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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/12020110/sf-speed-cameras-coming-march-will-they-help-cut-traffic-deaths\">A first-in-the-state program\u003c/a> designed to make drivers slow down is finally coming up to speed.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency announced Wednesday that the city’s 33 automated speed enforcement cameras, which have been operating on a warning-only basis so far, will begin issuing citations on Tuesday.\u003c/p>\n\u003cp>Even with only those $0 warning citations, the cameras have already been effective in reducing speeding, SFMTA Director of Streets Viktoriya Wise said Wednesday.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Over 70% of vehicles that received a warning did not speed past our cameras again,” Wise said.\u003c/p>\n\u003cp>There are other early promising signs, Wise said.\u003c/p>\n\u003cp>\u003cspan style=\"background-color: transparent\">After seven weeks with all cameras activated across the entire system, incidents of speeding declined by 31%. At Fulton Street between Arguello Boulevard and Second Avenue, which Wise said recorded a particularly high volume of speeding incidents, SFMTA observed a 63% reduction in speeding after 13 weeks of a camera operating there.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12020112\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12020112\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/SpeedCamerasSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/SpeedCamerasSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/SpeedCamerasSFGetty-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/SpeedCamerasSFGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/SpeedCamerasSFGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/SpeedCamerasSFGetty-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/SpeedCamerasSFGetty-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Drivers course along the Embarcadero in San Francisco, on Nov. 12, 2015. The city of San Francisco is considering installing new speed cameras on several major thoroughfares. \u003ccite>(Carlos Avila Gonzalez/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>An SFMTA spokesperson told KQED that from March 20 to July 20, the cameras issued over 300,000 warnings total to speeding drivers. Most speeding in the city occurs between 6:00 a.m. and 8:00 a.m., Wise said.\u003c/p>\n\u003cp>The speed cameras are a major part of the city’s efforts to reduce traffic collisions and make streets safer, given that speeding is the leading cause of severe injuries and deaths on San Francisco streets.\u003c/p>\n\u003cp>The same day that SFMTA officials announced the cameras’ full rollout, city Supervisor Myrna Melgar introduced legislation to recommit the city to its failed Vision Zero goal of eliminating traffic deaths. When the 10-year campaign officially ended in 2024, San Francisco saw 42 traffic deaths — the deadliest year in a decade.\u003c/p>\n\u003cp>“Speed safety cameras are just one component of making sure that our streets are safe,” Wise said. “For example, treatments to slow down left turns are just part of the overall approach that this agency has to reducing the number of severe injuries and fatalities in the city and making everybody feel comfortable on our streets.”\u003c/p>\n\u003cp>The cameras are all \u003ca href=\"https://www.kqed.org/news/12032036/sf-speed-cameras-first-in-state-turn-on-today-heres-where-they-are\">on San Francisco’s High Injury Network\u003c/a>, the 12% of streets across the city that account for more than 68% of traffic-related severe injuries or fatalities.\u003c/p>\n\u003cp>Here’s what a driver caught speeding by a camera can expect to pay:\u003c/p>\n\u003cul>\n\u003cli>A $50 fee for going 11–15 mph over the posted speed limit;\u003c/li>\n\u003cli>$100 for going 16–25 mph over;\u003c/li>\n\u003cli>$200 for going 26 mph or more over the speed limit.\u003c/li>\n\u003cli>Additionally, any driver traveling more than 100 mph on city streets can expect a $500 ticket from the cameras.\u003c/li>\n\u003cli>The fees are reduced for low-income drivers and those on public assistance programs like SNAP, CalWorks and Medi-Cal.\u003c/li>\n\u003c/ul>\n\u003cp>Verra Mobility, a smart transportation company based in Mesa, Arizona, will be responsible for maintaining the cameras, as well as processing the tickets.\u003c/p>\n\u003cp>SFMTA officials don’t have an estimate yet on how much revenue the program will generate, but it will go toward covering administrative costs, and any leftover funds will go to other traffic calming projects or the state’s Active Transportation Fund.[aside postID=news_12041243 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED-1020x680.jpg']The program is a five-year pilot made possible by \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB645\">Assembly Bill 645\u003c/a>, which Gov. Gavin Newsom signed in 2023 to authorize Los Angeles, San José, Oakland, Glendale, Long Beach and San Francisco to test the effectiveness of speed cameras on road safety.\u003c/p>\n\u003cp>San Francisco is \u003ca href=\"https://www.kqed.org/news/12039914/just-over-half-sfs-speed-cameras-operational-whats-with-slowdown\">the first city of the six\u003c/a> selected for the pilot to make its cameras operational, and cities in the Bay Area generally appear to be further along in the process than those in Southern California.\u003c/p>\n\u003cp>\u003ca href=\"https://www.oaklandca.gov/Public-Safety-Streets/Traffic-Safety/Speed-Safety-Cameras-Pilot-Program\">Oakland\u003c/a> plans to install cameras in fall or winter of this year, and San José said it expects its program to begin in 2025 but has not \u003ca href=\"https://www.sanjoseca.gov/your-government/departments-offices/transportation/projects/speed-cameras-project\">posted an update to its website\u003c/a> since September 2024, noting that it is “a new program that is being built from the ground up.”\u003c/p>\n\u003cp>In Southern California, Glendale is in the process of collecting \u003ca href=\"https://engagekh.mysocialpinpoint.com/GlendaleSpeedSafety\">community feedback\u003c/a>, Long Beach had no information posted on its website about the project, and \u003ca href=\"https://ladot.lacity.gov/speed-safety-system\">Los Angeles\u003c/a> expects its system to become operational in mid-2026.\u003c/p>\n\u003cp>Speed cameras have been effective in other cities. \u003ca href=\"https://visionzerophl.com/wp-content/uploads/2024/05/Automated-Speed-Enforcement-Expansion-Report-05-2024.pdf\">Officials in Philadelphia\u003c/a> said speed cameras installed on a dangerous corridor reduced speeding by 95%.\u003c/p>\n\u003cp>SFMTA plans to issue an 18-month evaluation on the program in September 2026. The five-year pilot is set to end March 2030.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Over 70% of vehicles that received a warning did not speed past our cameras again,” Wise said.\u003c/p>\n\u003cp>There are other early promising signs, Wise said.\u003c/p>\n\u003cp>\u003cspan style=\"background-color: transparent\">After seven weeks with all cameras activated across the entire system, incidents of speeding declined by 31%. At Fulton Street between Arguello Boulevard and Second Avenue, which Wise said recorded a particularly high volume of speeding incidents, SFMTA observed a 63% reduction in speeding after 13 weeks of a camera operating there.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12020112\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12020112\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/SpeedCamerasSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/SpeedCamerasSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/SpeedCamerasSFGetty-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/SpeedCamerasSFGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/SpeedCamerasSFGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/SpeedCamerasSFGetty-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/SpeedCamerasSFGetty-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Drivers course along the Embarcadero in San Francisco, on Nov. 12, 2015. The city of San Francisco is considering installing new speed cameras on several major thoroughfares. \u003ccite>(Carlos Avila Gonzalez/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>An SFMTA spokesperson told KQED that from March 20 to July 20, the cameras issued over 300,000 warnings total to speeding drivers. Most speeding in the city occurs between 6:00 a.m. and 8:00 a.m., Wise said.\u003c/p>\n\u003cp>The speed cameras are a major part of the city’s efforts to reduce traffic collisions and make streets safer, given that speeding is the leading cause of severe injuries and deaths on San Francisco streets.\u003c/p>\n\u003cp>The same day that SFMTA officials announced the cameras’ full rollout, city Supervisor Myrna Melgar introduced legislation to recommit the city to its failed Vision Zero goal of eliminating traffic deaths. When the 10-year campaign officially ended in 2024, San Francisco saw 42 traffic deaths — the deadliest year in a decade.\u003c/p>\n\u003cp>“Speed safety cameras are just one component of making sure that our streets are safe,” Wise said. “For example, treatments to slow down left turns are just part of the overall approach that this agency has to reducing the number of severe injuries and fatalities in the city and making everybody feel comfortable on our streets.”\u003c/p>\n\u003cp>The cameras are all \u003ca href=\"https://www.kqed.org/news/12032036/sf-speed-cameras-first-in-state-turn-on-today-heres-where-they-are\">on San Francisco’s High Injury Network\u003c/a>, the 12% of streets across the city that account for more than 68% of traffic-related severe injuries or fatalities.\u003c/p>\n\u003cp>Here’s what a driver caught speeding by a camera can expect to pay:\u003c/p>\n\u003cul>\n\u003cli>A $50 fee for going 11–15 mph over the posted speed limit;\u003c/li>\n\u003cli>$100 for going 16–25 mph over;\u003c/li>\n\u003cli>$200 for going 26 mph or more over the speed limit.\u003c/li>\n\u003cli>Additionally, any driver traveling more than 100 mph on city streets can expect a $500 ticket from the cameras.\u003c/li>\n\u003cli>The fees are reduced for low-income drivers and those on public assistance programs like SNAP, CalWorks and Medi-Cal.\u003c/li>\n\u003c/ul>\n\u003cp>Verra Mobility, a smart transportation company based in Mesa, Arizona, will be responsible for maintaining the cameras, as well as processing the tickets.\u003c/p>\n\u003cp>SFMTA officials don’t have an estimate yet on how much revenue the program will generate, but it will go toward covering administrative costs, and any leftover funds will go to other traffic calming projects or the state’s Active Transportation Fund.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The program is a five-year pilot made possible by \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB645\">Assembly Bill 645\u003c/a>, which Gov. Gavin Newsom signed in 2023 to authorize Los Angeles, San José, Oakland, Glendale, Long Beach and San Francisco to test the effectiveness of speed cameras on road safety.\u003c/p>\n\u003cp>San Francisco is \u003ca href=\"https://www.kqed.org/news/12039914/just-over-half-sfs-speed-cameras-operational-whats-with-slowdown\">the first city of the six\u003c/a> selected for the pilot to make its cameras operational, and cities in the Bay Area generally appear to be further along in the process than those in Southern California.\u003c/p>\n\u003cp>\u003ca href=\"https://www.oaklandca.gov/Public-Safety-Streets/Traffic-Safety/Speed-Safety-Cameras-Pilot-Program\">Oakland\u003c/a> plans to install cameras in fall or winter of this year, and San José said it expects its program to begin in 2025 but has not \u003ca href=\"https://www.sanjoseca.gov/your-government/departments-offices/transportation/projects/speed-cameras-project\">posted an update to its website\u003c/a> since September 2024, noting that it is “a new program that is being built from the ground up.”\u003c/p>\n\u003cp>In Southern California, Glendale is in the process of collecting \u003ca href=\"https://engagekh.mysocialpinpoint.com/GlendaleSpeedSafety\">community feedback\u003c/a>, Long Beach had no information posted on its website about the project, and \u003ca href=\"https://ladot.lacity.gov/speed-safety-system\">Los Angeles\u003c/a> expects its system to become operational in mid-2026.\u003c/p>\n\u003cp>Speed cameras have been effective in other cities. \u003ca href=\"https://visionzerophl.com/wp-content/uploads/2024/05/Automated-Speed-Enforcement-Expansion-Report-05-2024.pdf\">Officials in Philadelphia\u003c/a> said speed cameras installed on a dangerous corridor reduced speeding by 95%.\u003c/p>\n\u003cp>SFMTA plans to issue an 18-month evaluation on the program in September 2026. The five-year pilot is set to end March 2030.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A Delta Air Lines copilot was arrested and dragged off a plane by federal agents on suspicion of child sexual abuse just moments after landing in \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> on Saturday night, the Contra Costa County Sheriff’s Office confirmed Monday.\u003c/p>\n\u003cp>Rustom Bhagwagar, 34, a former San Ramon resident who currently lives in Florida, was detained just after 9:30 p.m. Saturday after the flight from Minneapolis landed and passengers were preparing to deplane.\u003c/p>\n\u003cp>The Contra Costa County Sheriff’s Office said in a statement that it had been investigating Bhagwagar as the primary suspect in a case related to sex crimes against a child since April 2025, when authorities learned he was an airline pilot due to fly into San Francisco International Airport on July 26.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Detectives obtained a Ramey warrant — a court-ordered arrest warrant issued before a suspect is charged, usually obtained when time is of the essence or evidence needs to be preserved — and boarded the plane with the assistance of Homeland Security Investigations.\u003c/p>\n\u003cp>In an email to KQED, a passenger described a group of law enforcement officers who “stormed the cockpit,” pushing their way through the aisles wearing HSI and sheriff’s badges and carrying guns, before handcuffing the copilot and removing him from the plane. A second set of officers retrieved Bhagwagar’s luggage and personal belongings.[aside postID=news_12049532 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/RodrigoSantosSFGetty.jpg']Stunned witnesses initially thought the officers on the scene with HSI badges were immigration enforcement.\u003c/p>\n\u003cp>“Everyone was confused and in disbelief at what was happening,” Sarah Christianson, a passenger seated in first class, wrote to KQED. “The 10 people that forced their way to the cockpit didn’t say much aside from ‘clear the aisle, sit down,’ but we did hear a few of them say they were there for ‘immigration.’”\u003c/p>\n\u003cp>The remaining pilot and the flight crew also appeared “shocked” and told passengers that they didn’t know what was happening, Christianson said.\u003c/p>\n\u003cp>In a statement, a Delta Air Lines spokesperson said the company has “zero tolerance for unlawful conduct” and will fully cooperate with law enforcement.\u003c/p>\n\u003cp>“We are appalled by reports of the charges related to the arrest and the individual in question has been suspended pending an investigation,” the spokesperson said.\u003c/p>\n\u003cp>SF Gate reported that Bhagwagar previously \u003ca href=\"https://www.city-data.com/pilots/san-ramon-city-california.html\">registered\u003c/a> as a pilot with an address in San Ramon on his license.\u003c/p>\n\u003cp>Bhagwagar is being held at the Martinez Detention Facility on five counts of oral copulation with a child under 10, in lieu of $5 million bail.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Stunned witnesses initially thought the officers on the scene with HSI badges were immigration enforcement.\u003c/p>\n\u003cp>“Everyone was confused and in disbelief at what was happening,” Sarah Christianson, a passenger seated in first class, wrote to KQED. “The 10 people that forced their way to the cockpit didn’t say much aside from ‘clear the aisle, sit down,’ but we did hear a few of them say they were there for ‘immigration.’”\u003c/p>\n\u003cp>The remaining pilot and the flight crew also appeared “shocked” and told passengers that they didn’t know what was happening, Christianson said.\u003c/p>\n\u003cp>In a statement, a Delta Air Lines spokesperson said the company has “zero tolerance for unlawful conduct” and will fully cooperate with law enforcement.\u003c/p>\n\u003cp>“We are appalled by reports of the charges related to the arrest and the individual in question has been suspended pending an investigation,” the spokesperson said.\u003c/p>\n\u003cp>SF Gate reported that Bhagwagar previously \u003ca href=\"https://www.city-data.com/pilots/san-ramon-city-california.html\">registered\u003c/a> as a pilot with an address in San Ramon on his license.\u003c/p>\n\u003cp>Bhagwagar is being held at the Martinez Detention Facility on five counts of oral copulation with a child under 10, in lieu of $5 million bail.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> is one step closer to transitioning to a green fleet on Tuesday, after the Board of Supervisors unanimously approved a plan to install roughly 400 electric vehicle chargers at city-owned facilities.\u003c/p>\n\u003cp>The initiative, which draws on a $5 million California Energy Commission grant and $3 million in city funds, is part of a larger push to \u003ca href=\"https://www.kqed.org/news/12020242/san-francisco-1st-curbside-ev-charging-stations-debut-these-2-neighborhoods\">expand\u003c/a> electric vehicle infrastructure and expedite progress toward the city’s goal of becoming 100% zero-emission by 2040.\u003c/p>\n\u003cp>Mayor Daniel Lurie’s office and City Administrator Carmen Chu estimate the new chargers will power around 800 vehicles, about 40% of what is needed to transition the city’s cars, vans and trucks to electric.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The lack of chargers has been a major barrier to the transition, Chu said.\u003c/p>\n\u003cp>“Now, with this grant, we’ll be able to have the infrastructure in place,” Chu said.\u003c/p>\n\u003cp>With more chargers in place, the city will be able to move ahead with new EV purchases.\u003c/p>\n\u003cp>William Riggs, a USF professor and director of the Autonomous Vehicles and the City Initiative, said the grant is a good step toward meeting the city’s zero-emission benchmark but added that other considerations remain.\u003c/p>\n\u003cp>“You can’t just invest in EV infrastructure for private automobiles,” he said. “You have to invest in EV and infrastructure for transit vehicles, and invest in walking and cycling infrastructure alongside that.”[aside postID=news_12023483 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/ElectricVehicleChargingStatonSFGetty-1020x680.jpg']Ted Lamm, an associate director at UC Berkeley’s Center for Law, Energy, & the Environment, echoed the sentiment, noting that the next step should be to ensure that public transportation services like BART are also powered by clean electricity.\u003c/p>\n\u003cp>“As more and more vehicles become electrified and are plugging into the electric grid — that has the real long-term potential to lower electricity costs for everyone,” he said.\u003c/p>\n\u003cp>Lamm also raised concerns about the city’s broader plan to install over 1,500 public chargers citywide for residents, pointing out that underserved communities often rely on street parking.\u003c/p>\n\u003cp>“At the end of the day, the best place for electric vehicle charging is in private garages,” Lamm said. “It needs to be done in areas where we know there’s sufficient need, or there will be sufficient need, for that curbside charging.”\u003c/p>\n\u003cp>Riggs reiterated Lamm’s concerns. “Execution is everything, but we have to guard against this idea of EVs being the one and only answer,” he said.\u003c/p>\n\u003cp>City officials said they expect the new chargers to be fully installed by 2027.\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/san-francisco\">San Francisco\u003c/a> is one step closer to transitioning to a green fleet on Tuesday, after the Board of Supervisors unanimously approved a plan to install roughly 400 electric vehicle chargers at city-owned facilities.\u003c/p>\n\u003cp>The initiative, which draws on a $5 million California Energy Commission grant and $3 million in city funds, is part of a larger push to \u003ca href=\"https://www.kqed.org/news/12020242/san-francisco-1st-curbside-ev-charging-stations-debut-these-2-neighborhoods\">expand\u003c/a> electric vehicle infrastructure and expedite progress toward the city’s goal of becoming 100% zero-emission by 2040.\u003c/p>\n\u003cp>Mayor Daniel Lurie’s office and City Administrator Carmen Chu estimate the new chargers will power around 800 vehicles, about 40% of what is needed to transition the city’s cars, vans and trucks to electric.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The lack of chargers has been a major barrier to the transition, Chu said.\u003c/p>\n\u003cp>“Now, with this grant, we’ll be able to have the infrastructure in place,” Chu said.\u003c/p>\n\u003cp>With more chargers in place, the city will be able to move ahead with new EV purchases.\u003c/p>\n\u003cp>William Riggs, a USF professor and director of the Autonomous Vehicles and the City Initiative, said the grant is a good step toward meeting the city’s zero-emission benchmark but added that other considerations remain.\u003c/p>\n\u003cp>“You can’t just invest in EV infrastructure for private automobiles,” he said. “You have to invest in EV and infrastructure for transit vehicles, and invest in walking and cycling infrastructure alongside that.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Ted Lamm, an associate director at UC Berkeley’s Center for Law, Energy, & the Environment, echoed the sentiment, noting that the next step should be to ensure that public transportation services like BART are also powered by clean electricity.\u003c/p>\n\u003cp>“As more and more vehicles become electrified and are plugging into the electric grid — that has the real long-term potential to lower electricity costs for everyone,” he said.\u003c/p>\n\u003cp>Lamm also raised concerns about the city’s broader plan to install over 1,500 public chargers citywide for residents, pointing out that underserved communities often rely on street parking.\u003c/p>\n\u003cp>“At the end of the day, the best place for electric vehicle charging is in private garages,” Lamm said. “It needs to be done in areas where we know there’s sufficient need, or there will be sufficient need, for that curbside charging.”\u003c/p>\n\u003cp>Riggs reiterated Lamm’s concerns. “Execution is everything, but we have to guard against this idea of EVs being the one and only answer,” he said.\u003c/p>\n\u003cp>City officials said they expect the new chargers to be fully installed by 2027.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "77-year-old-pedestrian-dies-in-sf-after-being-struck-by-an-electric-scooter",
