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"content": "\u003cp>After more than a year of unrest over a controversial bike lane project on a section of \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">Valencia Street\u003c/a> in San Francisco’s Mission District, the city’s Municipal Transportation Agency is once again making changes in an attempt to improve safety, boost business and ease travel.\u003c/p>\n\u003cp>Work to relocate Valencia Street’s bike lane from the center to the curb will begin on Feb. 10 after the city’s Board of Supervisors unanimously rejected a community group’s appeal for a more thorough environmental review. The vote cleared the final obstacle for the MTA to move forward with the Mid-Valencia Curbside Protected Bikeway Project, a reversal planned since last summer.\u003c/p>\n\u003cp>VAMANOS, a collective of Valencia Street merchants, \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=13615680&GUID=BB1C3C7B-11DE-4C1B-8CF7-B3448DD3D8F3\">appealed the project’s approval\u003c/a>, arguing that the San Francisco Planning Department wrongly granted it a statutory exemption under the California Environmental Quality Act (CEQA). The group demanded a full Environmental Impact Report.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“There’s no discussion of what the implications of the project will entail to the commercial corridor and its historic value,” said Julio Ramos, an attorney for VAMANOS.\u003c/p>\n\u003cp>The appeal claimed that the project overlooked its impact on the neighborhood’s historic character and failed to address how reducing parking could worsen air pollution, among other concerns.\u003c/p>\n\u003cfigure id=\"attachment_12014768\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12014768\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides on the Valencia Street bike lane in San Francisco’s Mission District on Sept. 22, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco Planning Department officials defended their decision, citing the law’s exemption for projects that “implement pedestrian and bicycle facilities that improve safety, access, or mobility.”\u003c/p>\n\u003cp>“This statutory exemption was created to streamline environmental review under CEQA for public transportation and bike and pedestrian infrastructure projects that reduce car dependency,” said Jennifer McKellar, an environmental planner with the SF Planning Department.\u003c/p>\n\u003cp>The Board of Supervisors’ decision to move forward with the project ushers in another era of dramatic change for the corridor. In \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">August 2023\u003c/a>, the SFMTA began a one-year pilot of a center-running bike lane on Valencia between 15th and 23rd streets, designed to improve traffic safety, business access and the local economy.\u003c/p>\n\u003cp>[aside postID=news_12021178 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1020x680.jpg']\u003c/p>\n\u003cp>The project faced strong opposition from some cyclists and local businesses, who claimed the design was unsafe, confusing, and discouraged customers. In response, the SFMTA is moving forward with a curbside protected bikeway featuring a novel design with both floating and non-floating parklets outside restaurants \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">and a bike lane weaving between them.\u003c/a>\u003c/p>\n\u003cp>Despite progress, the project remains highly divisive. Many merchants continue to bemoan the parking loss caused by the curbside-protected bikeway design.\u003c/p>\n\u003cp>“I think that turning Valencia Street into a wonderful place for bikers really serves a tiny demographic of our city,” said Betsy Barron, the owner of Love and Luxe, a jewelry store on Valencia Street. “I hope that we can create a corridor that’s family-friendly and friendly to people with disabilities because they are being overlooked.”\u003c/p>\n\u003cp>Others remain optimistic about the next phase of the redesigned Valencia Street.\u003c/p>\n\u003cp>“The curbside protected bike lanes will allow people biking and scooting to easily stop and park at businesses along the street,” said Matt Bigger, a father who lives in the Castro District, “So I really believe this is a move to bring our local businesses, biking, and walking together in a very vibrant way.”\u003c/p>\n\u003cp>The transition to a curbside-protected bikeway is expected to take two to three months, weather permitting.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“There’s no discussion of what the implications of the project will entail to the commercial corridor and its historic value,” said Julio Ramos, an attorney for VAMANOS.\u003c/p>\n\u003cp>The appeal claimed that the project overlooked its impact on the neighborhood’s historic character and failed to address how reducing parking could worsen air pollution, among other concerns.