leaps from one to the other — you heard that right — and they are not tied into anything when they do it. Then they climb up a ladder on the outside of the ship.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>Timing is critical, and especially the worse the weather, the more important timing is.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>The ships are side-by-side going about 12-miles per hour when the pilot makes his jump. Cevan says there are some weather conditions that make the transfer too dangerous, but it doesn’t happen often…maybe once a year.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>If it’s not safe you don’t do it, but a lot of people would look at the conditions and not think it’s safe, but we have our own definition of it.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Once the pilot is on board, he or she communicates with the captain and crew to bring the vessel safely under the Golden Gate Bridge, through the Bay and to its anchorage spot or port berth. The same happens in reverse, except the pilot has to jump off the ladder and onto the pilot boat.\u003c/p>\n\u003cp>Every bar pilot I talked to had a harrowing story about open water boarding, but Cevan’s is the funniest.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>I was boarding a car ship and the conditions were really bad and the ship and the pilot boat were going up and down and up and down. The wind was so bad, I took like 3 attempts. Finally we came alongside and I was on the platform and I jumped and landed on the deck and was laying there. And the mate looked down, and said you’re f**ing crazy!\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Over their long history, pilots \u003cem>have\u003c/em> died and many have gone in the water, but it’s not common.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>In the modern era, we have not lost a pilot here. And the last time a pilot went into the water has been several years ago.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>If a pilot does miss the jump, he’s wearing a “float coat” that becomes a life jacket when he hits the water, complete with lights and whistles.\u003c/p>\n\u003cp>And to answer our question asker, no, they don’t get hazard pay. But they are paid well… on average about 500,000 a year — all of that paid by the companies operating the boats they serve.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> We’re going to take a quick break, but when we come back we’ll learn how the bar pilots came to be and Katrina gets to shadow a pilot on a real job. Will she make the jump? All that coming up.\u003c/p>\n\u003cp>Sponsor message\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>We were on a tour of bar pilot headquarters at Pier 9. Bay Curious editor and producer Katrina Schwartz found the halls are lined with evidence of the organization’s very \u003cstrong>long\u003c/strong> history.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Captains Cevan Lesieur and Anne McIntyre are showing me cool photos and artifacts from bar pilot history.\u003c/p>\n\u003cp>\u003cstrong>Anne McIntyre: \u003c/strong>We have to stop at this one here. This is the original charter from the first California legislative session.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Anne points to an old looking document on the wall.\u003c/p>\n\u003cp>\u003cstrong>Anne McIntyre: \u003c/strong>The San Francisco Bar Pilots have been around a long time. We were founded in 1850. We’re the second oldest business in San Francisco behind Boudin Bread.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>The bar pilots are as old as the state of California. Even back in 1850, state legislators understood the future of San Francisco — California even — depended on the safe flow of ships in and out of the Bay. We couldn’t have all these shipwrecks gumming up the works.\u003c/p>\n\u003cp>\u003cstrong>Anne McIntyre: \u003c/strong>We were the first act of the first California Legislature. So the first thing the California legislature did was pass the pilotage act happened and that’s what founded the San Francisco Bar Pilots.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Back then, the ships coming to San Francisco were mostly sailing vessels. By the end of the century coal-fired steam engines would come on the scene and later diesel engines. Each era required something different from the bar pilots, Cevan tells me. Boarding sailing ships might have been the most physically demanding.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>The pilot would get on a little dinghy, and they’d row to the side of the ship, and then you’d climb up the ladder.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>He shakes his head at the idea of rowing a dingy through dense fog and huge wake.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>You know when I look at the type of weather and conditions we deal with…These people were just tougher than we are nowadays. \u003cem>(Laughs, fade under)\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>To become a bar pilot, you have to be a mid-career captain with many years of experience. There’s a written test and a simulator test. Candidates are ranked based on their scores and are then eligible for an apprenticeship with the bar pilots.\u003c/p>\n\u003cp>\u003cstrong>John Carlier: \u003c/strong>You’re going to probably do in the neighborhood of at least 600 jobs under the tutelage of existing pilots.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>John Carlier is the President of the Bar Pilots Association. He says there are eight sections in the Bay, each with their own challenges, and the pilots have to learn all of them.\u003c/p>\n\u003cp>\u003cstrong>John Carlier: \u003c/strong>And the area starts with the Gulf of the Farallones, works its way through the main bay, down the Redwood City, and all the way up to Stockton and Sacramento.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Piloting up the rivers here can be especially challenging. The ships are within two feet of the bottom in narrow channels with little room for error. And it takes a long time, about 9 hours from the open ocean to Stockton or Sacramento, so they usually change bar pilots half way to avoid fatigue.\u003c/p>\n\u003cp>Despite all this training, there have been incidents when ships captained by bar pilots have run into trouble in the Bay. Like in 2007 when an oil tanker clipped one of the Bay Bridge towers.\u003c/p>\n\u003cp>\u003cstrong>John Carlier: \u003c/strong>Yes, that was a bar pilot.\u003c/p>\n\u003cp>\u003cstrong>News clip: \u003c/strong>A 900 foot container ship hit the Bay Bridge tower east of the main anchorage. 58,000 gallons of fuel oil. Countless fragile ecosystems.\u003c/p>\n\u003cp>\u003cstrong>John Carlier: \u003c/strong>There was some communication problems between the pilot and the crew as to where the center of the bridge was on their electronic nav equipment which definitely added to you know the the sideswiping of the Delta Tower of the Bay Bridge.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Because of that incident, the bar pilots now bring their own GPS navigational equipment on board with them so they don’t have to rely on the vessel’s equipment.\u003c/p>\n\u003cp>I’m going to get to see that in action soon, so we start heading towards a boat with the word “pilot” boldly written on its side tied up out back. We clamor aboard. It looks like a fancy speedboat, and head towards Oakland.\u003c/p>\n\u003cp>\u003cstrong>Pilot: \u003c/strong>Where do you want to head to?\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>Port of Oakland, George III\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>It takes about 20 minutes to cross the bay and soon our small boat is pulling up alongside a massive containership. This boat is considered “small” by shipping standards and it’s still as tall as a 15 story building from the water up to the top. I now have to step from the bobbing deck of the pilot boat onto a rope ladder dangling from the first deck.\u003c/p>\n\u003cp>\u003cem>Sounds of ladder clanking against the ship\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>I had hoped to do the open ocean leap I’d heard so much about. Climbing about 15 feet up this ladder felt pretty tame by comparison. The water in the Oakland estuary was very calm, kinda the training wheels version of this climb. No heroics for me.\u003c/p>\n\u003cp>This ship, George the III, brings supplies to the Hawaiian Islands.\u003c/p>\n\u003cp>\u003cstrong>Ed Washburn: \u003c/strong>Everything from medicine to groceries to fertilizer.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Ed Washburn is senior vice president of fleet operations with Pasha, Hawaii, the company that owns this vessel.\u003c/p>\n\u003cp>This ship runs the same two-week route on repeat.\u003c/p>\n\u003cp>\u003cstrong>Ed Washburn: \u003c/strong>The state of Hawaii has about three to five days of food availability, of shipping stopped. So it’s very sensitive.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>It leaves Honolulu mostly empty, carrying a few commodities like rum and macadamia nuts to the mainland. Then it stops in Oakland to pick up cargo, down to Long Beach for more and back to Honolulu.\u003c/p>\n\u003cp>\u003cstrong>Ed Washburn: \u003c/strong>The value of that is about $50 million in cargo each time.\u003c/p>\n\u003cp>Ok, should we go up to the bridge?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>The bridge is at the top of the ship and it’s where the bar pilot does their work. We walk up A LOT of steps to get there.\u003c/p>\n\u003cp>\u003cem>(sounds of steps under this)\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>From up here we have incredible views of the sun setting over the bay and the internal workings of the port.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>This is Christian Barron. He’s also a Cal Maritime graduate.