"title": "77-Year-Old Pedestrian Dies in SF After Being Struck By an Electric Scooter",
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"content": "\u003cp>An elderly man in downtown \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> was struck and killed by an electric scooter last week, San Francisco police said.\u003c/p>\n\u003cp>Officers on Friday afternoon responded to reports of a vehicle collision involving a pedestrian near Sixth and Market streets. The victim, 77, was crossing the intersection when a person on an electric scooter collided with him, SFPD reported.\u003c/p>\n\u003cp>The victim sustained life-threatening injuries and succumbed to his wounds after being transported to a local hospital by first responders, according to a statement by the police department. His identity has not been released.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Our hearts break for the victim and his loved ones,” Marta Lindsey, a spokesperson for traffic safety advocacy group Walk San Francisco, said in a statement. “People walking in San Francisco shouldn’t have to worry about being hit by any type of vehicle, whether a car or an e-scooter.”\u003c/p>\n\u003cp>San Francisco police reported that the scooter driver stayed on the scene after officers arrived and cooperated with the investigation, adding that it does not appear that drugs or alcohol were involved in the collision.\u003c/p>\n\u003cfigure id=\"attachment_12022122\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Starting in March, speed cameras will be installed at different locations around San Francisco. Advocates hope it’ll make San Francisco streets safer. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lindsey said that vehicles like scooters and electric bicycles can pose a threat to people walking on the street because they can quickly accelerate to higher speeds, increasing the chances and severity of a possible crash.\u003c/p>\n\u003cp>Of the nine pedestrian deaths this year, seven of the victims were elderly, according to Walk SF.\u003c/p>\n\u003cp>The entirety of Market Street falls within the high injury network, streets with the highest concentration of traffic injuries and deaths. Since 2015, there have been more than 40 traffic collisions in the area of 6th and Market, Walk SF reported.\u003c/p>\n\u003cp>Recently, the San Francisco Municipal Transportation Agency introduced new pedestrian and transit safety improvements in the area, such as updated traffic signals, repaved sidewalks and curb ramps.\u003cbr>\n[aside postID=news_12020559 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-26-1020x680.jpg']California also passed a daylighting law last year, which prohibits drivers from parking within 20 feet of a crosswalk or 15 feet of a curb extension to create increased visibility on roadways. SFMTA has come under fire recently over what some advocates say is the city’s noncompliance with the new law — painted curbs indicating where drivers are not allowed to park fall short of the mandated length.\u003c/p>\n\u003cp>Lindsey said the city can and should do more to protect those most vulnerable on city streets.\u003c/p>\n\u003cp>Vision Zero, a traffic safety policy that aims to reduce traffic and pedestrian casualties in San Francisco, expired in 2024 — the city’s deadliest year in at least two decades, with more than 40 crash-related deaths. Advocates have urged Mayor Daniel Lurie and other city officials to renew the policy or to introduce new strategies for maintaining public safety.\u003c/p>\n\u003cp>“We need streets to be designed and enforced to support safe behavior and protect our most vulnerable,” Lindsey said. “We can measure our city’s safety by how safe kids and seniors are. This tragedy shows how far San Francisco has to go with traffic safety and why it needs to be a priority for city leaders.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The victim was crossing an intersection near Sixth and Market streets when a person on an electric scooter collided with him, San Francisco police reported. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>An elderly man in downtown \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> was struck and killed by an electric scooter last week, San Francisco police said.\u003c/p>\n\u003cp>Officers on Friday afternoon responded to reports of a vehicle collision involving a pedestrian near Sixth and Market streets. The victim, 77, was crossing the intersection when a person on an electric scooter collided with him, SFPD reported.\u003c/p>\n\u003cp>The victim sustained life-threatening injuries and succumbed to his wounds after being transported to a local hospital by first responders, according to a statement by the police department. His identity has not been released.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Our hearts break for the victim and his loved ones,” Marta Lindsey, a spokesperson for traffic safety advocacy group Walk San Francisco, said in a statement. “People walking in San Francisco shouldn’t have to worry about being hit by any type of vehicle, whether a car or an e-scooter.”\u003c/p>\n\u003cp>San Francisco police reported that the scooter driver stayed on the scene after officers arrived and cooperated with the investigation, adding that it does not appear that drugs or alcohol were involved in the collision.\u003c/p>\n\u003cfigure id=\"attachment_12022122\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Starting in March, speed cameras will be installed at different locations around San Francisco. Advocates hope it’ll make San Francisco streets safer. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lindsey said that vehicles like scooters and electric bicycles can pose a threat to people walking on the street because they can quickly accelerate to higher speeds, increasing the chances and severity of a possible crash.\u003c/p>\n\u003cp>Of the nine pedestrian deaths this year, seven of the victims were elderly, according to Walk SF.\u003c/p>\n\u003cp>The entirety of Market Street falls within the high injury network, streets with the highest concentration of traffic injuries and deaths. Since 2015, there have been more than 40 traffic collisions in the area of 6th and Market, Walk SF reported.\u003c/p>\n\u003cp>Recently, the San Francisco Municipal Transportation Agency introduced new pedestrian and transit safety improvements in the area, such as updated traffic signals, repaved sidewalks and curb ramps.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>California also passed a daylighting law last year, which prohibits drivers from parking within 20 feet of a crosswalk or 15 feet of a curb extension to create increased visibility on roadways. SFMTA has come under fire recently over what some advocates say is the city’s noncompliance with the new law — painted curbs indicating where drivers are not allowed to park fall short of the mandated length.\u003c/p>\n\u003cp>Lindsey said the city can and should do more to protect those most vulnerable on city streets.\u003c/p>\n\u003cp>Vision Zero, a traffic safety policy that aims to reduce traffic and pedestrian casualties in San Francisco, expired in 2024 — the city’s deadliest year in at least two decades, with more than 40 crash-related deaths. Advocates have urged Mayor Daniel Lurie and other city officials to renew the policy or to introduce new strategies for maintaining public safety.\u003c/p>\n\u003cp>“We need streets to be designed and enforced to support safe behavior and protect our most vulnerable,” Lindsey said. “We can measure our city’s safety by how safe kids and seniors are. This tragedy shows how far San Francisco has to go with traffic safety and why it needs to be a priority for city leaders.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Catch Them If You Can, Man: SFMTA Rolls Out Grateful Dead-Inspired Muni Buses",
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"content": "\u003cp>All aboard the “Trippy Train.”\u003c/p>\n\u003cp>Beginning Tuesday, the San Francisco Municipal Transit Agency is rolling out three Grateful Dead-inspired Muni vehicles, wrapped in fluorescent florals and psychedelic-inspired graphics, ready to transport riders back to the Summer of Love.\u003c/p>\n\u003cp>“There’s no better place to celebrate 60 years of the Grateful Dead than right here in San Francisco, and now that legacy is rolling through our neighborhoods literally,” Mayor Daniel Lurie said at a press conference on Tuesday morning.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San Franciscans riding the 5 Fulton, 7 Haight/Noriega or N Judah routes might get lucky enough to take a long, strange trip on one of the ‘60s-inspired, tie-dye vehicles now through the end of the Dead & Company’s highly-anticipated run of outdoor concerts at Golden Gate Park’s Polo Fields Aug. 1–3.\u003c/p>\n\u003cp>The two “Psychedeli-Buses” and the “Trippy” Metro Train will be a part of the fleets on those standard routes for the next three weeks, and a few of the dozens of vehicles Muni plans to run to and from the shows, which are expected to draw tens of thousands to the city per night.\u003c/p>\n\u003cfigure id=\"attachment_12049214\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12049214\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Captain and Field Operations Bureau of the Golden Gate Division Angela Wilhelm (left) and Mayor Daniel Lurie (right) chat before boarding one of the psychedelic-themed buses in the Haight Ashbury District in San Francisco on July 22, 2025. Mayor Daniel Lurie and the SFMTA unveil one of several tie-dye Muni buses in celebration of the Dead & Company 60th anniversary concert. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Most Muni wrap campaigns are targeted advertising — Kraft Heinz ran a more-than-$300,000 campaign in 2022 to cover 30 buses in Lunchable-inspired stacks of crackers, ham and cheese, according to a report by the \u003ca href=\"https://www.sfexaminer.com/news/the-city/how-much-money-muni-gets-for-those-lunchables-ads-and-why-it-matters/article_975e9704-4355-11ed-b1fb-ab8d1fce0497.html\">\u003cem>San Francisco Examiner\u003c/em>\u003c/a>.\u003c/p>\n\u003cp>Muni is financing these Grateful Dead vehicles from the agency’s own marketing budget. SFMTA did not respond to questions about how much the three-bus campaign will cost, which comes as Muni is in a tight position financially. The transit agency is currently projecting annual deficits above \u003ca href=\"https://www.kqed.org/news/12037653/sfmta-launches-major-reorganization-to-address-mounting-budget-shortfall\">$300 million \u003c/a>beginning in 2026, fueled by low post-pandemic ridership and decreased funding sources, as it makes cuts to staff and services.[aside postID=arts_13978193 hero='https://cdn.kqed.org/wp-content/uploads/sites/2/2025/07/0-2000x1333.jpg']The funky additions to the fleet may be a part of a push to reach younger residents, a strategy that has included the launch of \u003ca href=\"https://themunistore.com/\">merchandise\u003c/a> with its iconic worm logo earlier this year and partnering with the \u003ca href=\"https://shop.sfcityfc.com/collections/jerseys\">SF City FC soccer club\u003c/a> on a new line of jerseys with the signature emblem across the chest. A special tie-dye Muni shirt is available in honor of the wrapped buses and shows.\u003c/p>\n\u003cp>Lurie said the concerts — and multitude of city events built up around them — are bringing visitors, and Muni riders, to the city, boosting the city’s economy and tourism industry.\u003c/p>\n\u003cp>“This is not just about the music,” he said. “These events are going to generate major economic revenue for the city of San Francisco … Hotel demand for Thursday, July 31 to Sunday, Aug. 3rd, is up an average of 53%, tourism industry leaders are reporting bookings from fans across the country and the world and small business owners right here on Haight say their sales have already seen a noticeable increase in foot traffic.”\u003c/p>\n\u003cp>With their limited run, a ride on the hippie bus may be as coveted as concert passes themselves. With three-day tickets starting at $635, VIP passes to the festival — which will also feature special guests Sturgill Simpson, Billy Strings and the Trey Anastasio Band — are listed \u003ca href=\"https://www.stubhub.com/dead-company-san-francisco-tickets-8-1-2025/event/158351685/?quantity=2\">for as much as $10,000\u003c/a> apiece on the resale site StubHub.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Franciscans riding the 5 Fulton, 7 Haight/Noriega or N Judah routes might get lucky enough to take a long, strange trip on one of the ‘60s-inspired, tie-dye vehicles now through the end of the Dead & Company’s highly-anticipated run of outdoor concerts at Golden Gate Park’s Polo Fields Aug. 1–3.\u003c/p>\n\u003cp>The two “Psychedeli-Buses” and the “Trippy” Metro Train will be a part of the fleets on those standard routes for the next three weeks, and a few of the dozens of vehicles Muni plans to run to and from the shows, which are expected to draw tens of thousands to the city per night.\u003c/p>\n\u003cfigure id=\"attachment_12049214\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12049214\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Captain and Field Operations Bureau of the Golden Gate Division Angela Wilhelm (left) and Mayor Daniel Lurie (right) chat before boarding one of the psychedelic-themed buses in the Haight Ashbury District in San Francisco on July 22, 2025. Mayor Daniel Lurie and the SFMTA unveil one of several tie-dye Muni buses in celebration of the Dead & Company 60th anniversary concert. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Most Muni wrap campaigns are targeted advertising — Kraft Heinz ran a more-than-$300,000 campaign in 2022 to cover 30 buses in Lunchable-inspired stacks of crackers, ham and cheese, according to a report by the \u003ca href=\"https://www.sfexaminer.com/news/the-city/how-much-money-muni-gets-for-those-lunchables-ads-and-why-it-matters/article_975e9704-4355-11ed-b1fb-ab8d1fce0497.html\">\u003cem>San Francisco Examiner\u003c/em>\u003c/a>.\u003c/p>\n\u003cp>Muni is financing these Grateful Dead vehicles from the agency’s own marketing budget. SFMTA did not respond to questions about how much the three-bus campaign will cost, which comes as Muni is in a tight position financially. The transit agency is currently projecting annual deficits above \u003ca href=\"https://www.kqed.org/news/12037653/sfmta-launches-major-reorganization-to-address-mounting-budget-shortfall\">$300 million \u003c/a>beginning in 2026, fueled by low post-pandemic ridership and decreased funding sources, as it makes cuts to staff and services.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The funky additions to the fleet may be a part of a push to reach younger residents, a strategy that has included the launch of \u003ca href=\"https://themunistore.com/\">merchandise\u003c/a> with its iconic worm logo earlier this year and partnering with the \u003ca href=\"https://shop.sfcityfc.com/collections/jerseys\">SF City FC soccer club\u003c/a> on a new line of jerseys with the signature emblem across the chest. A special tie-dye Muni shirt is available in honor of the wrapped buses and shows.\u003c/p>\n\u003cp>Lurie said the concerts — and multitude of city events built up around them — are bringing visitors, and Muni riders, to the city, boosting the city’s economy and tourism industry.\u003c/p>\n\u003cp>“This is not just about the music,” he said. “These events are going to generate major economic revenue for the city of San Francisco … Hotel demand for Thursday, July 31 to Sunday, Aug. 3rd, is up an average of 53%, tourism industry leaders are reporting bookings from fans across the country and the world and small business owners right here on Haight say their sales have already seen a noticeable increase in foot traffic.”\u003c/p>\n\u003cp>With their limited run, a ride on the hippie bus may be as coveted as concert passes themselves. With three-day tickets starting at $635, VIP passes to the festival — which will also feature special guests Sturgill Simpson, Billy Strings and the Trey Anastasio Band — are listed \u003ca href=\"https://www.stubhub.com/dead-company-san-francisco-tickets-8-1-2025/event/158351685/?quantity=2\">for as much as $10,000\u003c/a> apiece on the resale site StubHub.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "air-traffic-controllers-say-a-push-to-modernize-equipment-wont-fix-deeper-problems",
"title": "Air Traffic Controllers Say a Push to Modernize Equipment Won't Fix Deeper Problems",
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"headTitle": "Air Traffic Controllers Say a Push to Modernize Equipment Won’t Fix Deeper Problems | KQED",