\u003c/p>\n\u003cfigure id=\"attachment_12014768\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12014768\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides on the Valencia Street bike lane in San Francisco’s Mission District on Sept. 22, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco Planning Department officials defended their decision, citing the law’s exemption for projects that “implement pedestrian and bicycle facilities that improve safety, access, or mobility.”\u003c/p>\n\u003cp>“This statutory exemption was created to streamline environmental review under CEQA for public transportation and bike and pedestrian infrastructure projects that reduce car dependency,” said Jennifer McKellar, an environmental planner with the SF Planning Department.\u003c/p>\n\u003cp>The Board of Supervisors’ decision to move forward with the project ushers in another era of dramatic change for the corridor. In \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">August 2023\u003c/a>, the SFMTA began a one-year pilot of a center-running bike lane on Valencia between 15th and 23rd streets, designed to improve traffic safety, business access and the local economy.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The project faced strong opposition from some cyclists and local businesses, who claimed the design was unsafe, confusing, and discouraged customers. In response, the SFMTA is moving forward with a curbside protected bikeway featuring a novel design with both floating and non-floating parklets outside restaurants \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">and a bike lane weaving between them.\u003c/a>\u003c/p>\n\u003cp>Despite progress, the project remains highly divisive. Many merchants continue to bemoan the parking loss caused by the curbside-protected bikeway design.\u003c/p>\n\u003cp>“I think that turning Valencia Street into a wonderful place for bikers really serves a tiny demographic of our city,” said Betsy Barron, the owner of Love and Luxe, a jewelry store on Valencia Street. “I hope that we can create a corridor that’s family-friendly and friendly to people with disabilities because they are being overlooked.”\u003c/p>\n\u003cp>Others remain optimistic about the next phase of the redesigned Valencia Street.\u003c/p>\n\u003cp>“The curbside protected bike lanes will allow people biking and scooting to easily stop and park at businesses along the street,” said Matt Bigger, a father who lives in the Castro District, “So I really believe this is a move to bring our local businesses, biking, and walking together in a very vibrant way.”\u003c/p>\n\u003cp>The transition to a curbside-protected bikeway is expected to take two to three months, weather permitting.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The family of a woman who died last summer after \u003ca href=\"https://www.kqed.org/news/11993189/suspect-in-bart-killing-is-in-hospital-misses-court-appearance\">being pushed into the side of a moving BART train\u003c/a> in downtown San Francisco is suing the agency for what their attorneys call a “complete failure” to keep riders safe from crime and other dangers.\u003c/p>\n\u003cp>Corazon Dandan, 74, of Daly City, was returning home from her job as a telephone operator at a downtown hotel the night of July 1 when a man on the platform at BART’s Powell Street station shoved her into a moving train, according to police. Dandan suffered severe head injuries and died less than an hour later at San Francisco General Hospital.\u003c/p>\n\u003cp>BART police arrested Trevor Belmont, 49, who \u003ca href=\"https://sfdistrictattorney.org/press-release/man-charged-in-fatal-pushing-incident-at-powell-street-bart-station/\">was later charged\u003c/a> with murder, inflicting great bodily injury on a vulnerable person and a special circumstance of lying in wait.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The\u003ca href=\"https://www.documentcloud.org/documents/25501338-dandan-v-bart-250121/#document/p1\"> suit filed in San Francisco Superior Court\u003c/a> on behalf of one of Dandan’s nephews and half a dozen of her siblings blames her death on what it calls BART’s long-term failure to effectively address crime and fare evasion on the system.\u003c/p>\n\u003cp>The suspect in the case had been arrested at least five times by BART police since 2018, the suit notes, and had fare-evaded into the system the night Dandan was killed.\u003c/p>\n\u003cfigure id=\"attachment_12023588\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023588\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1.jpg\" alt=\"\" width=\"2000\" height=\"1340\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-800x536.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1020x683.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1536x1029.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1920x1286.