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Today, Christian Barron is the bar pilot in charge. But Cevan is hanging out with me, explaining what’s happening so I don’t bug Christian at crucial moments, like when he’s checking in with the captain.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>Once the tugs have been made fast and the engine’s been tested we can get rolling.\u003c/p>\n\u003cp>\u003cstrong>Captain Eric Veloni: \u003c/strong>The engine has been tested.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>These massive ships are hard to maneuver, so pilots use tugboats to pull the ship off the dock.\u003c/p>\n\u003cp>\u003cstrong>Radio sounds: \u003c/strong>Captain, this is the chief engineer. Show of power. Cables secured.\u003c/p>\n\u003cp>\u003cstrong>Captain Eric Veloni: \u003c/strong>Roger, Dave.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Christian checks in with Vessel Traffic Services, basically air traffic control for boats, to let them know his plan and find out if there are other vessels in the shipping lanes he needs to be aware of.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>\u003cspan style=\"font-weight: 400;\">Traffic, good evening, 4-5. Preparing to depart Oakland 55 starboard side two bound for sea. Deep draft 32 feet two inches. Tend to Delta-Echo span and deep water traffic lane Working my tugs on 20 Alpha.\u003c/span>\u003c/p>\n\u003cp>\u003cb>VTS Operator:\u003c/b>\u003cspan style=\"font-weight: 400;\"> Roger, copy that, 4-5. George the third preparing to get underway from Oakland…\u003c/span>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Nothing to worry about. There’s a fair amount of waiting as the crew gets in position and the port workers untie the boat.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>All clear forward\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>And then we get going.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron:\u003c/strong> All clear fore and aft, stand clear of your tuglines.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Artemis and Apollo are the names of the tugboats.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>Ok, ready to go. Artemis stop and stretch. Apollo stop and stretch.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>As Christian gives orders, the massive container ship starts to slowly move away from the dock.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>It’s kinda anticlimactic when you have 90 ton boats and no wind.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Once the tugboats are secured and ready to go, the whole procedure only takes about ten minutes.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz (in scene): \u003c/strong>It is a little anticlimactic.\u003c/p>\n\u003cp>\u003cstrong>Captain Eric Veloni: \u003c/strong>We love boring when it comes to this.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz (in scene):\u003c/strong> I didn’t even realize we were moving at first.\u003c/p>\n\u003cp>\u003cem>Port sounds\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz (in scene): \u003c/strong>You pushed off, what’s the next thing.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>I’ll give a command for dead slow ahead. We’ll confirm the engines come up to rpm and then we’ll put the tugs in position so they can follow along so they’re not impeding us, but can still affect the boat if we have an engine or steering failure they can still maneuver the vessel if need be.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Then he’ll check in with traffic again to let them know he’s underway and get any updates.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>And then we’ll start casting off tugs once we get about half a mile from here and start bringing her up to speed.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz (in scene): \u003c/strong>Anything you’re particularly concerned about tonight?\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>Tonight, no. We have a little bit of current at the bar, so I just need to make sure I time my turns correctly, use enough rudder, engine.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Unfortunately, the bar pilots were not keen on me following Christian all the way out into the open ocean to disembark at 9 knots onto the pilot boat. Instead, we’ll be going back down the ladder in the Oakland estuary.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Thanks, nice to meet you all. Safe voyage.\u003c/p>\n\u003cp>\u003cstrong>Captain Eric Veloni: \u003c/strong>Be safe on the ladder!\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>We tramp down many flights of stairs, back to the lowest deck and our ladder.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>It should be easier going down, right.\u003c/p>\n\u003cp>\u003cem>Sounds of clanking\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Pilot boat crew: \u003c/strong>You’re two from the bottom…\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>As we head back towards the Ferry Building, the sun’s last glow seeping from the sky, I’m struck by the vastness of the Bay as the darkness encroaches.\u003c/p>\n\u003cp>I’m heading home to my warm bed. But a crew of bar pilots is waiting 11 miles offshore rain or shine. At their best, their work is invisible to us. We only notice the stocked shelves, cruise ships at their berths and fuel at the gas station. Our entire city works because they do. Guiding ship after ship through the fog and to safety.\u003c/p>\n\u003cp>\u003cem>Sound of the pilot boat motoring back to the Embarcadero\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>That was Bay Curious editor and producer, Katrina Schwartz.\u003c/p>\n\u003cp>Thanks to the KQED Members whose support made this episode possible! If you’d like to become a member, visit donate.kqed.org/podcasts to get started. It only takes a minute and comes with some nice perks. We’ll drop the link in our show notes.\u003c/p>\n\u003cp>Bay Curious is made by Katrina Schwartz, Christopher Beale and me, Olivia Allen-Price. With extra support from Maha Sanad, Katie Sprenger, Jen Chien, Ethan Toven-Lindsey and everyone on Team KQED.\u003c/p>\n\u003cp>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco Northern California Local.\u003c/p>\n\u003cp>I’m Olivia Allen-Price. Have a great week!\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "San Francisco Bay is notorious in the shipping world for its tricky waters. That’s why bar pilots — specially trained mariners — board every ship entering or exiting the bay and guide it to safety.",
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"title": "Why Specialized Mariners Are Required on Every Ship Sailing Into San Francisco Bay | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>\u003ca href=\"#Viewthefullepisodetranscript\">View the full episode transcript.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>On a sunny day, the beauty of San Francisco Bay rivals almost any place in the world. The stately bridges boldly cross its watery expanse, dreamy islands call out for exploration, green or golden hills rise up on all sides and the twinkling lights of the city sparkle in the distance. But on a foggy, windy day, that same paradise can be treacherous for ships coming in and out of the Golden Gate.\u003c/p>\n\u003cp>That’s why all ships over 750 gross tons — about 150 feet or longer — are required to use a special mariner who knows the local conditions when they enter or exit the bay. Known as bar pilots, these local guides board vessels about 11 miles west of the Golden Gate Bridge, take charge of the ship and guide it safely under the bridges and through the bay to its anchorage spot or port berth. They also help move vessels within the bay, like from anchorage to port, for example.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Erik Udd often sees the bar pilot speedboat depart from Pier 9, where the bar pilots are headquartered, as he cycles his pedicab along the Embarcadero.\u003c/p>\n\u003cp>“I’ve seen the boats, and I’ve seen them heading out towards the Golden Gate, but I never thought about the process,” Udd said. So he asked Bay Curious: “What do they do? How does it work? Do they get hazard pay when they’re out there in a storm?”\u003c/p>\n\u003ch2>How the bar pilots came to be\u003c/h2>\n\u003cp>There are a lot of reasons San Francisco Bay is a tricky port to enter. First, there’s a large sandbar outside the mouth of the Golden Gate with only a narrow channel through it that’s deep enough for ships to navigate. Then there’s the weather — dense fog, strong winds and winter storms. Lastly, the currents can be deadly and pull ships off course.\u003c/p>\n\u003cp>For all these reasons, many Gold Rush-era ships foundered and sank on their way into the bay. And sunken ships are bad for the flow of commerce. They create additional maritime hazards and gum up the works.\u003c/p>\n\u003cfigure id=\"attachment_12089870\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12089870 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-22-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-22-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-22-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-22-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A pilot boat operator navigates a pilot boat in the San Francisco Bay. The pilots guide large ships along California’s coast to ports in San Francisco Bay and beyond. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089871\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089871\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-28-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-28-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-28-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-28-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Ships sit at anchor in the San Francisco Bay in areas known as ‘anchor buckets,’ where commercial vessels can remain for extended periods. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The San Francisco Bar Pilots have been around a long time,” said Anne McIntyre, business director for the San Francisco Bar Pilots. “We were founded in 1850. The first thing the California legislature did was pass the Pilotage Act, and that’s what founded the San Francisco Bar Pilots.”\u003c/p>\n\u003cp>Evidence of this long history lines the walls of bar pilot headquarters at Pier 9. The first ships they served were sailing ships, but soon steam-powered vessels came on the scene, and eventually, diesel engines.\u003c/p>\n\u003cfigure id=\"attachment_12089869\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089869\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-01-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-01-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-01-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-01-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Capt. Cevan LeSieur points to historic photos of early bar pilot boats at the San Francisco Bar Pilots headquarters in San Francisco. The San Francisco Bar Pilot Association was founded in 1850 and is one of the oldest maritime organizations on the Pacific Coast. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the early days, “the pilot would get on a little dinghy, and they’d row to the side of the ship, and then climb up the ladder,” said Captain Cevan Lesieur, a bar pilot with more than 10 years of experience.\u003c/p>\n\u003cp>He has piloted hundreds of ships through the bay’s waters and shook his head at the idea of one man braving the fog and wind alone in a boat powered only by his own strength.\u003c/p>\n\u003cp>“You know when I look at the type of weather and conditions we deal with, these people were just tougher than we are nowadays,” he said.\u003c/p>\n\u003ch2>What’s it like being a bar pilot today?\u003c/h2>\n\u003cp>That’s not to say being a bar pilot today is easy. They have to navigate many types of waterways – including through the open ocean, up and down the Stockton and Sacramento rivers, under several bridges and through a congested central bay. They also pilot all kinds of vessels from massive cargo ships to cruise ships, tankers to bulkers, yachts to car ships.\u003c/p>\n\u003cp>The most harrowing part of a bar pilot’s job is open water boarding. Here’s how it works: when a ship approaches San Francisco from the open ocean, it meets up with a station boat that’s always waiting 11 miles west of the Golden Gate Bridge. The crew on that boat rotates weekly, but the bar pilots work 365 days a year in all weather conditions.\u003c/p>\n\u003cfigure id=\"attachment_12089866\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089866\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-34-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-34-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-34-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-34-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Capt. Cevan LeSieur (left) prepares to board the Pasha Hawaii ship George III at the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089879\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089879\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-scaled.jpg\" alt=\"\" width=\"2560\" height=\"847\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-2000x662.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-1536x508.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-2048x678.jpg 2048w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Left: A bar pilot boat pulls up next to the Pasha Hawaii ship George III at the Port of Oakland. Right: Capt. Cevan LeSieur boards the Pasha Hawaii ship George III. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As the ship approaches, it slows down to 9 knots — about 12 miles per hour — and the pilot boat comes alongside at the same speed. Then, timing the jump carefully, the bar pilot leaps across and grabs onto a ladder hanging on the side of the ship.\u003c/p>\n\u003cp>They are not tied into anything when they make this jump. When a ship leaves for sea, this process is reversed, with the bar pilot jumping from the ladder to the moving deck of the pilot boat.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Getting on can be tricky, and people have gone in the water,” said John Carlier, the president of the bar pilots association and a man with more than 30 years on the job. “But getting off and trying to get that small landing area on that deck while that boat’s surfing past you can be a bit sketchy.”\u003c/p>\n\u003cp>If a pilot does go in the water, he’s wearing a “float coat,” which turns into a lifejacket when it hits the water, complete with lights and a safety whistle. Pilots make the jump in all kinds of weather conditions.\u003c/p>\n\u003cp>“If it’s not safe, you don’t do it, but a lot of people would look at the conditions and not think it’s safe, but we have our own definition of it,” Lesieur said.\u003c/p>\n\u003cp>He estimated that it’s only about once a year that the weather is so bad that the pilot can’t make the jump. If that happens, the pilot has to stay on the ship until the next port of call and then fly home, and no one wants that.\u003c/p>\n\u003cp>Our question asker, Erik Udd, was interested in knowing if bar pilots receive hazard pay during bad weather, and the answer is no. But they are paid well — in the mid-six figures on average. They are paid by the shipping companies that use their services. There’s a \u003ca href=\"https://sfbarpilots.com/wp-content/uploads/2019/03/Pilotage-Rates.pdf\">rate structure\u003c/a> based on the tonnage of the ship.\u003c/p>\n\u003ch2>Becoming a bar pilot\u003c/h2>\n\u003cp>To become a bar pilot, a person must be a mid-career captain with decades of experience already. There’s a written test and a simulator test. Based on those scores, candidates are ranked on a list from which the bar pilots pull when apprenticeships open up. Once in the training program, most people spend close to two years shadowing more experienced pilots and learning all the different routes.\u003c/p>\n\u003cp>“The area starts with the Gulf of the Farallones, works its way through the main bay, down the Redwood City, and all the way up to Stockton and Sacramento,” Carlier said. “There’s eight different sections. You’re going to do in the neighborhood of at least 600 jobs under the tutelage of existing pilots.”\u003c/p>\n\u003cfigure id=\"attachment_12089872\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089872\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-57-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-57-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-57-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-57-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bar pilot Capt. Cevan LeSieur stands on the bridge of the Pasha Hawaii ship George III while docked at the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>They also have to learn by heart over 670 aids to navigation — the lights and buoys — as well as the depth charts for the entire 5,000-square-mile area.\u003c/p>\n\u003cp>Despite the expertise and local knowledge of the bar pilots, there have been instances when they made mistakes with devastating consequences. In 2007, a ship with a bar pilot in charge \u003ca href=\"https://response.restoration.noaa.gov/remembering-cosco-busan-overview-2007-oil-spill\">clipped one of the Bay Bridge towers\u003c/a> and 58,000 gallons of fuel oil spilled into the bay.\u003c/p>\n\u003cp>“There were some communication problems between the pilot and the crew as to where the center of the bridge was on their electronic [navigation] equipment, which definitely added to the sideswiping of the Delta Tower of the Bay Bridge,” Carlier said. “We actually bring our own electronic navigation equipment with us on board now. We also bring our GPS antennas.”\u003c/p>\n\u003ch2>Bar pilots at work\u003c/h2>\n\u003cp>The container ships that dock at the Port of Oakland to load and unload cargo are massive. The largest ones are as long as the Salesforce Tower is tall, but even more modestly sized ones are huge. The bar pilots have had to adapt as the ships have gotten bigger.\u003c/p>\n\u003cp>\u003ca href=\"https://www.pashahawaii.com/services/vessels/george-iii\">George III is a container ship\u003c/a> operated by Pasha Hawaii that brings supplies to the Hawaiian Islands. It runs the same route every two weeks, leaving Honolulu mostly empty save for a few commodities like macadamia nuts and rum, stops in Oakland to take on cargo and then heads down to Long Beach for more, before returning to Hawaii.\u003c/p>\n\u003cfigure id=\"attachment_12089946\" class=\"wp-caption aligncenter\" style=\"max-width: 1600px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089946\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GraphBarPilots.jpg\" alt=\"\" width=\"1600\" height=\"1079\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GraphBarPilots.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GraphBarPilots-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GraphBarPilots-1536x1036.jpg 1536w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\">\u003cfigcaption class=\"wp-caption-text\">Many of the ships operating in the bay are as long as a skyscraper is tall. \u003ccite>(Courtesy of the San Francisco Bar Pilots)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The state of Hawaii has about three to five days of food availability if shipping stopped,” said Ed Washburn, senior vice president of fleet operations. “So it’s very sensitive.”\u003c/p>\n\u003cp>The crew of the ship signs on for long stints, 10 to 14 weeks, but then gets just as much time off on land. When they’re on board, they work as a team to keep ship operations running smoothly, the loads balanced, and the engines purring.\u003c/p>\n\u003cp>George III is a unique vessel because it runs on both diesel fuel and \u003ca href=\"https://www.pashahawaii.com/news-media/news/571/pasha-hawaii-marks-historic-milestone-mv-george-iii-first-lng-powered\">natural gas\u003c/a>, making it a cleaner vessel, but also one with more specific engineering needs. The crew eats, sleeps and works in shifts, building a strong sense of camaraderie.