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"content": "\u003cp>When a \u003ca href=\"https://www.npr.org/2025/03/11/nx-s1-5324543/ntsb-dca-mid-air-collision-american-black-hawk\">midair collision\u003c/a> and a \u003ca href=\"https://www.npr.org/2025/05/22/g-s1-68333/newark-air-traffic-controller-atc\">series of radar outages\u003c/a> captured attention in the United States this year, some air traffic controllers thought it might finally lead to solutions for a nationwide staffing shortage and other longstanding problems at the country’s air traffic facilities.\u003c/p>\n\u003cp>“Everybody’s talking about us,” said one controller who works at a facility in the Midwest that handles high-altitude traffic. “You have that one moment of like, ‘oh, some hope. Hey, they see us out here.'”\u003c/p>\n\u003cp>But that controller watched with growing dismay as the response from federal officials and union leaders coalesced around an effort to upgrade equipment and ramp up hiring. The plan failed to address some other long-held concerns of many air traffic controllers, such as grueling schedules, stagnating pay and an onerous process for taking paid time off, the controller said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The morale just really plummets at that point,” said the controller, who asked NPR not to use their name because they’re not authorized to speak publicly and are worried about retaliation from the Federal Aviation Administration.\u003c/p>\n\u003cp>“Not a word of it is about anything that’s going to actually help controllers in the not even just short term, but the mid-term,” they said. “Honestly, it’s more demoralizing than if they weren’t talking about us at all.”\u003c/p>\n\u003cfigure id=\"attachment_12048863\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048863\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-1-copy.jpg\" alt=\"\" width=\"1800\" height=\"1201\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-1-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-1-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-1-copy-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">Transportation Secretary Sean Duffy holds a news conference at Newark Liberty International Airport, where he announced the reopening of a major runway at the airport, nearly 2 weeks ahead of schedule in Newark, N.J., on June 2.\u003c/figcaption>\u003c/figure>\n\u003cp>U.S. Transportation Secretary Sean Duffy has made rebuilding the national air traffic control system a priority in his first few months on the job. He’s vowed to “supercharge” the hiring of new controllers, and the Trump administration is also seeking to \u003ca href=\"https://www.npr.org/2025/05/08/nx-s1-5391297/air-traffic-control-system-overhaul-modernization\">completely overhaul the technology\u003c/a> used in air traffic facilities across the country, including radar and telecommunications equipment.\u003c/p>\n\u003cp>This month, Congress approved $12.5 billion for that purpose in the budget reconciliation law.\u003cstrong> \u003c/strong>Duffy called that funding an important “down payment,” though he said it would ultimately take a total of roughly $31 billion to finish the job.\u003c/p>\n\u003cp>[aside postID=news_12033338 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/GettyImages-1243270396-1-1020x680.jpg']\u003c/p>\n\u003cp>“Our goal is to make air travel not just safer, but also more efficient,” Duffy said Wednesday during \u003ca href=\"https://transportation.house.gov/calendar/eventsingle.aspx?EventID=408886\">a hearing\u003c/a> of the House Transportation and Infrastructure Committee. “State of the art, gold-plated, best in the world.”\u003c/p>\n\u003cp>Still, many air traffic controllers say problems with the U.S. air traffic system run deeper than outdated equipment. Some have vented their frustrations anonymously on social media platforms \u003ca href=\"https://www.tiktok.com/@doaviation/video/7506983705282596142\">like TikTok\u003c/a>, and \u003ca href=\"https://www.reddit.com/r/atc2/\">Reddit\u003c/a>.\u003c/p>\n\u003cp>NPR spoke to five current and former air traffic controllers for this story. (Most requested anonymity because they are also worried about retaliation from the FAA.) While several controllers welcomed the additional investment in modernized equipment, they were also skeptical that the Trump administration could achieve its goals as quickly as promised. All of them said the FAA is overlooking\u003cstrong> \u003c/strong>critical quality-of-life concerns among controllers.\u003c/p>\n\u003cp>Meanwhile, they say they’re expected to work under stressful conditions each day to keep the complex U.S. air travel system operating, in part by working mandatory overtime and six-day workweeks.\u003c/p>\n\u003cp>“[Passengers] get to go where they want to go because controllers are showing up to work six days a week. And they’re tired, they’re exhausted,” said the controller who works in the Midwest center. “But they’re still showing up and doing an amazing job.”\u003c/p>\n\u003ch2>Staffing shortages squeeze controllers\u003c/h2>\n\u003cfigure id=\"attachment_12048864\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048864\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-2-copy.jpg\" alt=\"\" width=\"1800\" height=\"1201\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-2-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-2-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-2-copy-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">The air traffic control tower at Ronald Reagan Washington National Airport in Arlington, Va., several days after an American Airlines jet collided in midair with a military Black Hawk helicopter, killing 67 people. \u003ccite>(Kayla Bartkowski/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Problems in the nation’s air traffic system were well known within the aviation industry. But they burst into public view in January, when an American Airlines regional jet and an U.S. Army Black Hawk helicopter \u003ca href=\"https://www.npr.org/2025/01/30/nx-s1-5280403/map-plane-helicopter-crash-washington-dc\">collided in midair\u003c/a> near Ronald Reagan Washington National Airport.\u003c/p>\n\u003cp>According to \u003ca href=\"https://www.ntsb.gov/investigations/Documents/DCA25MA108%20Prelim.pdf\" target=\"_blank\" rel=\"noopener\">a preliminary report\u003c/a> from the National Transportation Safety Board, the duties of several air traffic controllers in the local control tower had been combined at the time of the incident, though it’s not clear if that played any role in the collision. Still, the accident focused national attention on the controller staffing shortages.\u003c/p>\n\u003cp>Then the facility that handles traffic around Newark Liberty International Airport in New Jersey suffered \u003ca href=\"https://www.npr.org/2025/05/22/g-s1-68333/newark-air-traffic-controller-atc\">a series of radar and telecommunication outages\u003c/a> in April and May, forcing thousands of delays, diversions and cancellations at one of the nation’s busiest airports. When some controllers took trauma leave to recover from the impact of those outages, that only \u003ca href=\"https://www.npr.org/2025/05/13/nx-s1-5396838/newark-airport-three-radar-controllers-monitored-airspace-faa\">exacerbated the staffing shortage\u003c/a>.[aside postID=news_12027050 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GettyImages-1940010763-1-1020x680.jpg']The roots of the air traffic controller shortage go all the way back to 1981, when then-President Ronald Reagan \u003ca href=\"https://www.npr.org/2021/08/05/1025018833/looking-back-on-when-president-reagan-fired-air-traffic-controllers\">fired more than 11,000 controllers\u003c/a> who had gone on strike to protest what they considered to be unfair wages and long work hours.\u003c/p>\n\u003cp>That set off a scramble to hire and train thousands of new air traffic controllers. In some areas, the effort succeeded, but facilities that handle some of the busiest and most complex airspace in the world have always been difficult to staff.\u003c/p>\n\u003cp>Over the past decade, the FAA has struggled to hire enough controllers to keep pace with retirements — hiring only two-thirds of the controllers called for by its own staffing models, \u003ca href=\"https://nap.nationalacademies.org/catalog/29112/the-air-traffic-controller-workforce-imperative-staffing-models-and-their\">according to a recent study\u003c/a> by the National Academies of Sciences, Engineering, and Medicine. The problem was made more acute by the COVID-19 pandemic, which disrupted in-person training at the FAA’s academy in Oklahoma.\u003c/p>\n\u003cp>The FAA currently has \u003ca href=\"https://www.faa.gov/about/office_org/headquarters_offices/afn/offices/finance/offices/office-financial-labor-analysis/plans/controller-workforce\">fewer than 11,000 certified controllers\u003c/a>, more than 3,000 short of its nationwide target. As a result, many are regularly assigned to work a sixth workday. \u003ca href=\"https://www.natca.org/2025/06/18/national-academies-of-sciences-report-doubles-down-on-failed-controller-staffing-model/\">According to the National Air Traffic Controllers Association\u003c/a>, over 41% of certified air traffic controllers work “10-hour days, six days a week.”\u003c/p>\n\u003cp>That’s in addition to the taxing schedules many controllers already work, including weekend, overnight and rotating shifts. An \u003ca href=\"https://www.faa.gov/newsroom/media/Fatigue_Report.pdf\" target=\"_blank\" rel=\"noopener\">independent report\u003c/a> commissioned by the FAA found last year that a common controller schedule known as the “rattler” can create “known fatigue risks” and should be eliminated.\u003c/p>\n\u003cfigure id=\"attachment_12048865\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048865\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-3-copy.jpg\" alt=\"\" width=\"1800\" height=\"1200\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-3-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-3-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-3-copy-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">People wait in line at Newark Liberty International Airport in Newark, N.J. Air traffic control outages, runway construction and staffing shortages contributed to hundreds of delays and cancellations. \u003ccite>(Spencer Platt/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Staying alert at work is critical for controllers tasked with ensuring planes don’t collide and sequencing them for takeoff and landing, said one current air traffic controller at a terminal radar approach control facility (or TRACON) in the central U.S.\u003c/p>\n\u003cp>“We can’t have an off day. We can’t have a day where we come in and say, ‘oh, I’m just kind of not feeling it today. I’m just going to, you know, kind of cruise through the day.’ We don’t get that chance,” they said. “You walk into work and you have to be 100% mistake-free essentially in your entire career or, you know, people die.”[aside postID=news_12033814 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-08-BL_qed-1020x680.jpg']Controllers also report that it can be difficult to take paid time off. They “bid” for leave in the fall for the following year based on seniority, and requests for time off on shorter notice — what’s known as “spot leave” — may be denied due to a lack of staffing.\u003c/p>\n\u003cp>“It became harder and harder to take leave, to plan family vacations, to even get spot leave if you needed time off for your kid’s baseball game or soccer game,” said one retired air traffic controller.\u003c/p>\n\u003cp>“It just became more of a shift towards spot leave being denied and feeling like, ‘OK, I need this time off because family is important, so I’m going to take sick leave now,'” they said.\u003c/p>\n\u003cp>The head of the union that represents controllers across the country said he understands how hard they’re being pushed.\u003c/p>\n\u003cp>“We are asking the world of them right now,” said Nick Daniels, president of the National Air Traffic Controllers Association, in an NPR interview. “Every single person has a right to be frustrated right now. When you are extremely short-staffed, you don’t have working equipment.”\u003c/p>\n\u003cp>In a statement, the FAA said it was making it a priority to bolster the air traffic controller ranks by “taking a multi-pronged approach to recruit new controllers, improve training success rates and reduce overall training times.”\u003c/p>\n\u003cp>The FAA is expanding academy training by nearly 30%, shortening the hiring process by five months and partnering with colleges and universities to prepare more students for careers in air traffic control, the agency said.\u003c/p>\n\u003ch2>‘Nobody’s talking about pay’\u003c/h2>\n\u003cp>Still, some controllers argue they should be paid more to compensate for the grueling working conditions.\u003c/p>\n\u003cp>“We’re missing huge chunks of the prime time of our lives with our families to keep airplanes moving,” said the controller who works high-altitude traffic. “We love our job. But, you know, I want to be paid fairly.”\u003c/p>\n\u003cp>Daniels said he has heard that message, too. “I go visit facilities every single week,” said the union president. “One of the main topics is pay.”\u003c/p>\n\u003cfigure id=\"attachment_12048866\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048866\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-4-copy.jpg\" alt=\"\" width=\"1800\" height=\"1201\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-4-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-4-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-4-copy-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">Nick Daniels, the president of the National Air Traffic Controllers Association, speaks at a news conference at the U.S. Department of Transportation headquarters in Washington, D.C., on May 1. \u003ccite>(Chip Somodevilla/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>With the Trump administration slashing staffing across the federal government, the union has not pushed publicly for a raise. Still, Daniels said the union is looking to find areas of agreement with the administration, which is why the union has supported the effort to modernize equipment and hire more staff.\u003c/p>\n\u003cp>“The equipment has to be addressed,” Daniels said. “12 and a half billion dollars is a good start to where we need to go.”\u003c/p>\n\u003cp>Daniels said he expects that the administration’s push to hire more controllers will yield tangible results, possibly ending the staffing shortage within four to five years. “Those things will start to reduce the stresses and pressures of the mandatory overtime,” he said.\u003c/p>\n\u003cp>But at least one union member said that does little to ease the pressure on controllers right now — even as many in the government and the general public praise them for doing a critical job.\u003c/p>\n\u003cp>“All you’re hearing in the news is staffing [and] equipment, staffing [and] equipment, staffing [and] equipment. Nobody’s talking about pay,” said the high-altitude controller. “The union should be out here every single day talking about pay.”\u003c/p>\n\u003cp>FAA air traffic controllers have been working under the same contract since 2016. It’s been extended twice since then — once in 2021 and again \u003ca href=\"https://www.natca.org/wp-content/uploads/2024/12/NATCA_MOU_Executed_121824.pdf\" target=\"_blank\" rel=\"noopener\">last December\u003c/a> — which means their salary ranges haven’t been renegotiated in nearly a decade and won’t be again for at least four more years.\u003c/p>\n\u003cp>That’s not to say that air traffic controller pay hasn’t gone up. \u003ca href=\"https://www.natca.org/wp-content/uploads/2016/05/2016NATCACBABookmarks.pdf\" target=\"_blank\" rel=\"noopener\">Their contract\u003c/a> gives controllers a 1.6% “length of service adjustment” each June. They also receive the \u003ca href=\"https://www.federalpay.org/gs/raises\">raises given to most federal employees\u003c/a> at the beginning of each year at the discretion of the president and Congress. President Trump \u003ca href=\"https://www.fedweek.com/fedweek/trump-proposes-no-2026-raise-for-employees-cuts-in-non-defense-agencies/\">has proposed no raise\u003c/a> for federal workers next year.\u003c/p>\n\u003cp>Certified controllers receive a starting salary between $70,876 and $152,426 or higher, based on the facility where they work. In the last fiscal year, the average certified controller earned a salary of about $155,000, according to the FAA, plus overtime and other premiums that push the total cash compensation to an average of $193,000.\u003c/p>\n\u003cp>But a pay raise would help compensate for rising inflation and the added pressures of the job, controllers say, and give a much-needed boost to controllers working at lower-level facilities in high-cost-of-living areas.\u003c/p>\n\u003cp>When he was running for NATCA president last summer, \u003ca href=\"https://www.youtube.com/watch?v=-cgtyKrFAc0\">Daniels said\u003c/a> he would work to reset controllers’ pay bands “in 2026 when we go to the negotiating table,” but as president he extended the contract to 2029.\u003c/p>\n\u003cp>In an interview, Daniels said circumstances had changed since the Trump administration came to power and began slashing the federal workforce. The union stood to lose more than it would gain from reopening the contract, Daniels said. So it’s taking a more cautious approach.\u003c/p>\n\u003cp>“It has to be very strategic, and it has to be in conjunction with this administration and the direction that they’re going to go,” he said. “You can’t be short-sighted when you’re talking about 15,000 peoples’ lives. And just screaming pay to scream pay is short-sighted.”\u003c/p>\n\u003cp>The union could also push for other financial benefits besides raises, such as premium pay for working Saturdays and changes to overtime pay, the controller added.\u003c/p>\n\u003ch2>What’s next for U.S. air traffic controllers\u003c/h2>\n\u003cfigure id=\"attachment_12048867\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048867\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-5-copy.jpg\" alt=\"\" width=\"1800\" height=\"1200\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-5-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-5-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-5-copy-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">Planes are parked at Newark Liberty International Airport on May 6. Hundreds of flights were delayed or canceled because of equipment malfunctions at the facility that handles traffic around the airport. \u003ccite>(Andres Kudacki/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Controllers who spoke to NPR offered mixed reviews of the steps being taken by the Trump administration to address problems at U.S. air traffic control facilities.\u003c/p>\n\u003cp>Part of Transportation Secretary \u003ca href=\"https://www.faa.gov/newsroom/us-transportation-secretary-sean-p-duffy-unveils-new-package-boost-air-traffic-controller\">Duffy’s plan to staff up\u003c/a> the workforce includes $5,000 bonuses for recent academy graduates and lump sum payments to encourage controllers eligible for retirement to stay on the job longer.\u003c/p>\n\u003cp>“There’s not one silver bullet to shoot on air traffic control,” Duffy told lawmakers on Wednesday. “We have to take all of these multiple steps to move as quickly as possible, to get more young people into the business of air traffic control, and keep more of those experienced controllers on the payroll.”\u003c/p>\n\u003cp>But controllers lament that no similar incentives are being offered to the rest of the air traffic controller workforce, the career employees responsible for the day-to-day task of maintaining order in U.S. skies.\u003c/p>\n\u003cp>“I am happy for them. I’m glad they’re getting it. They deserve every penny of it,” the TRACON controller said of academy graduates and those eligible for retirement. “But it should’ve been for the entire workforce.”\u003c/p>\n\u003cp>On the equipment upgrades, one controller said they were glad the FAA was finally replacing faulty and outdated gear, while another criticized the decision to pay for new technology before wage increases. The retired controller questioned the wisdom of swapping the paper strips controllers use to sequence planes with a digital alternative. “It’s a great system. It doesn’t need to be fixed,” they said. “If it’s not broke, why fix it? It’s not broke at all.”\u003c/p>\n\u003cp>The FAA said in a statement that the new air traffic control system will “enhance safety in the sky, reduce delays, and unlock the future of air travel” and would also ensure that “hard-working air traffic controllers have a system they can rely on and one they deserve.”\u003c/p>\n\u003cp>For some controllers, though, the long-standing problems at the FAA have pushed them to look for work elsewhere.\u003c/p>\n\u003cp>Former U.S. air traffic controller Chris Dickinson recently left the FAA after feeling burnt out at the agency. He found a job with Airservices Australia, and he and his family moved to the country in May.\u003c/p>\n\u003cp>Dickinson said he understands the stresses facing his friends and former colleagues back in the U.S. “I hope it changes for them, because it’s a fantastic job, a wonderful, wonderful career,” he said. “But it just sucks right now because there’s no staffing, morale’s crap.”\u003c/p>\n\u003cp>It was after a family vacation to Sydney two years ago that Dickinson began to consider the move. While on the trip, he told several Australian air traffic controllers he met that he had never had weekends off during his career except for a few holidays.\u003c/p>\n\u003cp>“They were just completely blown away at the fact that anyone could go, like, more than six months without having weekends off, let alone 12 and a half years at that point,” Dickinson said. “And it really made me kind of look back and go, ‘What is it that I’m willing to accept in my short amount of time on this Earth?'”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>When a \u003ca href=\"https://www.npr.org/2025/03/11/nx-s1-5324543/ntsb-dca-mid-air-collision-american-black-hawk\">midair collision\u003c/a> and a \u003ca href=\"https://www.npr.org/2025/05/22/g-s1-68333/newark-air-traffic-controller-atc\">series of radar outages\u003c/a> captured attention in the United States this year, some air traffic controllers thought it might finally lead to solutions for a nationwide staffing shortage and other longstanding problems at the country’s air traffic facilities.\u003c/p>\n\u003cp>“Everybody’s talking about us,” said one controller who works at a facility in the Midwest that handles high-altitude traffic. “You have that one moment of like, ‘oh, some hope. Hey, they see us out here.'”\u003c/p>\n\u003cp>But that controller watched with growing dismay as the response from federal officials and union leaders coalesced around an effort to upgrade equipment and ramp up hiring. The plan failed to address some other long-held concerns of many air traffic controllers, such as grueling schedules, stagnating pay and an onerous process for taking paid time off, the controller said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The morale just really plummets at that point,” said the controller, who asked NPR not to use their name because they’re not authorized to speak publicly and are worried about retaliation from the Federal Aviation Administration.