\u003c/p>\n\u003cfigure id=\"attachment_12089873\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089873\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-60-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-60-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-60-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-60-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A crew member on the Pasha Hawaii ship George III works on the bridge while docked at the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089878\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089878\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-scaled.jpg\" alt=\"\" width=\"2560\" height=\"846\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-2000x661.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-1536x507.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-2048x676.jpg 2048w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Left: Mark Bancroft, a second assistant engineer, works in the engine room of the Pasha Hawaii ship George III while docked at the Port of Oakland. Right: Crew members eat dinner on the George III before departing the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When it’s time to push off for sea, the bar pilot boards the ship and heads towards the ship’s bridge, at the top of the vessel. From there, he checks in with the captain, makes sure the equipment has all been tested and communicates with tugboats.\u003c/p>\n\u003cp>“It’s kinda anticlimactic when you have 90-ton boats and no wind,” said Christian Barron, the bar pilot on duty as George III slowly inched away from the dock. “We’ll start casting off tugs once we get about half a mile from here and start bringing her up to speed.”\u003c/p>\n\u003cfigure id=\"attachment_12089875\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089875\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-83-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-83-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-83-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-83-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco bar pilot Christian Barron works on the Pasha Hawaii ship George III before departing the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089874\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089874\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-72-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-72-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-72-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-72-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bar pilot boat is docked at the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089876\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089876\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-101-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-101-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-101-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-101-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Views of the San Francisco skyline from a bar pilot boat. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Once the ship was safely out of San Francisco Bay, Christian climbed down the ladder and jumped onto the station boat, where he waited for the next ship needing his services to arrive.\u003c/p>\n\u003cp>When the bar pilots are doing their jobs well, we landlubbers might not even know they exist. We only see the stocked grocery shelves, fuel at the gas pump and cruise ships awaiting passengers at the pier. But to make all of that happen, a bar pilot is working day or night, rain or shine, fog or no, to bring ships safely to port.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>\u003ca id=\"Viewthefullepisodetranscript\">\u003c/a>Episode transcript\u003c/h2>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> If you ask mariners, they’ll tell you, navigating a boat from the open ocean into the San Francisco Bay is notoriously treacherous.\u003c/p>\n\u003cp>There’s the dense fog that can make it hard to see. Strong currents constantly rearrange the sea floor, and can quickly throw a vessel off course. And finally – our bridges! If a boat were to strike a pillar it could be\u003cem> catastrophic. \u003c/em>\u003c/p>\n\u003cp>That’s why captains of big ships aren’t allowed to navigate into port on their own. A specially trained mariner called a \u003cem>bar pilot\u003c/em> – hops aboard every ship that comes into San Francisco Bay, and takes over command.\u003c/p>\n\u003cp>We got a question about those bar pilots, so we sent Bay Curious editor and producer Katrina Schwartz to the Embarcadero to meet the man who asked it.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Erik Udd said he’d meet me at the Embarcadero BART station. When I emerged on the escalator he was waiting for me, sitting at the helm of a pedicab.\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>It’s a great retirement job, I get exercise, it is perfect for me.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>While we talk, he’s giving me a ride in his pedicab over to Pier 9…near the Exploratorium…\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>Oh, there goes a boat right now.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>While Erik pedals along the Embarcadero, he often notices the orange and white boats with the word “PILOT” painted on the side in giant, all caps letters.\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>I’ve seen the boats and I’ve seen them heading out towards the golden gate, but I never thought about the process. What do they do? How does it work?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Erik wants to know everything about the bar pilots. Like, how does the pilot get onto one of those big container ships?\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>How big of a boat needs a pilot to come into the bay?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>What kind of training do the pilots go through?\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>Has anyone ever gone in the water? I’m sure someone has gone in the water. Maybe a better question is how many times?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>What happens when there’s a storm?\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>Do they get hazard pay when they’re out there in a storm?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>After all, some of the ships coming into the bay are truly massive.\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>It’s like a building is moving along across the water. Those things are huge.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>It’s quite a lot of questions, but I’m up to the task. Erik drops me off at Pier 9, where the Bar Pilots are headquartered. It’s the last office out at the end of the pier and sits behind a chain link fence. But once I’m inside, it looks like a fairly typical office building except the views of the bay are stunning.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>Anne’s office has the best views in the city.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Captains Cevan Lesieur and Anne McIntyre are showing me around.\u003c/p>\n\u003cp>Cevan has been a pilot here for 12 years.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>This is the best and most interesting waterway to work on from my experience and most challenging. So I always said if I was gonna become a pilot, it’d be in San Francisco.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Challenging because of the currents, the weather, the varied types of waterways and a congested central bay. Bar pilots can be called upon to move cruise ships, oil tankers, cargo ships, even really big yachts. And they have to be able to skillfully maneuver each type of vessel through narrowly dredged channels up the Sacramento and Stockton rivers and around smaller vessels.\u003c/p>\n\u003cp>\u003cstrong>Anne McIntyre: \u003c/strong>We service all nine Bay Area ports. So we take ships all the way up to West Sacramento, to Stockton, down to Redwood City, even down to Monterey.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Here’s how it works.\u003c/p>\n\u003cp>Every ship over about 150 feet is required by law to use a bar pilot to enter and exit the bay, as well as to move from anchor to port within the bay. The pilots serve about 75-hundred vessels a year.\u003c/p>\n\u003cp>The most dramatic moment for a bar pilot happens out in the open ocean beyond the Golden Gate Bridge.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>We have what we call our station boat or ocean boats. And one is off shore at all times, about 11 miles west of the Golden Gate Bridge. And so we have crews out there that rotate every week.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>When a large vessel is heading into San Francisco Bay, it meets up with the bar pilot boat out on the ocean and the bar pilot leaps from one to the other — you heard that right — and they are not tied into anything when they do it. Then they climb up a ladder on the outside of the ship.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>Timing is critical, and especially the worse the weather, the more important timing is.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>The ships are side-by-side going about 12-miles per hour when the pilot makes his jump. Cevan says there are some weather conditions that make the transfer too dangerous, but it doesn’t happen often…maybe once a year.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>If it’s not safe you don’t do it, but a lot of people would look at the conditions and not think it’s safe, but we have our own definition of it.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Once the pilot is on board, he or she communicates with the captain and crew to bring the vessel safely under the Golden Gate Bridge, through the Bay and to its anchorage spot or port berth. The same happens in reverse, except the pilot has to jump off the ladder and onto the pilot boat.\u003c/p>\n\u003cp>Every bar pilot I talked to had a harrowing story about open water boarding, but Cevan’s is the funniest.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>I was boarding a car ship and the conditions were really bad and the ship and the pilot boat were going up and down and up and down. The wind was so bad, I took like 3 attempts. Finally we came alongside and I was on the platform and I jumped and landed on the deck and was laying there. And the mate looked down, and said you’re f**ing crazy!\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Over their long history, pilots \u003cem>have\u003c/em> died and many have gone in the water, but it’s not common.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>In the modern era, we have not lost a pilot here. And the last time a pilot went into the water has been several years ago.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>If a pilot does miss the jump, he’s wearing a “float coat” that becomes a life jacket when he hits the water, complete with lights and whistles.\u003c/p>\n\u003cp>And to answer our question asker, no, they don’t get hazard pay. But they are paid well… on average about 500,000 a year — all of that paid by the companies operating the boats they serve.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> We’re going to take a quick break, but when we come back we’ll learn how the bar pilots came to be and Katrina gets to shadow a pilot on a real job. Will she make the jump? All that coming up.\u003c/p>\n\u003cp>Sponsor message\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>We were on a tour of bar pilot headquarters at Pier 9. Bay Curious editor and producer Katrina Schwartz found the halls are lined with evidence of the organization’s very \u003cstrong>long\u003c/strong> history.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Captains Cevan Lesieur and Anne McIntyre are showing me cool photos and artifacts from bar pilot history.\u003c/p>\n\u003cp>\u003cstrong>Anne McIntyre: \u003c/strong>We have to stop at this one here. This is the original charter from the first California legislative session.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Anne points to an old looking document on the wall.\u003c/p>\n\u003cp>\u003cstrong>Anne McIntyre: \u003c/strong>The San Francisco Bar Pilots have been around a long time. We were founded in 1850. We’re the second oldest business in San Francisco behind Boudin Bread.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>The bar pilots are as old as the state of California. Even back in 1850, state legislators understood the future of San Francisco — California even — depended on the safe flow of ships in and out of the Bay. We couldn’t have all these shipwrecks gumming up the works.\u003c/p>\n\u003cp>\u003cstrong>Anne McIntyre: \u003c/strong>We were the first act of the first California Legislature. So the first thing the California legislature did was pass the pilotage act happened and that’s what founded the San Francisco Bar Pilots.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Back then, the ships coming to San Francisco were mostly sailing vessels. By the end of the century coal-fired steam engines would come on the scene and later diesel engines. Each era required something different from the bar pilots, Cevan tells me. Boarding sailing ships might have been the most physically demanding.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>The pilot would get on a little dinghy, and they’d row to the side of the ship, and then you’d climb up the ladder.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>He shakes his head at the idea of rowing a dingy through dense fog and huge wake.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>You know when I look at the type of weather and conditions we deal with…These people were just tougher than we are nowadays. \u003cem>(Laughs, fade under)\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>To become a bar pilot, you have to be a mid-career captain with many years of experience. There’s a written test and a simulator test. Candidates are ranked based on their scores and are then eligible for an apprenticeship with the bar pilots.\u003c/p>\n\u003cp>\u003cstrong>John Carlier: \u003c/strong>You’re going to probably do in the neighborhood of at least 600 jobs under the tutelage of existing pilots.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>John Carlier is the President of the Bar Pilots Association. He says there are eight sections in the Bay, each with their own challenges, and the pilots have to learn all of them.\u003c/p>\n\u003cp>\u003cstrong>John Carlier: \u003c/strong>And the area starts with the Gulf of the Farallones, works its way through the main bay, down the Redwood City, and all the way up to Stockton and Sacramento.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Piloting up the rivers here can be especially challenging. The ships are within two feet of the bottom in narrow channels with little room for error. And it takes a long time, about 9 hours from the open ocean to Stockton or Sacramento, so they usually change bar pilots half way to avoid fatigue.\u003c/p>\n\u003cp>Despite all this training, there have been incidents when ships captained by bar pilots have run into trouble in the Bay. Like in 2007 when an oil tanker clipped one of the Bay Bridge towers.\u003c/p>\n\u003cp>\u003cstrong>John Carlier: \u003c/strong>Yes, that was a bar pilot.\u003c/p>\n\u003cp>\u003cstrong>News clip: \u003c/strong>A 900 foot container ship hit the Bay Bridge tower east of the main anchorage. 58,000 gallons of fuel oil. Countless fragile ecosystems.\u003c/p>\n\u003cp>\u003cstrong>John Carlier: \u003c/strong>There was some communication problems between the pilot and the crew as to where the center of the bridge was on their electronic nav equipment which definitely added to you know the the sideswiping of the Delta Tower of the Bay Bridge.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Because of that incident, the bar pilots now bring their own GPS navigational equipment on board with them so they don’t have to rely on the vessel’s equipment.\u003c/p>\n\u003cp>I’m going to get to see that in action soon, so we start heading towards a boat with the word “pilot” boldly written on its side tied up out back. We clamor aboard. It looks like a fancy speedboat, and head towards Oakland.\u003c/p>\n\u003cp>\u003cstrong>Pilot: \u003c/strong>Where do you want to head to?\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>Port of Oakland, George III\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>It takes about 20 minutes to cross the bay and soon our small boat is pulling up alongside a massive containership. This boat is considered “small” by shipping standards and it’s still as tall as a 15 story building from the water up to the top. I now have to step from the bobbing deck of the pilot boat onto a rope ladder dangling from the first deck.\u003c/p>\n\u003cp>\u003cem>Sounds of ladder clanking against the ship\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>I had hoped to do the open ocean leap I’d heard so much about. Climbing about 15 feet up this ladder felt pretty tame by comparison. The water in the Oakland estuary was very calm, kinda the training wheels version of this climb. No heroics for me.\u003c/p>\n\u003cp>This ship, George the III, brings supplies to the Hawaiian Islands.\u003c/p>\n\u003cp>\u003cstrong>Ed Washburn: \u003c/strong>Everything from medicine to groceries to fertilizer.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Ed Washburn is senior vice president of fleet operations with Pasha, Hawaii, the company that owns this vessel.\u003c/p>\n\u003cp>This ship runs the same two-week route on repeat.\u003c/p>\n\u003cp>\u003cstrong>Ed Washburn: \u003c/strong>The state of Hawaii has about three to five days of food availability, of shipping stopped. So it’s very sensitive.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>It leaves Honolulu mostly empty, carrying a few commodities like rum and macadamia nuts to the mainland. Then it stops in Oakland to pick up cargo, down to Long Beach for more and back to Honolulu.\u003c/p>\n\u003cp>\u003cstrong>Ed Washburn: \u003c/strong>The value of that is about $50 million in cargo each time.\u003c/p>\n\u003cp>Ok, should we go up to the bridge?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>The bridge is at the top of the ship and it’s where the bar pilot does their work. We walk up A LOT of steps to get there.\u003c/p>\n\u003cp>\u003cem>(sounds of steps under this)\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>From up here we have incredible views of the sun setting over the bay and the internal workings of the port.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>This is Christian Barron. He’s also a Cal Maritime graduate.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Today, Christian Barron is the bar pilot in charge. But Cevan is hanging out with me, explaining what’s happening so I don’t bug Christian at crucial moments, like when he’s checking in with the captain.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>Once the tugs have been made fast and the engine’s been tested we can get rolling.\u003c/p>\n\u003cp>\u003cstrong>Captain Eric Veloni: \u003c/strong>The engine has been tested.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>These massive ships are hard to maneuver, so pilots use tugboats to pull the ship off the dock.\u003c/p>\n\u003cp>\u003cstrong>Radio sounds: \u003c/strong>Captain, this is the chief engineer. Show of power. Cables secured.\u003c/p>\n\u003cp>\u003cstrong>Captain Eric Veloni: \u003c/strong>Roger, Dave.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Christian checks in with Vessel Traffic Services, basically air traffic control for boats, to let them know his plan and find out if there are other vessels in the shipping lanes he needs to be aware of.