\u003c/p>\n\u003cp>“Not a word of it is about anything that’s going to actually help controllers in the not even just short term, but the mid-term,” they said. “Honestly, it’s more demoralizing than if they weren’t talking about us at all.”\u003c/p>\n\u003cfigure id=\"attachment_12048863\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048863\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-1-copy.jpg\" alt=\"\" width=\"1800\" height=\"1201\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-1-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-1-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-1-copy-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">Transportation Secretary Sean Duffy holds a news conference at Newark Liberty International Airport, where he announced the reopening of a major runway at the airport, nearly 2 weeks ahead of schedule in Newark, N.J., on June 2.\u003c/figcaption>\u003c/figure>\n\u003cp>U.S. Transportation Secretary Sean Duffy has made rebuilding the national air traffic control system a priority in his first few months on the job. He’s vowed to “supercharge” the hiring of new controllers, and the Trump administration is also seeking to \u003ca href=\"https://www.npr.org/2025/05/08/nx-s1-5391297/air-traffic-control-system-overhaul-modernization\">completely overhaul the technology\u003c/a> used in air traffic facilities across the country, including radar and telecommunications equipment.\u003c/p>\n\u003cp>This month, Congress approved $12.5 billion for that purpose in the budget reconciliation law.\u003cstrong> \u003c/strong>Duffy called that funding an important “down payment,” though he said it would ultimately take a total of roughly $31 billion to finish the job.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Our goal is to make air travel not just safer, but also more efficient,” Duffy said Wednesday during \u003ca href=\"https://transportation.house.gov/calendar/eventsingle.aspx?EventID=408886\">a hearing\u003c/a> of the House Transportation and Infrastructure Committee. “State of the art, gold-plated, best in the world.”\u003c/p>\n\u003cp>Still, many air traffic controllers say problems with the U.S. air traffic system run deeper than outdated equipment. Some have vented their frustrations anonymously on social media platforms \u003ca href=\"https://www.tiktok.com/@doaviation/video/7506983705282596142\">like TikTok\u003c/a>, and \u003ca href=\"https://www.reddit.com/r/atc2/\">Reddit\u003c/a>.\u003c/p>\n\u003cp>NPR spoke to five current and former air traffic controllers for this story. (Most requested anonymity because they are also worried about retaliation from the FAA.) While several controllers welcomed the additional investment in modernized equipment, they were also skeptical that the Trump administration could achieve its goals as quickly as promised. All of them said the FAA is overlooking\u003cstrong> \u003c/strong>critical quality-of-life concerns among controllers.\u003c/p>\n\u003cp>Meanwhile, they say they’re expected to work under stressful conditions each day to keep the complex U.S. air travel system operating, in part by working mandatory overtime and six-day workweeks.\u003c/p>\n\u003cp>“[Passengers] get to go where they want to go because controllers are showing up to work six days a week. And they’re tired, they’re exhausted,” said the controller who works in the Midwest center. “But they’re still showing up and doing an amazing job.”\u003c/p>\n\u003ch2>Staffing shortages squeeze controllers\u003c/h2>\n\u003cfigure id=\"attachment_12048864\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048864\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-2-copy.jpg\" alt=\"\" width=\"1800\" height=\"1201\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-2-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-2-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-2-copy-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">The air traffic control tower at Ronald Reagan Washington National Airport in Arlington, Va., several days after an American Airlines jet collided in midair with a military Black Hawk helicopter, killing 67 people. \u003ccite>(Kayla Bartkowski/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Problems in the nation’s air traffic system were well known within the aviation industry. But they burst into public view in January, when an American Airlines regional jet and an U.S. Army Black Hawk helicopter \u003ca href=\"https://www.npr.org/2025/01/30/nx-s1-5280403/map-plane-helicopter-crash-washington-dc\">collided in midair\u003c/a> near Ronald Reagan Washington National Airport.\u003c/p>\n\u003cp>According to \u003ca href=\"https://www.ntsb.gov/investigations/Documents/DCA25MA108%20Prelim.pdf\" target=\"_blank\" rel=\"noopener\">a preliminary report\u003c/a> from the National Transportation Safety Board, the duties of several air traffic controllers in the local control tower had been combined at the time of the incident, though it’s not clear if that played any role in the collision. Still, the accident focused national attention on the controller staffing shortages.\u003c/p>\n\u003cp>Then the facility that handles traffic around Newark Liberty International Airport in New Jersey suffered \u003ca href=\"https://www.npr.org/2025/05/22/g-s1-68333/newark-air-traffic-controller-atc\">a series of radar and telecommunication outages\u003c/a> in April and May, forcing thousands of delays, diversions and cancellations at one of the nation’s busiest airports. When some controllers took trauma leave to recover from the impact of those outages, that only \u003ca href=\"https://www.npr.org/2025/05/13/nx-s1-5396838/newark-airport-three-radar-controllers-monitored-airspace-faa\">exacerbated the staffing shortage\u003c/a>.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The roots of the air traffic controller shortage go all the way back to 1981, when then-President Ronald Reagan \u003ca href=\"https://www.npr.org/2021/08/05/1025018833/looking-back-on-when-president-reagan-fired-air-traffic-controllers\">fired more than 11,000 controllers\u003c/a> who had gone on strike to protest what they considered to be unfair wages and long work hours.\u003c/p>\n\u003cp>That set off a scramble to hire and train thousands of new air traffic controllers. In some areas, the effort succeeded, but facilities that handle some of the busiest and most complex airspace in the world have always been difficult to staff.\u003c/p>\n\u003cp>Over the past decade, the FAA has struggled to hire enough controllers to keep pace with retirements — hiring only two-thirds of the controllers called for by its own staffing models, \u003ca href=\"https://nap.nationalacademies.org/catalog/29112/the-air-traffic-controller-workforce-imperative-staffing-models-and-their\">according to a recent study\u003c/a> by the National Academies of Sciences, Engineering, and Medicine. The problem was made more acute by the COVID-19 pandemic, which disrupted in-person training at the FAA’s academy in Oklahoma.\u003c/p>\n\u003cp>The FAA currently has \u003ca href=\"https://www.faa.gov/about/office_org/headquarters_offices/afn/offices/finance/offices/office-financial-labor-analysis/plans/controller-workforce\">fewer than 11,000 certified controllers\u003c/a>, more than 3,000 short of its nationwide target. As a result, many are regularly assigned to work a sixth workday. \u003ca href=\"https://www.natca.org/2025/06/18/national-academies-of-sciences-report-doubles-down-on-failed-controller-staffing-model/\">According to the National Air Traffic Controllers Association\u003c/a>, over 41% of certified air traffic controllers work “10-hour days, six days a week.”\u003c/p>\n\u003cp>That’s in addition to the taxing schedules many controllers already work, including weekend, overnight and rotating shifts. An \u003ca href=\"https://www.faa.gov/newsroom/media/Fatigue_Report.pdf\" target=\"_blank\" rel=\"noopener\">independent report\u003c/a> commissioned by the FAA found last year that a common controller schedule known as the “rattler” can create “known fatigue risks” and should be eliminated.\u003c/p>\n\u003cfigure id=\"attachment_12048865\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048865\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-3-copy.jpg\" alt=\"\" width=\"1800\" height=\"1200\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-3-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-3-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-3-copy-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">People wait in line at Newark Liberty International Airport in Newark, N.J. Air traffic control outages, runway construction and staffing shortages contributed to hundreds of delays and cancellations. \u003ccite>(Spencer Platt/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Staying alert at work is critical for controllers tasked with ensuring planes don’t collide and sequencing them for takeoff and landing, said one current air traffic controller at a terminal radar approach control facility (or TRACON) in the central U.S.\u003c/p>\n\u003cp>“We can’t have an off day. We can’t have a day where we come in and say, ‘oh, I’m just kind of not feeling it today. I’m just going to, you know, kind of cruise through the day.’ We don’t get that chance,” they said. “You walk into work and you have to be 100% mistake-free essentially in your entire career or, you know, people die.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Controllers also report that it can be difficult to take paid time off. They “bid” for leave in the fall for the following year based on seniority, and requests for time off on shorter notice — what’s known as “spot leave” — may be denied due to a lack of staffing.\u003c/p>\n\u003cp>“It became harder and harder to take leave, to plan family vacations, to even get spot leave if you needed time off for your kid’s baseball game or soccer game,” said one retired air traffic controller.\u003c/p>\n\u003cp>“It just became more of a shift towards spot leave being denied and feeling like, ‘OK, I need this time off because family is important, so I’m going to take sick leave now,'” they said.\u003c/p>\n\u003cp>The head of the union that represents controllers across the country said he understands how hard they’re being pushed.\u003c/p>\n\u003cp>“We are asking the world of them right now,” said Nick Daniels, president of the National Air Traffic Controllers Association, in an NPR interview. “Every single person has a right to be frustrated right now. When you are extremely short-staffed, you don’t have working equipment.”\u003c/p>\n\u003cp>In a statement, the FAA said it was making it a priority to bolster the air traffic controller ranks by “taking a multi-pronged approach to recruit new controllers, improve training success rates and reduce overall training times.”\u003c/p>\n\u003cp>The FAA is expanding academy training by nearly 30%, shortening the hiring process by five months and partnering with colleges and universities to prepare more students for careers in air traffic control, the agency said.\u003c/p>\n\u003ch2>‘Nobody’s talking about pay’\u003c/h2>\n\u003cp>Still, some controllers argue they should be paid more to compensate for the grueling working conditions.\u003c/p>\n\u003cp>“We’re missing huge chunks of the prime time of our lives with our families to keep airplanes moving,” said the controller who works high-altitude traffic. “We love our job. But, you know, I want to be paid fairly.”\u003c/p>\n\u003cp>Daniels said he has heard that message, too. “I go visit facilities every single week,” said the union president. “One of the main topics is pay.”\u003c/p>\n\u003cfigure id=\"attachment_12048866\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048866\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-4-copy.jpg\" alt=\"\" width=\"1800\" height=\"1201\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-4-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-4-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-4-copy-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">Nick Daniels, the president of the National Air Traffic Controllers Association, speaks at a news conference at the U.S. Department of Transportation headquarters in Washington, D.C., on May 1. \u003ccite>(Chip Somodevilla/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>With the Trump administration slashing staffing across the federal government, the union has not pushed publicly for a raise. Still, Daniels said the union is looking to find areas of agreement with the administration, which is why the union has supported the effort to modernize equipment and hire more staff.\u003c/p>\n\u003cp>“The equipment has to be addressed,” Daniels said. “12 and a half billion dollars is a good start to where we need to go.”\u003c/p>\n\u003cp>Daniels said he expects that the administration’s push to hire more controllers will yield tangible results, possibly ending the staffing shortage within four to five years. “Those things will start to reduce the stresses and pressures of the mandatory overtime,” he said.\u003c/p>\n\u003cp>But at least one union member said that does little to ease the pressure on controllers right now — even as many in the government and the general public praise them for doing a critical job.\u003c/p>\n\u003cp>“All you’re hearing in the news is staffing [and] equipment, staffing [and] equipment, staffing [and] equipment. Nobody’s talking about pay,” said the high-altitude controller. “The union should be out here every single day talking about pay.”\u003c/p>\n\u003cp>FAA air traffic controllers have been working under the same contract since 2016. It’s been extended twice since then — once in 2021 and again \u003ca href=\"https://www.natca.org/wp-content/uploads/2024/12/NATCA_MOU_Executed_121824.pdf\" target=\"_blank\" rel=\"noopener\">last December\u003c/a> — which means their salary ranges haven’t been renegotiated in nearly a decade and won’t be again for at least four more years.\u003c/p>\n\u003cp>That’s not to say that air traffic controller pay hasn’t gone up. \u003ca href=\"https://www.natca.org/wp-content/uploads/2016/05/2016NATCACBABookmarks.pdf\" target=\"_blank\" rel=\"noopener\">Their contract\u003c/a> gives controllers a 1.6% “length of service adjustment” each June. They also receive the \u003ca href=\"https://www.federalpay.org/gs/raises\">raises given to most federal employees\u003c/a> at the beginning of each year at the discretion of the president and Congress. President Trump \u003ca href=\"https://www.fedweek.com/fedweek/trump-proposes-no-2026-raise-for-employees-cuts-in-non-defense-agencies/\">has proposed no raise\u003c/a> for federal workers next year.\u003c/p>\n\u003cp>Certified controllers receive a starting salary between $70,876 and $152,426 or higher, based on the facility where they work. In the last fiscal year, the average certified controller earned a salary of about $155,000, according to the FAA, plus overtime and other premiums that push the total cash compensation to an average of $193,000.\u003c/p>\n\u003cp>But a pay raise would help compensate for rising inflation and the added pressures of the job, controllers say, and give a much-needed boost to controllers working at lower-level facilities in high-cost-of-living areas.\u003c/p>\n\u003cp>When he was running for NATCA president last summer, \u003ca href=\"https://www.youtube.com/watch?v=-cgtyKrFAc0\">Daniels said\u003c/a> he would work to reset controllers’ pay bands “in 2026 when we go to the negotiating table,” but as president he extended the contract to 2029.\u003c/p>\n\u003cp>In an interview, Daniels said circumstances had changed since the Trump administration came to power and began slashing the federal workforce. The union stood to lose more than it would gain from reopening the contract, Daniels said. So it’s taking a more cautious approach.\u003c/p>\n\u003cp>“It has to be very strategic, and it has to be in conjunction with this administration and the direction that they’re going to go,” he said. “You can’t be short-sighted when you’re talking about 15,000 peoples’ lives. And just screaming pay to scream pay is short-sighted.”\u003c/p>\n\u003cp>The union could also push for other financial benefits besides raises, such as premium pay for working Saturdays and changes to overtime pay, the controller added.\u003c/p>\n\u003ch2>What’s next for U.S. air traffic controllers\u003c/h2>\n\u003cfigure id=\"attachment_12048867\" class=\"wp-caption aligncenter\" style=\"max-width: 1800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12048867\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-5-copy.jpg\" alt=\"\" width=\"1800\" height=\"1200\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-5-copy.jpg 1800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-5-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/npr.brightspotcdn-5-copy-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1800px) 100vw, 1800px\">\u003cfigcaption class=\"wp-caption-text\">Planes are parked at Newark Liberty International Airport on May 6. Hundreds of flights were delayed or canceled because of equipment malfunctions at the facility that handles traffic around the airport. \u003ccite>(Andres Kudacki/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Controllers who spoke to NPR offered mixed reviews of the steps being taken by the Trump administration to address problems at U.S. air traffic control facilities.\u003c/p>\n\u003cp>Part of Transportation Secretary \u003ca href=\"https://www.faa.gov/newsroom/us-transportation-secretary-sean-p-duffy-unveils-new-package-boost-air-traffic-controller\">Duffy’s plan to staff up\u003c/a> the workforce includes $5,000 bonuses for recent academy graduates and lump sum payments to encourage controllers eligible for retirement to stay on the job longer.\u003c/p>\n\u003cp>“There’s not one silver bullet to shoot on air traffic control,” Duffy told lawmakers on Wednesday. “We have to take all of these multiple steps to move as quickly as possible, to get more young people into the business of air traffic control, and keep more of those experienced controllers on the payroll.”\u003c/p>\n\u003cp>But controllers lament that no similar incentives are being offered to the rest of the air traffic controller workforce, the career employees responsible for the day-to-day task of maintaining order in U.S. skies.\u003c/p>\n\u003cp>“I am happy for them. I’m glad they’re getting it. They deserve every penny of it,” the TRACON controller said of academy graduates and those eligible for retirement. “But it should’ve been for the entire workforce.”\u003c/p>\n\u003cp>On the equipment upgrades, one controller said they were glad the FAA was finally replacing faulty and outdated gear, while another criticized the decision to pay for new technology before wage increases. The retired controller questioned the wisdom of swapping the paper strips controllers use to sequence planes with a digital alternative. “It’s a great system. It doesn’t need to be fixed,” they said. “If it’s not broke, why fix it? It’s not broke at all.”\u003c/p>\n\u003cp>The FAA said in a statement that the new air traffic control system will “enhance safety in the sky, reduce delays, and unlock the future of air travel” and would also ensure that “hard-working air traffic controllers have a system they can rely on and one they deserve.”\u003c/p>\n\u003cp>For some controllers, though, the long-standing problems at the FAA have pushed them to look for work elsewhere.\u003c/p>\n\u003cp>Former U.S. air traffic controller Chris Dickinson recently left the FAA after feeling burnt out at the agency. He found a job with Airservices Australia, and he and his family moved to the country in May.\u003c/p>\n\u003cp>Dickinson said he understands the stresses facing his friends and former colleagues back in the U.S. “I hope it changes for them, because it’s a fantastic job, a wonderful, wonderful career,” he said. “But it just sucks right now because there’s no staffing, morale’s crap.”\u003c/p>\n\u003cp>It was after a family vacation to Sydney two years ago that Dickinson began to consider the move. While on the trip, he told several Australian air traffic controllers he met that he had never had weekends off during his career except for a few holidays.\u003c/p>\n\u003cp>“They were just completely blown away at the fact that anyone could go, like, more than six months without having weekends off, let alone 12 and a half years at that point,” Dickinson said. “And it really made me kind of look back and go, ‘What is it that I’m willing to accept in my short amount of time on this Earth?'”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>A low-budget airline that made headlines earlier this year for conducting \u003ca href=\"https://www.kqed.org/news/12035318/border-patrol-arrest-claims-from-bakersfield-raid-dont-match-records\">deportation flights\u003c/a> in partnership with the Trump administration has announced it will end flights to and from California starting next month.