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>\u003cspan style=\"font-weight: 400;\">Traffic, good evening, 4-5. Preparing to depart Oakland 55 starboard side two bound for sea. Deep draft 32 feet two inches. Tend to Delta-Echo span and deep water traffic lane Working my tugs on 20 Alpha.\u003c/span>\u003c/p>\n\u003cp>\u003cb>VTS Operator:\u003c/b>\u003cspan style=\"font-weight: 400;\"> Roger, copy that, 4-5. George the third preparing to get underway from Oakland…\u003c/span>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Nothing to worry about. There’s a fair amount of waiting as the crew gets in position and the port workers untie the boat.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>All clear forward\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>And then we get going.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron:\u003c/strong> All clear fore and aft, stand clear of your tuglines.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Artemis and Apollo are the names of the tugboats.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>Ok, ready to go. Artemis stop and stretch. Apollo stop and stretch.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>As Christian gives orders, the massive container ship starts to slowly move away from the dock.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>It’s kinda anticlimactic when you have 90 ton boats and no wind.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Once the tugboats are secured and ready to go, the whole procedure only takes about ten minutes.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz (in scene): \u003c/strong>It is a little anticlimactic.\u003c/p>\n\u003cp>\u003cstrong>Captain Eric Veloni: \u003c/strong>We love boring when it comes to this.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz (in scene):\u003c/strong> I didn’t even realize we were moving at first.\u003c/p>\n\u003cp>\u003cem>Port sounds\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz (in scene): \u003c/strong>You pushed off, what’s the next thing.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>I’ll give a command for dead slow ahead. We’ll confirm the engines come up to rpm and then we’ll put the tugs in position so they can follow along so they’re not impeding us, but can still affect the boat if we have an engine or steering failure they can still maneuver the vessel if need be.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Then he’ll check in with traffic again to let them know he’s underway and get any updates.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>And then we’ll start casting off tugs once we get about half a mile from here and start bringing her up to speed.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz (in scene): \u003c/strong>Anything you’re particularly concerned about tonight?\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>Tonight, no. We have a little bit of current at the bar, so I just need to make sure I time my turns correctly, use enough rudder, engine.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Unfortunately, the bar pilots were not keen on me following Christian all the way out into the open ocean to disembark at 9 knots onto the pilot boat. Instead, we’ll be going back down the ladder in the Oakland estuary.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Thanks, nice to meet you all. Safe voyage.\u003c/p>\n\u003cp>\u003cstrong>Captain Eric Veloni: \u003c/strong>Be safe on the ladder!\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>We tramp down many flights of stairs, back to the lowest deck and our ladder.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>It should be easier going down, right.\u003c/p>\n\u003cp>\u003cem>Sounds of clanking\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Pilot boat crew: \u003c/strong>You’re two from the bottom…\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>As we head back towards the Ferry Building, the sun’s last glow seeping from the sky, I’m struck by the vastness of the Bay as the darkness encroaches.\u003c/p>\n\u003cp>I’m heading home to my warm bed. But a crew of bar pilots is waiting 11 miles offshore rain or shine. At their best, their work is invisible to us. We only notice the stocked shelves, cruise ships at their berths and fuel at the gas station. Our entire city works because they do. Guiding ship after ship through the fog and to safety.\u003c/p>\n\u003cp>\u003cem>Sound of the pilot boat motoring back to the Embarcadero\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>That was Bay Curious editor and producer, Katrina Schwartz.\u003c/p>\n\u003cp>Thanks to the KQED Members whose support made this episode possible! If you’d like to become a member, visit donate.kqed.org/podcasts to get started. It only takes a minute and comes with some nice perks. We’ll drop the link in our show notes.\u003c/p>\n\u003cp>Bay Curious is made by Katrina Schwartz, Christopher Beale and me, Olivia Allen-Price. With extra support from Maha Sanad, Katie Sprenger, Jen Chien, Ethan Toven-Lindsey and everyone on Team KQED.\u003c/p>\n\u003cp>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco Northern California Local.\u003c/p>\n\u003cp>I’m Olivia Allen-Price. Have a great week!\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Years After A’s Deal Died, Port of Oakland Looks to Soccer Club for Waterfront Stadium",
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"content": "\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/port-of-oakland\">Port of Oakland\u003c/a> once again has its eyes on a new waterfront sports stadium, years after the Athletics walked away from a deal to build a 35,000-seat ballpark.\u003c/p>\n\u003cp>In letters sent to developers this week, the port authority wrote that it plans to pursue two deals to transform Howard Terminal, including one with the Oakland Roots and Soul Sports Club to build a permanent soccer stadium.\u003c/p>\n\u003cp>Port officials plan to recommend that the board enter into exclusive negotiations with the team and Industrial Realty Group to develop the 50-acre site.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We’re excited to work with the Port of Oakland on next steps toward negotiating an exclusive negotiation agreement to explore redevelopment opportunities at Howard Terminal for a stadium for Oakland Roots and Soul SC,” Lydia Tan, the club’s chief real estate officer, said. “This would be an important step in evaluating a long-term home for the club.”\u003c/p>\n\u003cp>Since the port relocated container operations away from Howard Terminal more than a decade ago, it’s mostly been used for storage and other short-term operations.\u003c/p>\n\u003cfigure id=\"attachment_12070284\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070284\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/OAKLANDSEAPORTMAP-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/OAKLANDSEAPORTMAP-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/OAKLANDSEAPORTMAP-KQED-160x102.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/OAKLANDSEAPORTMAP-KQED-1536x983.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A map shows the tentative building layout of the Charles P. Howard site. \u003ccite>(Courtesy of Port of Oakland)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Those plans aim to reinvigorate East Oakland after the Warriors, Raiders and Athletics all moved out of the city in recent years.\u003c/p>\n\u003cp>AASEG has said it plans to develop housing, retail and green space and is \u003ca href=\"https://www.kqed.org/news/11998786/oakland-as-agree-to-sell-their-coliseum-ownership-stake-to-developers\">open to another professional sports team moving into\u003c/a> the Oakland Arena, where the Warriors played before departing in 2019.\u003c/p>\n\u003cp>Before announcing they would move to West Sacramento, and eventually Las Vegas, the then-Oakland A’s had eyed the Howard Terminal land for a new ballpark and mixed-use development.\u003c/p>\n\u003cp>The team entered into its own exclusive negotiation agreement with the port in 2018, and had \u003ca href=\"https://www.oaklandca.gov/Planning-Building/Major-Development-Projects/Oakland-Waterfront-Ballpark-District-at-Howard-Terminal\">announced plans\u003c/a> for the billion-dollar stadium and upwards of 3,000 residential units, a 400-room hotel and other commercial space in the surrounding area.[aside postID=news_12060191 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251023-SB304FOLO-13-BL-KQED.jpg']After the city ceased negotiations with the Athletics in 2023, following the team’s announcement of a Las Vegas ballpark, the port put out a request for new “active economic development” proposals for the land.\u003c/p>\n\u003cp>Over the last year, it’s whittled down potential partners from nearly a dozen to the remaining two. The site would be split into two connected projects: a larger industrial development led by Industrial Realty Group, and a smaller stadium for the Roots and Soul.\u003c/p>\n\u003cp>The club has been looking to build a permanent stadium since its founding in 2018. The Roots, a men’s team in the USL Championship league, played at Laney College and Cal State East Bay before moving into the Oakland Coliseum on a short-term basis in 2025.\u003c/p>\n\u003cp>The Soul, a women’s team that plans to join the USL Super League, has played three seasons at Merritt College.\u003c/p>\n\u003cp>The club had previously entered negotiations with the city to build a \u003ca href=\"https://www.kqed.org/news/11999833/oakland-roots-home-games-will-keep-pro-sports-in-the-coliseum-next-year\">temporary modular stadium\u003c/a> at the Coliseum’s adjacent Malibu parking lot, but it \u003ca href=\"https://www.kqed.org/news/12023859/oakland-roots-soul-want-to-play-in-the-coliseum-for-years-to-come\">tabled those plans\u003c/a> last January.\u003c/p>\n\u003cfigure id=\"attachment_12032645\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032645\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_8554.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_8554.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_8554-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_8554-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_8554-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_8554-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_8554-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Oakland Roots defender Ilya Alekseev (88) battles San Antonio FC defender Mitchell Taintor for the ball at the Oakland Coliseum on Saturday, March 22, 2025, in Oakland, California. This was the first Roots game played in the storied stadium. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In December 2024, the Roots announced that they would propose a \u003ca href=\"https://www.oaklandrootssc.com/news/2024/12/19/howardterminal/\">two-phase plan for the Howard Terminal land\u003c/a>: first building a modular stadium that could fit 15,000 fans on a shorter timeline, similar to its proposal for the Malibu lot, followed by a more “substantial structure” with a larger capacity.\u003c/p>\n\u003cp>Details on Industrial Realty Group’s plans for the space aren’t known, but whatever development it pursues won’t be allowed to include housing or other uses that could affect the maritime activities in the Oakland seaport.\u003c/p>\n\u003cp>The port doesn’t yet have a timeline for putting the recommendation before its board, and entering into the negotiations doesn’t guarantee that the development will come to fruition.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The port authority told developers this week it plans to pursue deals with the Oakland Roots and Soul and a commercial real estate agency to redevelop the Howard Terminal site.",
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"title": "Years After A’s Deal Died, Port of Oakland Looks to Soccer Club for Waterfront Stadium | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/port-of-oakland\">Port of Oakland\u003c/a> once again has its eyes on a new waterfront sports stadium, years after the Athletics walked away from a deal to build a 35,000-seat ballpark.\u003c/p>\n\u003cp>In letters sent to developers this week, the port authority wrote that it plans to pursue two deals to transform Howard Terminal, including one with the Oakland Roots and Soul Sports Club to build a permanent soccer stadium.\u003c/p>\n\u003cp>Port officials plan to recommend that the board enter into exclusive negotiations with the team and Industrial Realty Group to develop the 50-acre site.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We’re excited to work with the Port of Oakland on next steps toward negotiating an exclusive negotiation agreement to explore redevelopment opportunities at Howard Terminal for a stadium for Oakland Roots and Soul SC,” Lydia Tan, the club’s chief real estate officer, said. “This would be an important step in evaluating a long-term home for the club.”\u003c/p>\n\u003cp>Since the port relocated container operations away from Howard Terminal more than a decade ago, it’s mostly been used for storage and other short-term operations.\u003c/p>\n\u003cfigure id=\"attachment_12070284\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070284\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/OAKLANDSEAPORTMAP-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/OAKLANDSEAPORTMAP-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/OAKLANDSEAPORTMAP-KQED-160x102.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/OAKLANDSEAPORTMAP-KQED-1536x983.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A map shows the tentative building layout of the Charles P. Howard site. \u003ccite>(Courtesy of Port of Oakland)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Those plans aim to reinvigorate East Oakland after the Warriors, Raiders and Athletics all moved out of the city in recent years.\u003c/p>\n\u003cp>AASEG has said it plans to develop housing, retail and green space and is \u003ca href=\"https://www.kqed.org/news/11998786/oakland-as-agree-to-sell-their-coliseum-ownership-stake-to-developers\">open to another professional sports team moving into\u003c/a> the Oakland Arena, where the Warriors played before departing in 2019.\u003c/p>\n\u003cp>Before announcing they would move to West Sacramento, and eventually Las Vegas, the then-Oakland A’s had eyed the Howard Terminal land for a new ballpark and mixed-use development.\u003c/p>\n\u003cp>The team entered into its own exclusive negotiation agreement with the port in 2018, and had \u003ca href=\"https://www.oaklandca.gov/Planning-Building/Major-Development-Projects/Oakland-Waterfront-Ballpark-District-at-Howard-Terminal\">announced plans\u003c/a> for the billion-dollar stadium and upwards of 3,000 residential units, a 400-room hotel and other commercial space in the surrounding area.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>After the city ceased negotiations with the Athletics in 2023, following the team’s announcement of a Las Vegas ballpark, the port put out a request for new “active economic development” proposals for the land.\u003c/p>\n\u003cp>Over the last year, it’s whittled down potential partners from nearly a dozen to the remaining two. The site would be split into two connected projects: a larger industrial development led by Industrial Realty Group, and a smaller stadium for the Roots and Soul.\u003c/p>\n\u003cp>The club has been looking to build a permanent stadium since its founding in 2018. The Roots, a men’s team in the USL Championship league, played at Laney College and Cal State East Bay before moving into the Oakland Coliseum on a short-term basis in 2025.\u003c/p>\n\u003cp>The Soul, a women’s team that plans to join the USL Super League, has played three seasons at Merritt College.\u003c/p>\n\u003cp>The club had previously entered negotiations with the city to build a \u003ca href=\"https://www.kqed.org/news/11999833/oakland-roots-home-games-will-keep-pro-sports-in-the-coliseum-next-year\">temporary modular stadium\u003c/a> at the Coliseum’s adjacent Malibu parking lot, but it \u003ca href=\"https://www.kqed.org/news/12023859/oakland-roots-soul-want-to-play-in-the-coliseum-for-years-to-come\">tabled those plans\u003c/a> last January.\u003c/p>\n\u003cfigure id=\"attachment_12032645\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032645\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_8554.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_8554.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_8554-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_8554-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_8554-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_8554-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_8554-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Oakland Roots defender Ilya Alekseev (88) battles San Antonio FC defender Mitchell Taintor for the ball at the Oakland Coliseum on Saturday, March 22, 2025, in Oakland, California. This was the first Roots game played in the storied stadium. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In December 2024, the Roots announced that they would propose a \u003ca href=\"https://www.oaklandrootssc.com/news/2024/12/19/howardterminal/\">two-phase plan for the Howard Terminal land\u003c/a>: first building a modular stadium that could fit 15,000 fans on a shorter timeline, similar to its proposal for the Malibu lot, followed by a more “substantial structure” with a larger capacity.\u003c/p>\n\u003cp>Details on Industrial Realty Group’s plans for the space aren’t known, but whatever development it pursues won’t be allowed to include housing or other uses that could affect the maritime activities in the Oakland seaport.\u003c/p>\n\u003cp>The port doesn’t yet have a timeline for putting the recommendation before its board, and entering into the negotiations doesn’t guarantee that the development will come to fruition.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "new-law-aims-to-revive-oaklands-jack-london-square-by-expanding-allowed-businesses",
"title": "New Law Aims to Revive Oakland’s Jack London Square by Expanding Allowed Businesses",
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"headTitle": "New Law Aims to Revive Oakland’s Jack London Square by Expanding Allowed Businesses | KQED",
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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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"excerpt": "A new California law, SB 304, lifts long-standing restrictions on Jack London Square properties, opening the door to local-serving businesses and offering Oakland a path to reduce high vacancy rates.",
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"title": "New Law Aims to Revive Oakland’s Jack London Square by Expanding Allowed Businesses | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\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>\u003c/p>\u003c/div>",
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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",
"title": "Alameda County DA Defends Dismissal of Case Tied to Toxic Fire in West Oakland",
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"headTitle": "Alameda County DA Defends Dismissal of Case Tied to Toxic Fire in West Oakland | KQED",
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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>\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>\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",
"headTitle": "Judge Denies Developer’s $160 Million Suit Against Oakland in Ongoing Coal Terminal Battle | KQED",