\u003c/p>\n\u003cp>\u003ca href=\"https://www.npr.org/2025/04/30/g-s1-63572/avelo-airlines-deportation-flights-backlash\">Avelo Airlines\u003c/a> will begin reducing operations at its West Coast base at Hollywood Burbank Airport next month. The company previously shuttered its Bay Area hub at Sonoma County’s Charles M. Schulz Airport in May, citing issues with profitability.\u003c/p>\n\u003cp>“We believe the continuation service from [Hollywood Burbank Airport] in the current operating environment will not deliver adequate financial returns in a highly competitive backdrop,” said Courtney Goff, an Avelo Airlines spokesperson, in a statement. “Despite the investment of significant time, resources and efforts, our West Coast operations have not produced the results necessary to continue our presence there.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Catch up fast: \u003c/strong>In April, Avelo Airlines announced that it had signed a long-term contract with the U.S. Immigration and Customs Enforcement to conduct deportation flights nationwide. The first of those flights was carried out of Mesa Gateway Airport in Arizona, sparking mass protests and calls for a boycott.\u003c/p>\n\u003cp>Grassroots organizations such as the \u003ca href=\"https://www.stopavelo.org/\">Coalition to Stop Avelo\u003c/a> arranged demonstrations at airports across the United States. Avelo Airlines is one of several air travel companies selected by the Trump administration to carry out its deportation strategy. Others include CSI Aviation and Global Crossing Airlines.\u003c/p>\n\u003cp>\u003cstrong>By the numbers: \u003c/strong>The airline plans to reduce its Burbank operations to a single aircraft starting Aug. 1. The base will fully close Dec. 2, and all aircraft will be transferred to its East Coast locations. The closures will mark the end of Avelo Airlines’ West Coast operations, with the last of its Santa Rosa flights landing in Las Vegas and Burbank.[aside postID=news_12037889 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/TravisAirForceBaseGetty-1020x602.jpg']“The aircraft in BUR are expected to support growth in our East coast bases, where we have significantly more opportunity to continue our path to sustainable cash flow generation,” Goff said.\u003c/p>\n\u003cp>Avelo Airlines has previously denied that the decision to reduce operations is connected to its Department of Homeland Security contract.\u003c/p>\n\u003cp>\u003cstrong>The context: \u003c/strong>Since January, President Donald Trump has followed through on his campaign pledge to crack down on immigrant communities and expand immigration enforcement. ICE raids have been carried out across California, and \u003ca href=\"https://www.kqed.org/news/12047018/how-legal-experts-advocates-are-responding-to-the-detention-of-asylum-seekers\">immigration agents\u003c/a> have been spotted detaining people at their immigration court hearings. Trump’s tax and spending package — the so-called “One Big Beautiful Bill” — allocates $170 billion for immigration detention and border security.\u003c/p>\n\u003cp>Immigrant advocacy groups, as well as California Attorney General Rob Bonta, have filed \u003ca href=\"https://www.kqed.org/news/12039912/california-sues-trump-over-efforts-link-federal-grants-immigration-enforcement\">lawsuits\u003c/a> against the Trump administration for its aggressive immigration raids and attempts to withhold federal dollars from states that refuse to cooperate with ICE.\u003c/p>\n\u003cp>\u003cstrong>The bottom line: \u003c/strong>Avelo Airlines is ending its operations in California and across the West Coast due to what it described as inadequate financial returns. Meanwhile, the airline continues to conduct domestic and international deportation flights as part of its contract with the Department of Homeland Security.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A low-budget airline that made headlines earlier this year for conducting \u003ca href=\"https://www.kqed.org/news/12035318/border-patrol-arrest-claims-from-bakersfield-raid-dont-match-records\">deportation flights\u003c/a> in partnership with the Trump administration has announced it will end flights to and from California starting next month.\u003c/p>\n\u003cp>\u003ca href=\"https://www.npr.org/2025/04/30/g-s1-63572/avelo-airlines-deportation-flights-backlash\">Avelo Airlines\u003c/a> will begin reducing operations at its West Coast base at Hollywood Burbank Airport next month. The company previously shuttered its Bay Area hub at Sonoma County’s Charles M. Schulz Airport in May, citing issues with profitability.\u003c/p>\n\u003cp>“We believe the continuation service from [Hollywood Burbank Airport] in the current operating environment will not deliver adequate financial returns in a highly competitive backdrop,” said Courtney Goff, an Avelo Airlines spokesperson, in a statement. “Despite the investment of significant time, resources and efforts, our West Coast operations have not produced the results necessary to continue our presence there.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Catch up fast: \u003c/strong>In April, Avelo Airlines announced that it had signed a long-term contract with the U.S. Immigration and Customs Enforcement to conduct deportation flights nationwide. The first of those flights was carried out of Mesa Gateway Airport in Arizona, sparking mass protests and calls for a boycott.\u003c/p>\n\u003cp>Grassroots organizations such as the \u003ca href=\"https://www.stopavelo.org/\">Coalition to Stop Avelo\u003c/a> arranged demonstrations at airports across the United States. Avelo Airlines is one of several air travel companies selected by the Trump administration to carry out its deportation strategy. Others include CSI Aviation and Global Crossing Airlines.\u003c/p>\n\u003cp>\u003cstrong>By the numbers: \u003c/strong>The airline plans to reduce its Burbank operations to a single aircraft starting Aug. 1. The base will fully close Dec. 2, and all aircraft will be transferred to its East Coast locations. The closures will mark the end of Avelo Airlines’ West Coast operations, with the last of its Santa Rosa flights landing in Las Vegas and Burbank.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“The aircraft in BUR are expected to support growth in our East coast bases, where we have significantly more opportunity to continue our path to sustainable cash flow generation,” Goff said.\u003c/p>\n\u003cp>Avelo Airlines has previously denied that the decision to reduce operations is connected to its Department of Homeland Security contract.\u003c/p>\n\u003cp>\u003cstrong>The context: \u003c/strong>Since January, President Donald Trump has followed through on his campaign pledge to crack down on immigrant communities and expand immigration enforcement. ICE raids have been carried out across California, and \u003ca href=\"https://www.kqed.org/news/12047018/how-legal-experts-advocates-are-responding-to-the-detention-of-asylum-seekers\">immigration agents\u003c/a> have been spotted detaining people at their immigration court hearings. Trump’s tax and spending package — the so-called “One Big Beautiful Bill” — allocates $170 billion for immigration detention and border security.\u003c/p>\n\u003cp>Immigrant advocacy groups, as well as California Attorney General Rob Bonta, have filed \u003ca href=\"https://www.kqed.org/news/12039912/california-sues-trump-over-efforts-link-federal-grants-immigration-enforcement\">lawsuits\u003c/a> against the Trump administration for its aggressive immigration raids and attempts to withhold federal dollars from states that refuse to cooperate with ICE.\u003c/p>\n\u003cp>\u003cstrong>The bottom line: \u003c/strong>Avelo Airlines is ending its operations in California and across the West Coast due to what it described as inadequate financial returns. Meanwhile, the airline continues to conduct domestic and international deportation flights as part of its contract with the Department of Homeland Security.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "now-its-the-oakland-san-francisco-bay-airport-sfo-still-isnt-happy",
"title": "Now It’s the Oakland San Francisco Bay Airport? SFO Still Isn’t Happy",
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"content": "\u003cp>They say imitation is the highest form of flattery, but \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-international-airport\">SFO\u003c/a> is not buying it.\u003c/p>\n\u003cp>After Oakland’s airport announced last month it would \u003ca href=\"https://www.kqed.org/news/12046379/oakland-airport-renamed-again-in-ongoing-legal-dispute-with-san-francisco\">change its name for a second time\u003c/a> in just over a year amid a legal battle with San Francisco, the city across the bay still isn’t satisfied.\u003c/p>\n\u003cp>Port of Oakland officials say the latest rebrand — which changes its official title from “\u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">San Francisco Bay Oakland International Airport\u003c/a>” to “Oakland San Francisco Bay Airport” — puts its East Bay roots first. The city of San Francisco, however, has the same problem with the new name as it did with the one Oakland adopted last year, which it alleges infringes on SFO’s trademark privileges.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The Oakland San Francisco Bay name is just more of the same,” San Francisco International Airport spokesperson Doug Yakel said during public comment at a heated Oakland port commissioners meeting on Thursday afternoon, where the board unanimously approved the second name change.\u003c/p>\n\u003cp>“Once again, the port has chosen to ignore the city’s rights and the interests of travelers, and the end result will be detrimental to the public,” Yakel said. “Once again, the port has chosen to surprise the city of San Francisco with this latest renaming announcement barely over a week before voting on it.”\u003c/p>\n\u003cfigure id=\"attachment_11985763\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11985763\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Passengers walk into Oakland International Airport in Oakland on April 12, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Yakel’s comments came after San Francisco City Attorney David Chiu’s office released a statement accusing the Port of Oakland of continuing to try to capitalize on SFO’s international reputation. When he took the public comment podium, commission president Michael Colbruno shot back, welcoming him with faux niceties.\u003c/p>\n\u003cp>“Welcome across San Francisco Bay,” he said to laughs from around the meeting room.\u003c/p>\n\u003cp>In his comments before the vote, Colbruno slammed SFO as hypocritical and disingenuous, reminding meeting attendees that San Francisco International is actually located in Millbrae — which, he said, is only considered inside the bounds of San Francisco “because you guys got a little carve-out.”[aside postID=news_12046379 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/240412-OAKAirport-009-BL_qed.jpg']“In 1927, the San Francisco airport in Millbrae was named Mills Field,” Colbruno said. “They changed the name because people didn’t know where Mills Field and Millbrae was.\u003c/p>\n\u003cp>“I just want to be crystal clear, so you can come here and ask about our name change when you did the exact same thing,” he continued. “It’s really upsetting to me … to bring that kind of elitism over here and to talk about us, when you think you’re special and privileged.”\u003c/p>\n\u003cp>Tension between the airports has built since the Port of Oakland, which operates the city’s airport, announced in a video message last March that the “Metropolitan Oakland International Airport” would be \u003ca href=\"https://www.kqed.org/news/11982744/oakland-officials-to-proceed-with-controversial-move-to-rename-airport\">renamed the “San Francisco Bay Oakland International Airport.\u003c/a>” The move was meant to improve the public’s geographic awareness and increase the number of flights in and out of the East Bay airport, port officials said.\u003c/p>\n\u003cp>After the first name change was approved by Port of Oakland commissioners in April 2024, it was \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">quickly slapped with a lawsuit\u003c/a> from Chiu and the city of San Francisco, which operates SFO.\u003c/p>\n\u003cp>In the suit, Chiu wrote that the Port of Oakland failed to give San Francisco officials reasonable notice of the coming change and said the move was an escalation of years of “jabs” Oakland’s airport has made toward SFO.\u003c/p>\n\u003cfigure id=\"attachment_12009320\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12009320\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">City Attorney David Chiu speaks during a press conference at City Hall in San Francisco on Aug. 15, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Oakland has perceived itself to be in a rivalry with [San Francisco] over airlines and passengers,” Chiu wrote in legal documents. “Oakland’s fixation on and negativity toward SFO is exemplified by a pre-pandemic video ad campaign titled ‘Inferiority Complex,’ which features ‘stereotypical’ San Franciscans touting the superiority of the Oakland airport.”\u003c/p>\n\u003cp>For another event with airline partners, OAK also made custom fortune cookies containing paper slips that read “SFO? Just say no,” according to the suit.\u003c/p>\n\u003cp>The Port of Oakland counter-sued San Francisco in May, asking a judge to rule that its new name was not a trademark infringement.[aside postID=news_12043328 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-01_qut-1020x680.jpg']Both of those suits are pending, and in the meantime, each side is growing increasingly hostile.\u003c/p>\n\u003cp>The Oakland airport was\u003ca href=\"https://www.kqed.org/news/12014130/judge-blocks-oakland-from-using-san-francisco-bay-in-airport-name\"> temporarily blocked from calling itself “San Francisco Bay Oakland International”\u003c/a> after a judge granted SFO a preliminary injunction in November. While the Port of Oakland\u003ca href=\"https://www.kqed.org/news/12018113/oakland-airport-puts-up-fight-keep-san-francisco-bay-new-name\"> continues to appeal that injunction\u003c/a>, officials last month unveiled the second name change.\u003c/p>\n\u003cp>“This year’s name, like last year’s name, invites traveler confusion and risks jeopardizing the brand identity we have built through decades of investment and service to the region,” Jen Kwart, spokesperson for the San Francisco city attorney’s office, said in a statement ahead of the Port of Oakland’s Thursday meeting.\u003c/p>\n\u003cp>It’s unclear whether San Francisco plans to pursue further litigation in response to the now-approved name.\u003c/p>\n\u003cp>Kwart said the office was still assessing next steps, adding that since the city’s original suit is now tied up with a preliminary injunction appeal, “we can’t drop the lawsuit right now even if we wanted to.”\u003c/p>\n\u003cp>A trial for that suit is set for August 2026.\u003c/p>\n\u003cp>“My advice to you is let it be for the benefit of the whole region,” Colbruno said to Yakel. “It’s a benefit to travelers; it’s to the benefit of people coming to the East Bay, who may be going to Livermore or Berkeley or Napa — or San Francisco, which is actually closer [to Oakland] than Millbrae.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Oakland port commissioners approved the airport’s second name change in just over a year amid a legal battle with San Francisco, accusing SFO of “elitism” over its reaction to the rebrand.",
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"title": "Now It’s the Oakland San Francisco Bay Airport? SFO Still Isn’t Happy | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>They say imitation is the highest form of flattery, but \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-international-airport\">SFO\u003c/a> is not buying it.\u003c/p>\n\u003cp>After Oakland’s airport announced last month it would \u003ca href=\"https://www.kqed.org/news/12046379/oakland-airport-renamed-again-in-ongoing-legal-dispute-with-san-francisco\">change its name for a second time\u003c/a> in just over a year amid a legal battle with San Francisco, the city across the bay still isn’t satisfied.\u003c/p>\n\u003cp>Port of Oakland officials say the latest rebrand — which changes its official title from “\u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">San Francisco Bay Oakland International Airport\u003c/a>” to “Oakland San Francisco Bay Airport” — puts its East Bay roots first. The city of San Francisco, however, has the same problem with the new name as it did with the one Oakland adopted last year, which it alleges infringes on SFO’s trademark privileges.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The Oakland San Francisco Bay name is just more of the same,” San Francisco International Airport spokesperson Doug Yakel said during public comment at a heated Oakland port commissioners meeting on Thursday afternoon, where the board unanimously approved the second name change.\u003c/p>\n\u003cp>“Once again, the port has chosen to ignore the city’s rights and the interests of travelers, and the end result will be detrimental to the public,” Yakel said. “Once again, the port has chosen to surprise the city of San Francisco with this latest renaming announcement barely over a week before voting on it.”\u003c/p>\n\u003cfigure id=\"attachment_11985763\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11985763\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240412-OAKAirport-011-BL_qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Passengers walk into Oakland International Airport in Oakland on April 12, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Yakel’s comments came after San Francisco City Attorney David Chiu’s office released a statement accusing the Port of Oakland of continuing to try to capitalize on SFO’s international reputation. When he took the public comment podium, commission president Michael Colbruno shot back, welcoming him with faux niceties.\u003c/p>\n\u003cp>“Welcome across San Francisco Bay,” he said to laughs from around the meeting room.\u003c/p>\n\u003cp>In his comments before the vote, Colbruno slammed SFO as hypocritical and disingenuous, reminding meeting attendees that San Francisco International is actually located in Millbrae — which, he said, is only considered inside the bounds of San Francisco “because you guys got a little carve-out.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“In 1927, the San Francisco airport in Millbrae was named Mills Field,” Colbruno said. “They changed the name because people didn’t know where Mills Field and Millbrae was.\u003c/p>\n\u003cp>“I just want to be crystal clear, so you can come here and ask about our name change when you did the exact same thing,” he continued. “It’s really upsetting to me … to bring that kind of elitism over here and to talk about us, when you think you’re special and privileged.”\u003c/p>\n\u003cp>Tension between the airports has built since the Port of Oakland, which operates the city’s airport, announced in a video message last March that the “Metropolitan Oakland International Airport” would be \u003ca href=\"https://www.kqed.org/news/11982744/oakland-officials-to-proceed-with-controversial-move-to-rename-airport\">renamed the “San Francisco Bay Oakland International Airport.\u003c/a>” The move was meant to improve the public’s geographic awareness and increase the number of flights in and out of the East Bay airport, port officials said.\u003c/p>\n\u003cp>After the first name change was approved by Port of Oakland commissioners in April 2024, it was \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">quickly slapped with a lawsuit\u003c/a> from Chiu and the city of San Francisco, which operates SFO.\u003c/p>\n\u003cp>In the suit, Chiu wrote that the Port of Oakland failed to give San Francisco officials reasonable notice of the coming change and said the move was an escalation of years of “jabs” Oakland’s airport has made toward SFO.\u003c/p>\n\u003cfigure id=\"attachment_12009320\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12009320\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240815-CityAttorneyDeepfakes-10-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">City Attorney David Chiu speaks during a press conference at City Hall in San Francisco on Aug. 15, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Oakland has perceived itself to be in a rivalry with [San Francisco] over airlines and passengers,” Chiu wrote in legal documents. “Oakland’s fixation on and negativity toward SFO is exemplified by a pre-pandemic video ad campaign titled ‘Inferiority Complex,’ which features ‘stereotypical’ San Franciscans touting the superiority of the Oakland airport.”\u003c/p>\n\u003cp>For another event with airline partners, OAK also made custom fortune cookies containing paper slips that read “SFO? Just say no,” according to the suit.\u003c/p>\n\u003cp>The Port of Oakland counter-sued San Francisco in May, asking a judge to rule that its new name was not a trademark infringement.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Both of those suits are pending, and in the meantime, each side is growing increasingly hostile.\u003c/p>\n\u003cp>The Oakland airport was\u003ca href=\"https://www.kqed.org/news/12014130/judge-blocks-oakland-from-using-san-francisco-bay-in-airport-name\"> temporarily blocked from calling itself “San Francisco Bay Oakland International”\u003c/a> after a judge granted SFO a preliminary injunction in November. While the Port of Oakland\u003ca href=\"https://www.kqed.org/news/12018113/oakland-airport-puts-up-fight-keep-san-francisco-bay-new-name\"> continues to appeal that injunction\u003c/a>, officials last month unveiled the second name change.\u003c/p>\n\u003cp>“This year’s name, like last year’s name, invites traveler confusion and risks jeopardizing the brand identity we have built through decades of investment and service to the region,” Jen Kwart, spokesperson for the San Francisco city attorney’s office, said in a statement ahead of the Port of Oakland’s Thursday meeting.\u003c/p>\n\u003cp>It’s unclear whether San Francisco plans to pursue further litigation in response to the now-approved name.\u003c/p>\n\u003cp>Kwart said the office was still assessing next steps, adding that since the city’s original suit is now tied up with a preliminary injunction appeal, “we can’t drop the lawsuit right now even if we wanted to.”\u003c/p>\n\u003cp>A trial for that suit is set for August 2026.\u003c/p>\n\u003cp>“My advice to you is let it be for the benefit of the whole region,” Colbruno said to Yakel. “It’s a benefit to travelers; it’s to the benefit of people coming to the East Bay, who may be going to Livermore or Berkeley or Napa — or San Francisco, which is actually closer [to Oakland] than Millbrae.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "san-mateo-climate-advocate-could-be-booted-from-transportation-committee",