"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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"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>\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>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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"content": "\u003cp>Many of us have come to appreciate the beauty of the Bay Area even more during the COVID-19 pandemic. We’re outside, we’re walking more, and we’re noticing things we maybe didn’t have time to note before. Of course, all eyes are on the bay itself, which has led to some questions about the vessels floating there.\u003c/p>\n\u003cp>Bay Curious listener Christian Garvin lives in San Francisco, but works in San Leandro. He crosses the Bay Bridge every day, so he’s got time to take in the sweeping views. Recently, that view has been a little … cluttered.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>“As I sit in traffic, I look over to my left and think: That’s a lot of cargo ships just sitting there,” Christian said. “As a business person, it makes me wonder, how is that efficient? What’s going on?”\u003c/p>\n\u003cp>Christian is right, there \u003cem>are\u003c/em> more ships in the bay than usual. Under ideal circumstances, says Robert Bernardo, a spokesperson for the Port of Oakland, there would be zero ships anchored in the bay waiting to be unloaded. But in the last several weeks there have been as many as 13 ships. (If you’re curious about what each ship in the bay does, check out this \u003ca href=\"https://www.kqed.org/news/11730890/san-francisco-bay-is-filled-with-boats-but-what-do-they-do\">Bay Curious breakdown\u003c/a>.)\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Asian factories are shipping goods in record numbers to replenish store shelves and assembly lines,” Bernardo said. “Retailers and manufacturers, consumers, they’re all driving this surge and that’s the phenomena that we’re experiencing right now.”\u003c/p>\n\u003cp>Remember at the start of the pandemic when it was nearly impossible to get toilet paper? That was mostly because people were hoarding it, but it \u003ca href=\"https://www.npr.org/2020/04/03/826945396/why-are-stores-are-running-low-on-toilet-paper-its-not-just-hoarding\">caused a hiccup in a supply chain meant for stable demand\u003c/a>. That’s just one example of a disruption, but it has been happening throughout the manufacturing industry ever since the pandemic started. Now, companies are racing to catch up, but the shipping schedules are off.\u003c/p>\n\u003cp>Turns out, shipping is a delicate web of networks that depend on a reliable schedule. If a ship arrives late or can’t dock immediately to unload, it backs up the whole schedule. That’s at least part of why there are more cargo ships in the bay than usual.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=maEbR4GRJAY\u003c/p>\n\u003cp>The Port of Oakland has 14 berths that are fully operational. It seems logical that when cargo ships are backed up, all 14 would be in use at the same time. But that’s not how it works, Bernardo says. The port \u003ca href=\"https://www.oaklandseaport.com/wp-content/uploads/2019/04/PoOak_Apr-2019_Seaport-Map.pdf\">leases its berths to different marine terminal operators\u003c/a>, who in turn have their own long-standing contracts with shippers. So, a ship waiting in the bay to be unloaded can’t just go to any berth, it has to go to one at a marine terminal with which it is contracted.\u003c/p>\n\u003cp>Delays that happen elsewhere in the world, like with \u003ca href=\"https://www.bbc.com/news/world-middle-east-56567985\">the cargo ship that was stuck in the Suez Canal\u003c/a>, or \u003ca href=\"https://www.marketplace.org/2021/03/08/dozens-container-ships-waiting-unloaded-port-los-angeles/\">backups at the Long Beach\u003c/a> or Los Angeles ports, eventually affect Oakland as well. In normal times, \u003ca href=\"https://www.kqed.org/news/11606579/what-gets-shipped-through-the-port-of-oakland\">Oakland exports almost as many goods as it imports\u003c/a> — largely agricultural products. But Bernardo says right now, they’re sending empty containers back to Asia. It’s all a desperate effort to get back on schedule.\u003c/p>\n\u003cp>“It’s not good for the port because any type of logjam hinders trade,” Bernardo said.\u003c/p>\n\u003cp>The maritime community is predicting that the backup will last at least through summer, and could affect what we see on our shelves.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"excerpt": "Shipping schedules and supply chains are off globally, contributing to a backup of cargo ships in San Francisco Bay.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Many of us have come to appreciate the beauty of the Bay Area even more during the COVID-19 pandemic. We’re outside, we’re walking more, and we’re noticing things we maybe didn’t have time to note before. Of course, all eyes are on the bay itself, which has led to some questions about the vessels floating there.\u003c/p>\n\u003cp>Bay Curious listener Christian Garvin lives in San Francisco, but works in San Leandro. He crosses the Bay Bridge every day, so he’s got time to take in the sweeping views. Recently, that view has been a little … cluttered.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“As I sit in traffic, I look over to my left and think: That’s a lot of cargo ships just sitting there,” Christian said. “As a business person, it makes me wonder, how is that efficient? What’s going on?”\u003c/p>\n\u003cp>Christian is right, there \u003cem>are\u003c/em> more ships in the bay than usual. Under ideal circumstances, says Robert Bernardo, a spokesperson for the Port of Oakland, there would be zero ships anchored in the bay waiting to be unloaded. But in the last several weeks there have been as many as 13 ships. (If you’re curious about what each ship in the bay does, check out this \u003ca href=\"https://www.kqed.org/news/11730890/san-francisco-bay-is-filled-with-boats-but-what-do-they-do\">Bay Curious breakdown\u003c/a>.)\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Asian factories are shipping goods in record numbers to replenish store shelves and assembly lines,” Bernardo said. “Retailers and manufacturers, consumers, they’re all driving this surge and that’s the phenomena that we’re experiencing right now.”\u003c/p>\n\u003cp>Remember at the start of the pandemic when it was nearly impossible to get toilet paper? That was mostly because people were hoarding it, but it \u003ca href=\"https://www.npr.org/2020/04/03/826945396/why-are-stores-are-running-low-on-toilet-paper-its-not-just-hoarding\">caused a hiccup in a supply chain meant for stable demand\u003c/a>. That’s just one example of a disruption, but it has been happening throughout the manufacturing industry ever since the pandemic started. Now, companies are racing to catch up, but the shipping schedules are off.\u003c/p>\n\u003cp>Turns out, shipping is a delicate web of networks that depend on a reliable schedule. If a ship arrives late or can’t dock immediately to unload, it backs up the whole schedule. That’s at least part of why there are more cargo ships in the bay than usual.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/maEbR4GRJAY'\n title='//www.youtube.com/embed/maEbR4GRJAY'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>The Port of Oakland has 14 berths that are fully operational. It seems logical that when cargo ships are backed up, all 14 would be in use at the same time. But that’s not how it works, Bernardo says. The port \u003ca href=\"https://www.oaklandseaport.com/wp-content/uploads/2019/04/PoOak_Apr-2019_Seaport-Map.pdf\">leases its berths to different marine terminal operators\u003c/a>, who in turn have their own long-standing contracts with shippers. So, a ship waiting in the bay to be unloaded can’t just go to any berth, it has to go to one at a marine terminal with which it is contracted.\u003c/p>\n\u003cp>Delays that happen elsewhere in the world, like with \u003ca href=\"https://www.bbc.com/news/world-middle-east-56567985\">the cargo ship that was stuck in the Suez Canal\u003c/a>, or \u003ca href=\"https://www.marketplace.org/2021/03/08/dozens-container-ships-waiting-unloaded-port-los-angeles/\">backups at the Long Beach\u003c/a> or Los Angeles ports, eventually affect Oakland as well. In normal times, \u003ca href=\"https://www.kqed.org/news/11606579/what-gets-shipped-through-the-port-of-oakland\">Oakland exports almost as many goods as it imports\u003c/a> — largely agricultural products. But Bernardo says right now, they’re sending empty containers back to Asia. It’s all a desperate effort to get back on schedule.\u003c/p>\n\u003cp>“It’s not good for the port because any type of logjam hinders trade,” Bernardo said.\u003c/p>\n\u003cp>The maritime community is predicting that the backup will last at least through summer, and could affect what we see on our shelves.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"order": 9
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"order": 18
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"marketplace": {
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"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
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"masters-of-scale": {
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"title": "Masters of Scale",
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"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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},
"mindshift": {
"id": "mindshift",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"morning-edition": {
"id": "morning-edition",
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"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
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"onourwatch": {
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"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"order": 11
},
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"on-the-media": {
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"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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},
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"perspectives": {
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"order": 14
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"order": 5
},
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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