"title": "Critic of San Mateo Highway Widening Keeps Role on Transportation Committee",
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"headTitle": "Critic of San Mateo Highway Widening Keeps Role on Transportation Committee | KQED",
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"content": "\u003cp>In a surprising turn, a \u003ca href=\"https://www.kqed.org/news/tag/san-mateo\">San Mateo\u003c/a> climate advocate was named to another term on a transportation advisory committee on Thursday evening after residents and some elected officials had raised concerns he could be pushed out due to his advocacy.\u003c/p>\n\u003cp>Mike Swire, who is currently vice chair of the Community Advisory Committee for the San Mateo County Transportation Authority, was reappointed for another three years in a 4–2 vote by the Transportation Authority board.\u003c/p>\n\u003cp>Before the vote, Swire had said two board members were leading a push to oppose his reappointment, at least in part because of his advocacy against highway widening projects in San Mateo County. He has also pressed for increased safety measures for bicyclists and pedestrians.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“I’m very excited, of course, for myself and my ability to continue to serve on the CAC and be able to speak out on behalf of San Mateo residents, but I also think it’s a victory for San Mateo County residents,” Swire said. “The vote affirms our advisory committee’s role as an independent watchdog.”\u003c/p>\n\u003cp>The discussion over whether Swire should be reappointed ended up largely focused on fresh concerns about a lack of transparency in the process of interviewing and selecting committee members.\u003c/p>\n\u003cp>Board members Rico Medina, who is also the mayor of San Bruno, and Mark Nagales, a council member in South San Francisco, voted against renewing Swire’s term, saying they had concerns that his advocacy work didn’t fit with his role as an advisory body member.\u003c/p>\n\u003cfigure id=\"attachment_11946829\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11946829 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2751-scaled-e1752264067878.jpg\" alt=\"Ten people stand in a row with a freeway behind them as they cut a blue ribbon and smile.\" width=\"2000\" height=\"1500\">\u003cfigcaption class=\"wp-caption-text\">The ribbon-cutting ceremony officially inaugurating the San Mateo 101 express lanes, with (sixth from left) San Bruno Mayor Rico Medina, Assemblymember Diane Papan (third from right) and Rep. Kevin Mullin (fourth from right), on April 15, 2023, in San Mateo. \u003ccite>(Elize Manoukian/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“There’s been times where those lines have been blurred and I’ve been really concerned about that,” Nagales said during the board meeting.\u003c/p>\n\u003cp>Medina and Nagales sit on a three-member nominating subcommittee and recommended to the board that Swire not be renewed. The third member of the subcommittee, Board Chair Carlos Romero, a council member in East Palo Alto, supported Swire.\u003c/p>\n\u003cp>Swire said that Romero told him one of the reasons he was targeted in the nominating subcommittee is that he showed up to a 2023 event celebrating the completion of a Highway 101 widening and express lane project to \u003ca href=\"https://www.kqed.org/news/11946820/san-mateo-101-express-lanes-officially-opened-with-ceremony-but-critics-say-traffic-and-pollution-will-be-worse\">voice his opposition\u003c/a>.\u003c/p>\n\u003cp>That project added a new express lane to 22 miles of 101 between the Santa Clara County line and Interstate 380, near the San Francisco International Airport. Swire has also opposed a continuation of that work, which would extend the new lanes and widen north of 380.[aside postID=news_12046673 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/ChristinaCorpusGetty-1020x678.jpg']He has also spoken out at San Mateo City Council meetings against a project that would add a direct connector from the 101 express lane to Highway 92. Swire said much of his opposition is rooted in equity concerns, as more highway lanes could lead to more traffic, and more polluted air for lower-income and disadvantaged communities near highways.\u003c/p>\n\u003cp>Swire said he felt some board members were trying to remove him because of his advocacy and, in doing so, were stifling differing viewpoints on how to improve transportation locally.\u003c/p>\n\u003cp>Everyone who volunteers for a county committee or board is an advocate in one way or another, Swire said.\u003c/p>\n\u003cp>“Everybody advocates, and when you advocate for things that certain people like, it doesn’t seem to be a problem. But when you advocate for minority opinions or things that other people like, that is questioned. So, you can’t have that inconsistency,” he said after the vote.\u003c/p>\n\u003cp>Medina and Nagales did not respond to requests for comment on Thursday, but during the board meeting, they sought to emphasize that diversity of opinion is something they value, and they said the recommendation to not reappoint Swire wasn’t based on disagreement with his views.\u003c/p>\n\u003cp>But other board members questioned the reasoning behind the recommendation against Swire and said he is a plus to the community.\u003c/p>\n\u003cp>“I have not heard any specific rule that was violated or even a timeline. I was honestly surprised to hear that this was even a recommendation,” board member Noelia Corzo, a county supervisor, said at the meeting.\u003c/p>\n\u003cfigure id=\"attachment_11898222\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11898222\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/12/RS52798_IMG_3713-qut.jpg\" alt='A woman in a pink suit jacket stands at a podium that reads \"Kevin Mullin\" on the front. There are several people standing behind her wearing masks and holding \"Kevin Mullin\" signs.' width=\"1920\" height=\"1440\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/12/RS52798_IMG_3713-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/12/RS52798_IMG_3713-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/12/RS52798_IMG_3713-qut-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/12/RS52798_IMG_3713-qut-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/12/RS52798_IMG_3713-qut-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Jackie Speier announces her endorsement of Assemblymember Kevin Mullin (behind Speier, in red tie) to succeed her in Congress, on Dec. 6, 2021, in South San Francisco. \u003ccite>(Guy Marzorati/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Jackie Speier, a board member and county supervisor who previously served in Congress, said Swire “has galvanized a lot of interest from people in the community. And I’m particularly impressed by the fact that he has ignited in young people an interest in being participatory.”\u003c/p>\n\u003cp>Board member Julia Mates, the mayor of Belmont, abstained from voting because she didn’t have enough information about the interview process by the subcommittee.\u003c/p>\n\u003cp>Swire said hundreds of people sent letters to the board in his support, and about 15 people spoke about the issue during the meeting, mostly in favor of reappointing him.\u003c/p>\n\u003cp>“This kind of censorship is very worrying to me,” Mollie Carter, a new member of the Congestion Management and Environmental Quality Committee in San Mateo County, said to the board. “It sets a really harmful precedent to remove committee members because of their views or because it may cause some confusion.”\u003c/p>\n\u003cp>The Community Advisory Committee’s charge is to act “as a liaison between the public and the Board of directors, providing valuable input to the board on the projects and programs,” funded through two different countywide sales tax measures, according to its \u003ca href=\"https://www.smcta.com/whats-happening/community-advisory-committee\">website\u003c/a>.\u003c/p>\n\u003cp>While it is intended to have 15 members from around the county, in recent months it’s been operating with 12. In addition to reappointing Swire and two other members on Thursday night, the board also appointed two new members to replace two who stepped down at its last meeting.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "A San Mateo climate advocate was reappointed to another term after some had raised concerns that the board could push him out due to his advocacy.\r\n",
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"title": "Critic of San Mateo Highway Widening Keeps Role on Transportation Committee | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In a surprising turn, a \u003ca href=\"https://www.kqed.org/news/tag/san-mateo\">San Mateo\u003c/a> climate advocate was named to another term on a transportation advisory committee on Thursday evening after residents and some elected officials had raised concerns he could be pushed out due to his advocacy.\u003c/p>\n\u003cp>Mike Swire, who is currently vice chair of the Community Advisory Committee for the San Mateo County Transportation Authority, was reappointed for another three years in a 4–2 vote by the Transportation Authority board.\u003c/p>\n\u003cp>Before the vote, Swire had said two board members were leading a push to oppose his reappointment, at least in part because of his advocacy against highway widening projects in San Mateo County. He has also pressed for increased safety measures for bicyclists and pedestrians.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I’m very excited, of course, for myself and my ability to continue to serve on the CAC and be able to speak out on behalf of San Mateo residents, but I also think it’s a victory for San Mateo County residents,” Swire said. “The vote affirms our advisory committee’s role as an independent watchdog.”\u003c/p>\n\u003cp>The discussion over whether Swire should be reappointed ended up largely focused on fresh concerns about a lack of transparency in the process of interviewing and selecting committee members.\u003c/p>\n\u003cp>Board members Rico Medina, who is also the mayor of San Bruno, and Mark Nagales, a council member in South San Francisco, voted against renewing Swire’s term, saying they had concerns that his advocacy work didn’t fit with his role as an advisory body member.\u003c/p>\n\u003cfigure id=\"attachment_11946829\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11946829 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/04/IMG_2751-scaled-e1752264067878.jpg\" alt=\"Ten people stand in a row with a freeway behind them as they cut a blue ribbon and smile.\" width=\"2000\" height=\"1500\">\u003cfigcaption class=\"wp-caption-text\">The ribbon-cutting ceremony officially inaugurating the San Mateo 101 express lanes, with (sixth from left) San Bruno Mayor Rico Medina, Assemblymember Diane Papan (third from right) and Rep. Kevin Mullin (fourth from right), on April 15, 2023, in San Mateo. \u003ccite>(Elize Manoukian/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“There’s been times where those lines have been blurred and I’ve been really concerned about that,” Nagales said during the board meeting.\u003c/p>\n\u003cp>Medina and Nagales sit on a three-member nominating subcommittee and recommended to the board that Swire not be renewed. The third member of the subcommittee, Board Chair Carlos Romero, a council member in East Palo Alto, supported Swire.\u003c/p>\n\u003cp>Swire said that Romero told him one of the reasons he was targeted in the nominating subcommittee is that he showed up to a 2023 event celebrating the completion of a Highway 101 widening and express lane project to \u003ca href=\"https://www.kqed.org/news/11946820/san-mateo-101-express-lanes-officially-opened-with-ceremony-but-critics-say-traffic-and-pollution-will-be-worse\">voice his opposition\u003c/a>.\u003c/p>\n\u003cp>That project added a new express lane to 22 miles of 101 between the Santa Clara County line and Interstate 380, near the San Francisco International Airport. Swire has also opposed a continuation of that work, which would extend the new lanes and widen north of 380.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>He has also spoken out at San Mateo City Council meetings against a project that would add a direct connector from the 101 express lane to Highway 92. Swire said much of his opposition is rooted in equity concerns, as more highway lanes could lead to more traffic, and more polluted air for lower-income and disadvantaged communities near highways.\u003c/p>\n\u003cp>Swire said he felt some board members were trying to remove him because of his advocacy and, in doing so, were stifling differing viewpoints on how to improve transportation locally.\u003c/p>\n\u003cp>Everyone who volunteers for a county committee or board is an advocate in one way or another, Swire said.\u003c/p>\n\u003cp>“Everybody advocates, and when you advocate for things that certain people like, it doesn’t seem to be a problem. But when you advocate for minority opinions or things that other people like, that is questioned. So, you can’t have that inconsistency,” he said after the vote.\u003c/p>\n\u003cp>Medina and Nagales did not respond to requests for comment on Thursday, but during the board meeting, they sought to emphasize that diversity of opinion is something they value, and they said the recommendation to not reappoint Swire wasn’t based on disagreement with his views.\u003c/p>\n\u003cp>But other board members questioned the reasoning behind the recommendation against Swire and said he is a plus to the community.\u003c/p>\n\u003cp>“I have not heard any specific rule that was violated or even a timeline. I was honestly surprised to hear that this was even a recommendation,” board member Noelia Corzo, a county supervisor, said at the meeting.\u003c/p>\n\u003cfigure id=\"attachment_11898222\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11898222\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/12/RS52798_IMG_3713-qut.jpg\" alt='A woman in a pink suit jacket stands at a podium that reads \"Kevin Mullin\" on the front. There are several people standing behind her wearing masks and holding \"Kevin Mullin\" signs.' width=\"1920\" height=\"1440\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/12/RS52798_IMG_3713-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/12/RS52798_IMG_3713-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/12/RS52798_IMG_3713-qut-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/12/RS52798_IMG_3713-qut-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/12/RS52798_IMG_3713-qut-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Jackie Speier announces her endorsement of Assemblymember Kevin Mullin (behind Speier, in red tie) to succeed her in Congress, on Dec. 6, 2021, in South San Francisco. \u003ccite>(Guy Marzorati/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Jackie Speier, a board member and county supervisor who previously served in Congress, said Swire “has galvanized a lot of interest from people in the community. And I’m particularly impressed by the fact that he has ignited in young people an interest in being participatory.”\u003c/p>\n\u003cp>Board member Julia Mates, the mayor of Belmont, abstained from voting because she didn’t have enough information about the interview process by the subcommittee.\u003c/p>\n\u003cp>Swire said hundreds of people sent letters to the board in his support, and about 15 people spoke about the issue during the meeting, mostly in favor of reappointing him.\u003c/p>\n\u003cp>“This kind of censorship is very worrying to me,” Mollie Carter, a new member of the Congestion Management and Environmental Quality Committee in San Mateo County, said to the board. “It sets a really harmful precedent to remove committee members because of their views or because it may cause some confusion.”\u003c/p>\n\u003cp>The Community Advisory Committee’s charge is to act “as a liaison between the public and the Board of directors, providing valuable input to the board on the projects and programs,” funded through two different countywide sales tax measures, according to its \u003ca href=\"https://www.smcta.com/whats-happening/community-advisory-committee\">website\u003c/a>.\u003c/p>\n\u003cp>While it is intended to have 15 members from around the county, in recent months it’s been operating with 12. In addition to reappointing Swire and two other members on Thursday night, the board also appointed two new members to replace two who stepped down at its last meeting.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "bay-area-transit-agencies-open-fare-gates-after-total-clipper-system-outage",
"title": "Clipper Outage Fixed After Forcing Bay Area Transit Agencies to Go Fare-Free for Hours",
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"headTitle": "Clipper Outage Fixed After Forcing Bay Area Transit Agencies to Go Fare-Free for Hours | KQED",
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"content": "\u003cp>\u003cem>Updated 1:32 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>The Clipper system that allows hundreds of thousands of \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">Bay Area commuters\u003c/a> to pay transit fares suffered a total network failure on Tuesday morning, forcing bus, train and ferry agencies across the region to suspend fare collections for several hours.\u003c/p>\n\u003cp>Just before 5 a.m., \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> alerted station agents across its 50-station network that the Clipper system was down. The agency opened all fare gates, a move followed by Muni and other agencies to allow commuters to make their trips.\u003c/p>\n\u003cp>Metropolitan Transportation Commission spokesperson John Goodwin said the cause of the outage wasn’t immediately known. Although it came on the same day that fare increases took effect for agencies including Muni, AC Transit, Caltrain and San Francisco Bay Ferry, Goodwin said the outage was unrelated.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Cubic Transportation Systems, the contractor that runs Clipper, told the MTC at 10 a.m. that it was rolling out a fix to the system’s software, a painstaking, operator-by-operator process it completed by noon.\u003c/p>\n\u003cp>The MTC will make an effort to compensate transit operators for fares they’re missing during the outage, Goodwin said. The exact mechanism for doing that is unknown at this point.\u003c/p>\n\u003cfigure id=\"attachment_12037658\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12037658\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board the L Bus outside of West Portal Station in San Francisco on Tuesday, Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Clipper payment system, initially called TransLink, was launched in 2006. The system has been criticized over the years for being slow to incorporate features like phone and smartwatch payments.\u003c/p>\n\u003cp>The MTC has been preparing for a next-generation system, dubbed Clipper 2.0, \u003ca href=\"https://web.archive.org/web/20141224210546/https:/www.futureofclipper.com/\">since 2013\u003c/a>. In 2018, the commission awarded a $461 million contract to Cubic to develop and operate the new system[aside postID=news_12044945 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg']By 2020, MTC and Cubic were promising a full transition to Clipper 2.0 by the end of 2023. The date was moved back to the spring of 2024, then the spring of 2025.\u003c/p>\n\u003cp>The MTC and operators have promised that the new system will make it possible to offer a wide range of fare programs designed to make transit more attractive: credit and debit card payments; free transfers between bus and rail agencies; and “fare-capping,” a system that sets a maximum daily or weekly cost for users regardless of how many times they ride.\u003c/p>\n\u003cp>The repeated delays in introducing the new card have prompted sharp criticism from a committee of transit executives appointed to monitor the work.\u003c/p>\n\u003cp>“We get close to the milestone, we get close to the goalpost, the goalpost moves to the right,” BART General Manager Robert Powers complained to project managers in January. “Then we get closer, closer, closer — the goalposts moved again.”\u003c/p>\n\u003cp>At the committee’s meeting last month, Powers blasted Cubic for failing to meet the latest delivery date.\u003c/p>\n\u003cp>“You have zero credibility,” Powers said. “I mean, you’re talking about building confidence. You’ve got zero, you, meaning Cubic.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The Clipper system that allows hundreds of thousands of Bay Area commuters to pay transit fares suffered a total network failure on Tuesday morning.",
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"title": "Clipper Outage Fixed After Forcing Bay Area Transit Agencies to Go Fare-Free for Hours | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 1:32 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>The Clipper system that allows hundreds of thousands of \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">Bay Area commuters\u003c/a> to pay transit fares suffered a total network failure on Tuesday morning, forcing bus, train and ferry agencies across the region to suspend fare collections for several hours.\u003c/p>\n\u003cp>Just before 5 a.m., \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> alerted station agents across its 50-station network that the Clipper system was down. The agency opened all fare gates, a move followed by Muni and other agencies to allow commuters to make their trips.\u003c/p>\n\u003cp>Metropolitan Transportation Commission spokesperson John Goodwin said the cause of the outage wasn’t immediately known. Although it came on the same day that fare increases took effect for agencies including Muni, AC Transit, Caltrain and San Francisco Bay Ferry, Goodwin said the outage was unrelated.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Cubic Transportation Systems, the contractor that runs Clipper, told the MTC at 10 a.m. that it was rolling out a fix to the system’s software, a painstaking, operator-by-operator process it completed by noon.\u003c/p>\n\u003cp>The MTC will make an effort to compensate transit operators for fares they’re missing during the outage, Goodwin said. The exact mechanism for doing that is unknown at this point.\u003c/p>\n\u003cfigure id=\"attachment_12037658\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12037658\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board the L Bus outside of West Portal Station in San Francisco on Tuesday, Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Clipper payment system, initially called TransLink, was launched in 2006. The system has been criticized over the years for being slow to incorporate features like phone and smartwatch payments.\u003c/p>\n\u003cp>The MTC has been preparing for a next-generation system, dubbed Clipper 2.0, \u003ca href=\"https://web.archive.org/web/20141224210546/https:/www.futureofclipper.com/\">since 2013\u003c/a>. In 2018, the commission awarded a $461 million contract to Cubic to develop and operate the new system\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>By 2020, MTC and Cubic were promising a full transition to Clipper 2.0 by the end of 2023. The date was moved back to the spring of 2024, then the spring of 2025.\u003c/p>\n\u003cp>The MTC and operators have promised that the new system will make it possible to offer a wide range of fare programs designed to make transit more attractive: credit and debit card payments; free transfers between bus and rail agencies; and “fare-capping,” a system that sets a maximum daily or weekly cost for users regardless of how many times they ride.\u003c/p>\n\u003cp>The repeated delays in introducing the new card have prompted sharp criticism from a committee of transit executives appointed to monitor the work.\u003c/p>\n\u003cp>“We get close to the milestone, we get close to the goalpost, the goalpost moves to the right,” BART General Manager Robert Powers complained to project managers in January. “Then we get closer, closer, closer — the goalposts moved again.”\u003c/p>\n\u003cp>At the committee’s meeting last month, Powers blasted Cubic for failing to meet the latest delivery date.\u003c/p>\n\u003cp>“You have zero credibility,” Powers said. “I mean, you’re talking about building confidence. You’ve got zero, you, meaning Cubic.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>After the airport’s rebrand from Metropolitan Oakland International Airport to \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">San Francisco Bay Oakland International Airport\u003c/a> prompted a lawsuit from San Francisco, the Port of Oakland is asking its board to approve another name change as the case makes its way through the court.\u003c/p>\n\u003cp>If approved, OAK airport will be called the “Oakland San Francisco Bay Airport,” which Port of Oakland Director of Aviation Craig Simon said highlights its position in the city and the larger East Bay.\u003c/p>\n\u003cp>“We’re proud to embrace a name that reflects both our local roots and regional reach,” he said in a letter to SFO on Friday. “‘Oakland San Francisco Bay Airport’ does both, putting Oakland first and highlighting our central location in the Bay Area for all visitors.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Port’s board will consider the new name at its meeting on July 10. Last April, the body officially \u003ca href=\"https://www.kqed.org/news/11982744/oakland-officials-to-proceed-with-controversial-move-to-rename-airport\">approved the change to “Oakland San Francisco Bay Airport\u003c/a>,” which officials said aimed to raise visitors’ geographic awareness of the airport.\u003c/p>\n\u003cp>It was \u003ca href=\"https://www.kqed.org/news/11985760/oakland-airport-new-name-lawsuit-against-san-francisco\">swiftly slapped with a lawsuit\u003c/a> from the city of San Francisco, which argued that the new name infringed on the trademark for San Francisco International (SFO) Airport, which it owns. City Attorney David Chiu said the change confused travellers and, in some cases, led them to the wrong airport.\u003c/p>\n\u003cfigure id=\"attachment_12000413\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12000413\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">City Attorney David Chiu speaks during a press conference at City Hall in San Francisco on Aug. 15, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We believe that Oakland intentionally designed their new rename to divert those who were unfamiliar with Bay Area geography, and also is trying to mislead the public in suggesting that Oakland might have a business relationship with SFO, which it does not,” Chiu told KQED at the time.\u003c/p>\n\u003cp>Simon pushed back on the assertion, saying the decision wasn’t intended to stoke confusion, but to improve marketing for the airport.\u003c/p>\n\u003cp>“Really, we were not seeing a significant amount of confusion happening whatsoever,” he said. “The intent of this is to really get our airline partners to put more operations and more flights into Oakland and get us the ability to have more flights that stick going towards the East Coast.”[aside postID=news_12018113 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/240412-OAKAirport-007-BL_qed-1-1020x680.jpg']A district judge awarded San Francisco a \u003ca href=\"https://www.kqed.org/news/12005052/san-francisco-seeks-court-order-to-block-oakland-airports-new-name\">preliminary injunction\u003c/a> in November, which requires Oakland to halt its name change until a trial is held. Right now, that’s scheduled for next August.\u003c/p>\n\u003cp>The Port of Oakland has filed an appeal to San Francisco’s suit, and Simon said he’s confident the original name change doesn’t infringe on San Francisco’s trademark.\u003c/p>\n\u003cp>“In the meantime, however, the port needs to implement a new name for OAK while we wait for final legal resolution,” he said.\u003c/p>\n\u003cp>Chiu’s office said in a statement it was just learning about the development, and would assess any steps necessary to protect SFO’s trademark.\u003c/p>\n\u003cp>Oakland officials say the new name responds to concerns in the court’s injunction by removing the entirety of SFO’s name and reordering the title not to lead with “San Francisco.”\u003c/p>\n\u003cp>“This really puts Oakland first and increases the already immense economic value that the airport brings to the region,” Simon told KQED.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After the airport’s rebrand from Metropolitan Oakland International Airport to \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">San Francisco Bay Oakland International Airport\u003c/a> prompted a lawsuit from San Francisco, the Port of Oakland is asking its board to approve another name change as the case makes its way through the court.\u003c/p>\n\u003cp>If approved, OAK airport will be called the “Oakland San Francisco Bay Airport,” which Port of Oakland Director of Aviation Craig Simon said highlights its position in the city and the larger East Bay.\u003c/p>\n\u003cp>“We’re proud to embrace a name that reflects both our local roots and regional reach,” he said in a letter to SFO on Friday. “‘Oakland San Francisco Bay Airport’ does both, putting Oakland first and highlighting our central location in the Bay Area for all visitors.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Port’s board will consider the new name at its meeting on July 10. Last April, the body officially \u003ca href=\"https://www.kqed.org/news/11982744/oakland-officials-to-proceed-with-controversial-move-to-rename-airport\">approved the change to “Oakland San Francisco Bay Airport\u003c/a>,” which officials said aimed to raise visitors’ geographic awareness of the airport.\u003c/p>\n\u003cp>It was \u003ca href=\"https://www.kqed.org/news/11985760/oakland-airport-new-name-lawsuit-against-san-francisco\">swiftly slapped with a lawsuit\u003c/a> from the city of San Francisco, which argued that the new name infringed on the trademark for San Francisco International (SFO) Airport, which it owns. City Attorney David Chiu said the change confused travellers and, in some cases, led them to the wrong airport.\u003c/p>\n\u003cfigure id=\"attachment_12000413\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12000413\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">City Attorney David Chiu speaks during a press conference at City Hall in San Francisco on Aug. 15, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We believe that Oakland intentionally designed their new rename to divert those who were unfamiliar with Bay Area geography, and also is trying to mislead the public in suggesting that Oakland might have a business relationship with SFO, which it does not,” Chiu told KQED at the time.\u003c/p>\n\u003cp>Simon pushed back on the assertion, saying the decision wasn’t intended to stoke confusion, but to improve marketing for the airport.\u003c/p>\n\u003cp>“Really, we were not seeing a significant amount of confusion happening whatsoever,” he said. “The intent of this is to really get our airline partners to put more operations and more flights into Oakland and get us the ability to have more flights that stick going towards the East Coast.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>A district judge awarded San Francisco a \u003ca href=\"https://www.kqed.org/news/12005052/san-francisco-seeks-court-order-to-block-oakland-airports-new-name\">preliminary injunction\u003c/a> in November, which requires Oakland to halt its name change until a trial is held. Right now, that’s scheduled for next August.\u003c/p>\n\u003cp>The Port of Oakland has filed an appeal to San Francisco’s suit, and Simon said he’s confident the original name change doesn’t infringe on San Francisco’s trademark.\u003c/p>\n\u003cp>“In the meantime, however, the port needs to implement a new name for OAK while we wait for final legal resolution,” he said.\u003c/p>\n\u003cp>Chiu’s office said in a statement it was just learning about the development, and would assess any steps necessary to protect SFO’s trademark.\u003c/p>\n\u003cp>Oakland officials say the new name responds to concerns in the court’s injunction by removing the entirety of SFO’s name and reordering the title not to lead with “San Francisco.”\u003c/p>\n\u003cp>“This really puts Oakland first and increases the already immense economic value that the airport brings to the region,” Simon told KQED.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Update, 2:50 p.m. Friday:\u003c/strong>\u003c/p>\n\u003cp>The board that oversees the \u003ca href=\"https://www.kqed.org/news/tag/golden-gate-bridge\">Golden Gate Bridge\u003c/a>, Highway and Transportation District voted Friday to approve a compromise resolution that declares the agency’s support for human rights while rescinding previously approved policies that supported diversity, equity and inclusion.\u003c/p>\n\u003cp>The move was designed to adhere to new Trump administration funding rules that would deny federal grants to agencies that have adopted DEI policies. The funding rules are based on the administration’s position that diversity, equity and inclusion policies are discriminatory and illegal under federal law, including the Civil Rights Act of 1964.\u003c/p>\n\u003cp>Bridge district General Manager Denis Mulligan had argued it was necessary for the board to rescind earlier district resolutions containing DEI language in order to preserve access to a $400 million Department of Transportation grant the agency is counting on for a seismic retrofit of the bridge.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Several board members said they were uneasy with abandoning support for equity programs under pressure from the Trump administration, saying they believe it could embolden federal authorities to impose even more restrictive conditions on future funding.\u003c/p>\n\u003cp>“Clearly the choices in front of us are awful,” said Sonoma County board member Gerard Giudice. He offered a compromise: replacing a 2020 board resolution with one containing a more general declaration.\u003c/p>\n\u003cfigure id=\"attachment_12010374\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12010374\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/GGBridgeProtestAprilGetty.jpg\" alt=\"\" width=\"2000\" height=\"1372\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/GGBridgeProtestAprilGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/GGBridgeProtestAprilGetty-800x549.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/GGBridgeProtestAprilGetty-1020x700.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/GGBridgeProtestAprilGetty-160x110.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/GGBridgeProtestAprilGetty-1536x1054.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/GGBridgeProtestAprilGetty-1920x1317.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco’s Golden Gate Bridge on April 15, 2024. \u003ccite>(Paul Kuroda/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Let’s craft a resolution that is based on our values, that the district believes every person has the right to be respected and to be safe,” Giudice said. “That the district and the board of directors show honor, compassion, and the qualities of character that support equal justice and due process for all.”\u003c/p>\n\u003cp>The 2020 resolution, passed a month after the Minneapolis police murder of George Floyd, originally read:\u003c/p>\n\u003cp>“The District believes every person, regardless of race, color, national origin, religion, creed, sex (including pregnancy, sexual orientation, gender identity or transgender status), age, or disability, deserves the right to feel respected and safe within our organization, to feel welcome in using our Bridge and public transit facilities, and to be afforded opportunities on a fair and equitable basis in all transactions involving the District.”\u003c/p>\n\u003cp>The new resolution says:\u003c/p>\n\u003cp>“The District believes every person deserves the right to feel respected and safe within our organization, to feel welcome in using our Bridge and public transit facilities, and to be afforded opportunities on a fair and equal basis in all transactions involving the District.”\u003c/p>\n\u003cp>The board voted to accept the amended resolution by a vote of 11–3, with members Joel Engardio and Danny Sauter of San Francisco and Holli Thier of Marin County voting no.\u003c/p>\n\u003cp>\u003cstrong>Original story:\u003c/strong>\u003c/p>\n\u003cp>The head of the agency that operates the \u003ca href=\"https://www.kqed.org/news/tag/golden-gate-bridge\">Golden Gate Bridge\u003c/a> is asking its board to repeal commitments to diversity, equity and inclusion programs in response to Trump administration funding restrictions.\u003c/p>\n\u003cp>Agency General Manager Denis Mulligan called the action “a business decision” that is necessary to ensure the Golden Gate Bridge, Highway and Transportation District receives \u003ca href=\"https://highways.dot.gov/newsroom/biden-harris-administration-announces-400-million-improve-golden-gate-bridge-through\">$400 million in federal funding\u003c/a> it’s counting on for a seismic retrofit of the bridge.\u003c/p>\n\u003cfigure id=\"attachment_12045403\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12045403\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/gettyimages-2220605099-1-scaled.jpeg\" alt=\"President Trump pumps his fist after stepping off Air Force One at Joint Base Andrews in Maryland on Saturday.\" width=\"2560\" height=\"1705\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/gettyimages-2220605099-1-scaled.jpeg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/gettyimages-2220605099-1-2000x1332.jpeg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/gettyimages-2220605099-1-160x107.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/gettyimages-2220605099-1-1536x1023.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/gettyimages-2220605099-1-2048x1364.jpeg 2048w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">President Trump pumps his fist after stepping off Air Force One at Joint Base Andrews in Maryland on Saturday.\u003c/figcaption>\u003c/figure>\n\u003cp>It comes as the Trump administration’s new conditions on funding have pushed agencies across California and the U.S. to review their DEI policies and priorities.\u003c/p>\n\u003cp>“It’s not $400 million we could get someplace else,” Mulligan said in an interview. “The question is, should we undo a couple of policies that we know are problematic words to access [these] funds or not?”\u003c/p>\n\u003cp>But the proposed move faces criticism from the district’s nine-member board, with one representative saying it represents a retreat in the face of an attack on local values.\u003c/p>\n\u003cp>“We can’t just live our lives only thinking about business decisions,” said San Francisco Supervisor Joel Engardio, who serves on the bridge district board. “There are things called moral decisions, and this is one of them.”\u003c/p>\n\u003cfigure id=\"attachment_12016406\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016406\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20230915-SunsetNightMarket-13-JY_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20230915-SunsetNightMarket-13-JY_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20230915-SunsetNightMarket-13-JY_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20230915-SunsetNightMarket-13-JY_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20230915-SunsetNightMarket-13-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20230915-SunsetNightMarket-13-JY_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20230915-SunsetNightMarket-13-JY_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Supervisor Joel Engardio speaks on stage at the Sunset Night Market on Irving Street in San Francisco on Sept. 15, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Mulligan’s staff has introduced \u003ca href=\"https://www.goldengate.org/assets/1/25/2025-0627-rulescomm-no3-gmrescindresosrevstratplancomplyftafhwadot.pdf?12860\">a resolution\u003c/a> for a Friday district board meeting that would rescind DEI-related measures adopted in 2020 and 2023.\u003c/p>\n\u003cp>The\u003ca href=\"https://www.documentcloud.org/documents/25983828-ggbhtd-resolution-20-049/\"> 2020 resolution\u003c/a> was essentially a solidarity statement condemning \u003ca href=\"https://www.kqed.org/news/11821834/bay-area-protests-over-death-of-george-floyd\">the police murder of George Floyd\u003c/a>, denouncing racism and committing the agency, among other things, to “recruit, hire, train and retain talent from Black People, Indigenous People, and other People of Color.” The \u003ca href=\"https://www.documentcloud.org/documents/25983902-2023-0127-boardmeeting-no8d-rulessum/\">2023 policy\u003c/a> approved by the board added “social equity” as one of the factors the district could consider in awarding contracts.\u003c/p>\n\u003cp>A staff report accompanying the Friday resolution notes that although neither of the prior board actions is in apparent violation of federal anti-discrimination law, they could run afoul of a pair of directives from the U.S. Department of Transportation.\u003c/p>\n\u003cp>The first of those was \u003ca href=\"https://www.transportation.gov/sites/dot.gov/files/2025-04/Follow%20the%20Law%20Letter%20to%20Applicants%204.24.25.pdf\">an April 24 letter\u003c/a> from Transportation Secretary Sean Duffy to all grant recipients. The letter warned “any policy, program or activity that is premised on a prohibited classification, including discriminatory policies or practices designed to achieve socalled ‘diversity, equity, and inclusion,’ or ‘DEI,’ goals, presumptively violates federal law.”[aside postID=news_12044945 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg']The next day, the Federal Transit Administration issued funding guidelines requiring grant recipients to certify that they do not “operate any programs promoting diversity, equity, and inclusion (DEI) initiatives that violate any applicable federal anti-discrimination laws.”\u003c/p>\n\u003cp>Mulligan argued that the Trump administration directives leave the district with just three “unpleasant choices.”\u003c/p>\n\u003cp>The district could sign a funding agreement for the $400 million grant, which was awarded in 2023, with its current policies in place, but he said that would run the risk of having the grant denied or clawed back.\u003c/p>\n\u003cp>The district could instead challenge the orders in court, following the lead of about 30 other agencies that sued the administration in a Washington state federal court.\u003c/p>\n\u003cp>But Mulligan said that would mean engaging in a process that could take years to play out and delay the seismic project indefinitely.\u003c/p>\n\u003cp>Finally, he said, the district can rescind its policies and avoid the uncertainty and delay of the first two options.\u003c/p>\n\u003cp>“That will allow us to award a construction contract, start strengthening the bridge and put people to work, hundreds of people to work,” Mulligan said. “And so when you look at the three options from a business perspective, that seems to be the most prudent” course of action.\u003c/p>\n\u003cfigure id=\"attachment_11972459\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11972459\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-BridgeSafetyNet-26-BL-KQED.jpg\" alt=\"A white man with suit and sunglasses gazes out over the edge of Golden Gate Bridge.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-BridgeSafetyNet-26-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-BridgeSafetyNet-26-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-BridgeSafetyNet-26-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-BridgeSafetyNet-26-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-BridgeSafetyNet-26-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-BridgeSafetyNet-26-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Denis Mulligan, general manager of the Golden Gate Bridge Highway and Transportation District, looks at the safety net being installed below the sidewalk on the Golden Gate Bridge on Jan. 8, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The general manager also argued that repealing the board’s previous actions will not alter the district’s commitment to the Bay Area community.\u003c/p>\n\u003cp>“If we undo two policies, we’re still the Golden Gate Bridge District,” Mulligan said. “You know, this was a bridge that was built with all union labor in the 1930s. It’s a bridge of the people. We provide first-class bus and ferry service to everybody. We treat our employees with dignity and respect. You know, if you’re a vendor, we’re a trusted partner that you can do business with. So none of that changes.”\u003c/p>\n\u003cp>But board member Engardio called it “disappointing and alarming” that the district would back away from values that should be celebrated.[aside postID=news_12042706 hero='https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7164-1020x765.jpeg']“We are talking about a simple statement that said people should be treated with respect, feel safe, and be free from discrimination,” he said, referring to the 2020 resolution. “There is nothing controversial about that statement. And if we start retreating from statements like that, where does it end?”\u003c/p>\n\u003cp>He added that the district retreating from its positions on DEI would send a negative message to its workforce.\u003c/p>\n\u003cp>“If we’re rescinding statements that say, ‘Folks should be free from discrimination,’ what kind of signal does that send to our workers and to the people?” he asked.\u003c/p>\n\u003cp>The bridge district is just one of many agencies contending with the implications of the Trump administration’s new demands on recipients of federal funds.\u003c/p>\n\u003cp>BART has apparently taken down \u003ca href=\"https://web.archive.org/web/20250301063106/https:/www.bart.gov/about/business/ocr/diversity\">a page\u003c/a> that promoted its DEI efforts. The page, which was live as recently as early March, has been scrubbed of content and now displays the message “\u003ca href=\"https://www.bart.gov/about/business/ocr/diversity\">access denied\u003c/a>.”\u003c/p>\n\u003cp>In response to emailed questions about the page, a BART spokesperson wrote: “The district has reviewed federal guidelines and taken steps to bring its programs into compliance. We are not providing any more details beyond that at this time.”\u003c/p>\n\u003cp>Thirty-one jurisdictions nationwide, including San Francisco, Santa Clara and Sonoma counties and the city of San José, filed a federal suit in Washington state in May challenging the administration’s authority to impose new conditions on funding that had already been awarded. The grants at risk would help pay for homelessness prevention, housing assistance and transportation infrastructure.\u003c/p>\n\u003cp>A federal judge in Seattle issued \u003ca href=\"https://storage.courtlistener.com/recap/gov.uscourts.wawd.347622/gov.uscourts.wawd.347622.169.0.pdf\">a preliminary injunction\u003c/a> against the Trump administration earlier this month, an order now under appeal to the 9th U.S. Circuit Court.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 2:50 p.m. Friday:\u003c/strong>\u003c/p>\n\u003cp>The board that oversees the \u003ca href=\"https://www.kqed.org/news/tag/golden-gate-bridge\">Golden Gate Bridge\u003c/a>, Highway and Transportation District voted Friday to approve a compromise resolution that declares the agency’s support for human rights while rescinding previously approved policies that supported diversity, equity and inclusion.\u003c/p>\n\u003cp>The move was designed to adhere to new Trump administration funding rules that would deny federal grants to agencies that have adopted DEI policies. The funding rules are based on the administration’s position that diversity, equity and inclusion policies are discriminatory and illegal under federal law, including the Civil Rights Act of 1964.\u003c/p>\n\u003cp>Bridge district General Manager Denis Mulligan had argued it was necessary for the board to rescind earlier district resolutions containing DEI language in order to preserve access to a $400 million Department of Transportation grant the agency is counting on for a seismic retrofit of the bridge.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Several board members said they were uneasy with abandoning support for equity programs under pressure from the Trump administration, saying they believe it could embolden federal authorities to impose even more restrictive conditions on future funding.\u003c/p>\n\u003cp>“Clearly the choices in front of us are awful,” said Sonoma County board member Gerard Giudice. He offered a compromise: replacing a 2020 board resolution with one containing a more general declaration.\u003c/p>\n\u003cfigure id=\"attachment_12010374\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12010374\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/GGBridgeProtestAprilGetty.jpg\" alt=\"\" width=\"2000\" height=\"1372\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/GGBridgeProtestAprilGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/GGBridgeProtestAprilGetty-800x549.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/GGBridgeProtestAprilGetty-1020x700.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/GGBridgeProtestAprilGetty-160x110.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/GGBridgeProtestAprilGetty-1536x1054.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/GGBridgeProtestAprilGetty-1920x1317.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco’s Golden Gate Bridge on April 15, 2024. \u003ccite>(Paul Kuroda/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Let’s craft a resolution that is based on our values, that the district believes every person has the right to be respected and to be safe,” Giudice said. “That the district and the board of directors show honor, compassion, and the qualities of character that support equal justice and due process for all.”\u003c/p>\n\u003cp>The 2020 resolution, passed a month after the Minneapolis police murder of George Floyd, originally read:\u003c/p>\n\u003cp>“The District believes every person, regardless of race, color, national origin, religion, creed, sex (including pregnancy, sexual orientation, gender identity or transgender status), age, or disability, deserves the right to feel respected and safe within our organization, to feel welcome in using our Bridge and public transit facilities, and to be afforded opportunities on a fair and equitable basis in all transactions involving the District.”\u003c/p>\n\u003cp>The new resolution says:\u003c/p>\n\u003cp>“The District believes every person deserves the right to feel respected and safe within our organization, to feel welcome in using our Bridge and public transit facilities, and to be afforded opportunities on a fair and equal basis in all transactions involving the District.”\u003c/p>\n\u003cp>The board voted to accept the amended resolution by a vote of 11–3, with members Joel Engardio and Danny Sauter of San Francisco and Holli Thier of Marin County voting no.\u003c/p>\n\u003cp>\u003cstrong>Original story:\u003c/strong>\u003c/p>\n\u003cp>The head of the agency that operates the \u003ca href=\"https://www.kqed.org/news/tag/golden-gate-bridge\">Golden Gate Bridge\u003c/a> is asking its board to repeal commitments to diversity, equity and inclusion programs in response to Trump administration funding restrictions.\u003c/p>\n\u003cp>Agency General Manager Denis Mulligan called the action “a business decision” that is necessary to ensure the Golden Gate Bridge, Highway and Transportation District receives \u003ca href=\"https://highways.dot.gov/newsroom/biden-harris-administration-announces-400-million-improve-golden-gate-bridge-through\">$400 million in federal funding\u003c/a> it’s counting on for a seismic retrofit of the bridge.\u003c/p>\n\u003cfigure id=\"attachment_12045403\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12045403\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/gettyimages-2220605099-1-scaled.jpeg\" alt=\"President Trump pumps his fist after stepping off Air Force One at Joint Base Andrews in Maryland on Saturday.\" width=\"2560\" height=\"1705\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/gettyimages-2220605099-1-scaled.jpeg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/gettyimages-2220605099-1-2000x1332.jpeg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/gettyimages-2220605099-1-160x107.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/gettyimages-2220605099-1-1536x1023.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/gettyimages-2220605099-1-2048x1364.jpeg 2048w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">President Trump pumps his fist after stepping off Air Force One at Joint Base Andrews in Maryland on Saturday.\u003c/figcaption>\u003c/figure>\n\u003cp>It comes as the Trump administration’s new conditions on funding have pushed agencies across California and the U.S. to review their DEI policies and priorities.\u003c/p>\n\u003cp>“It’s not $400 million we could get someplace else,” Mulligan said in an interview. “The question is, should we undo a couple of policies that we know are problematic words to access [these] funds or not?”\u003c/p>\n\u003cp>But the proposed move faces criticism from the district’s nine-member board, with one representative saying it represents a retreat in the face of an attack on local values.\u003c/p>\n\u003cp>“We can’t just live our lives only thinking about business decisions,” said San Francisco Supervisor Joel Engardio, who serves on the bridge district board. “There are things called moral decisions, and this is one of them.”\u003c/p>\n\u003cfigure id=\"attachment_12016406\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016406\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20230915-SunsetNightMarket-13-JY_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20230915-SunsetNightMarket-13-JY_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20230915-SunsetNightMarket-13-JY_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20230915-SunsetNightMarket-13-JY_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20230915-SunsetNightMarket-13-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20230915-SunsetNightMarket-13-JY_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20230915-SunsetNightMarket-13-JY_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Supervisor Joel Engardio speaks on stage at the Sunset Night Market on Irving Street in San Francisco on Sept. 15, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Mulligan’s staff 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The letter warned “any policy, program or activity that is premised on a prohibited classification, including discriminatory policies or practices designed to achieve socalled ‘diversity, equity, and inclusion,’ or ‘DEI,’ goals, presumptively violates federal law.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The next day, the Federal Transit Administration issued funding guidelines requiring grant recipients to certify that they do not “operate any programs promoting diversity, equity, and inclusion (DEI) initiatives that violate any applicable federal anti-discrimination laws.”\u003c/p>\n\u003cp>Mulligan argued that the Trump administration directives leave the district with just three “unpleasant choices.”\u003c/p>\n\u003cp>The district could sign a funding agreement for the $400 million grant, which was awarded in 2023, with its current policies in place, but he said that would run the risk of having the grant denied or clawed back.\u003c/p>\n\u003cp>The district could instead challenge the orders in court, following the lead of about 30 other agencies that sued the administration in a Washington state federal court.\u003c/p>\n\u003cp>But Mulligan said that would mean engaging in a process that could take years to play out and delay the seismic project indefinitely.\u003c/p>\n\u003cp>Finally, he said, the district can rescind its policies and avoid the uncertainty and delay of the first two options.\u003c/p>\n\u003cp>“That will allow us to award a construction contract, start strengthening the bridge and put people to work, hundreds of people to work,” Mulligan said. “And so when you look at the three options from a business perspective, that seems to be the most prudent” course of action.\u003c/p>\n\u003cfigure id=\"attachment_11972459\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11972459\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-BridgeSafetyNet-26-BL-KQED.jpg\" alt=\"A white man with suit and sunglasses gazes out over the edge of Golden Gate Bridge.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-BridgeSafetyNet-26-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-BridgeSafetyNet-26-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-BridgeSafetyNet-26-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-BridgeSafetyNet-26-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-BridgeSafetyNet-26-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-BridgeSafetyNet-26-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Denis Mulligan, general manager of the Golden Gate Bridge Highway and Transportation District, looks at the safety net being installed below the sidewalk on the Golden Gate Bridge on Jan. 8, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The general manager also argued that repealing the board’s previous actions will not alter the district’s commitment to the Bay Area community.\u003c/p>\n\u003cp>“If we undo two policies, we’re still the Golden Gate Bridge District,” Mulligan said. “You know, this was a bridge that was built with all union labor in the 1930s. It’s a bridge of the people. We provide first-class bus and ferry service to everybody. We treat our employees with dignity and respect. You know, if you’re a vendor, we’re a trusted partner that you can do business with. So none of that changes.”\u003c/p>\n\u003cp>But board member Engardio called it “disappointing and alarming” that the district would back away from values that should be celebrated.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We are talking about a simple statement that said people should be treated with respect, feel safe, and be free from discrimination,” he said, referring to the 2020 resolution. “There is nothing controversial about that statement. And if we start retreating from statements like that, where does it end?”\u003c/p>\n\u003cp>He added that the district retreating from its positions on DEI would send a negative message to its workforce.\u003c/p>\n\u003cp>“If we’re rescinding statements that say, ‘Folks should be free from discrimination,’ what kind of signal does that send to our workers and to the people?” he asked.\u003c/p>\n\u003cp>The bridge district is just one of many agencies contending with the implications of the Trump administration’s new demands on recipients of federal funds.\u003c/p>\n\u003cp>BART has apparently taken down \u003ca href=\"https://web.archive.org/web/20250301063106/https:/www.bart.gov/about/business/ocr/diversity\">a page\u003c/a> that promoted its DEI efforts. The page, which was live as recently as early March, has been scrubbed of content and now displays the message “\u003ca href=\"https://www.bart.gov/about/business/ocr/diversity\">access denied\u003c/a>.”\u003c/p>\n\u003cp>In response to emailed questions about the page, a BART spokesperson wrote: “The district has reviewed federal guidelines and taken steps to bring its programs into compliance. We are not providing any more details beyond that at this time.”\u003c/p>\n\u003cp>Thirty-one jurisdictions nationwide, including San Francisco, Santa Clara and Sonoma counties and the city of San José, filed a federal suit in Washington state in May challenging the administration’s authority to impose new conditions on funding that had already been awarded. The grants at risk would help pay for homelessness prevention, housing assistance and transportation infrastructure.\u003c/p>\n\u003cp>A federal judge in Seattle issued \u003ca href=\"https://storage.courtlistener.com/recap/gov.uscourts.wawd.347622/gov.uscourts.wawd.347622.169.0.pdf\">a preliminary injunction\u003c/a> against the Trump administration earlier this month, an order now under appeal to the 9th U.S. Circuit Court.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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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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"marketplace": {
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"masters-of-scale": {
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},
"mindshift": {
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"onourwatch": {
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"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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},
"pbs-newshour": {
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},
"perspectives": {
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"order": 14
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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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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},
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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