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART passengers stand on the platform as a train pulls into the Powell Street station on May 12, 2008, in San Francisco, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Dandan’s death “does not constitute an unforeseeable accident but rather is a direct result of the violence that BART has ignored and enabled throughout their stations through its negligent conduct,” the suit says.\u003c/p>\n\u003cp>The complaint goes on to recite a long series of public safety and security lapses at the agency over the past decade. Those include \u003ca href=\"https://www.sfgate.com/crime/article/BART-killing-exposes-security-gap-many-train-6757514.php\">the disclosure\u003c/a> after a fatal shooting aboard a train in 2016 that most of what looked like surveillance cameras on BART cars were merely empty shells.\u003c/p>\n\u003cp>The suit also cites \u003ca href=\"https://www.kqed.org/news/12014817/bay-area-leaders-want-newsom-to-make-bart-safer-but-no-one-agrees-on-how\">a November 2024 letter\u003c/a> to Gov. Gavin Newsom from the Bay Area Council business group and dozens of public officials across the region calling for increasing police presence on BART by deploying California Highway Patrol officers. Newsom declined to take action on the request.\u003c/p>\n\u003cp>[aside postID=news_12021178 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1020x680.jpg']\u003c/p>\n\u003cp>The complaint lists incidents in which riders have fallen, jumped or been pushed onto the tracks, arguing that BART has been negligent in failing to adopt measures such as \u003ca href=\"https://en.wikipedia.org/wiki/Platform_screen_doors\">platform barrier doors\u003c/a> to prevent such incidents.\u003c/p>\n\u003cp>Reached by email on Wednesday, BART officials declined to comment on the lawsuit.\u003c/p>\n\u003cp>The agency has been under fire for years because of fare evasion and high-profile crimes like the still-unsolved 2016 shooting that exposed its dummy cameras, the \u003ca href=\"https://www.kqed.org/news/11829410/man-who-killed-nia-wilson-on-oakland-bart-platform-sentenced-to-life-in-prison\">2018 murder of Oakland teenager Nia Wilson\u003c/a> and the\u003ca href=\"https://www.sfchronicle.com/crime/article/Witness-to-BART-killing-says-victim-had-defended-14853795.php\"> fatal stabbing of a passenger in 2019\u003c/a> in a confrontation that began with a dispute over a pair of shoes.\u003c/p>\n\u003cp>In recent years, BART has also heard a drumbeat of complaints about filthy cars and stations and the increasing presence of riders who are using drugs or in the middle of a mental health episode. Safety and “quality of life” concerns among patrons have often been cited as one of the reasons BART has been slow to recover ridership in the wake of the pandemic.\u003c/p>\n\u003cp>Partly on its own initiative and partly at the prodding of state legislators, BART has launched a “\u003ca href=\"https://www.bart.gov/guide/safe-and-clean\">safe and clean plan\u003c/a>” that aims to address customer concerns.\u003c/p>\n\u003cp>The program includes redeploying police officers to increase their presence in trains and stations, hiring crisis intervention specialists to address riders experiencing mental health or other problems, installing new fare gates at all 50 stations by the end of this year and doubling down on efforts to keep the system clean.\u003c/p>\n\u003cp>\u003c/p>\n",
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"title": "Suit Blames BART in Killing of 74-Year-Old Rider Who Was Shoved Into Train | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The family of a woman who died last summer after \u003ca href=\"https://www.kqed.org/news/11993189/suspect-in-bart-killing-is-in-hospital-misses-court-appearance\">being pushed into the side of a moving BART train\u003c/a> in downtown San Francisco is suing the agency for what their attorneys call a “complete failure” to keep riders safe from crime and other dangers.\u003c/p>\n\u003cp>Corazon Dandan, 74, of Daly City, was returning home from her job as a telephone operator at a downtown hotel the night of July 1 when a man on the platform at BART’s Powell Street station shoved her into a moving train, according to police. Dandan suffered severe head injuries and died less than an hour later at San Francisco General Hospital.\u003c/p>\n\u003cp>BART police arrested Trevor Belmont, 49, who \u003ca href=\"https://sfdistrictattorney.org/press-release/man-charged-in-fatal-pushing-incident-at-powell-street-bart-station/\">was later charged\u003c/a> with murder, inflicting great bodily injury on a vulnerable person and a special circumstance of lying in wait.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The\u003ca href=\"https://www.documentcloud.org/documents/25501338-dandan-v-bart-250121/#document/p1\"> suit filed in San Francisco Superior Court\u003c/a> on behalf of one of Dandan’s nephews and half a dozen of her siblings blames her death on what it calls BART’s long-term failure to effectively address crime and fare evasion on the system.\u003c/p>\n\u003cp>The suspect in the case had been arrested at least five times by BART police since 2018, the suit notes, and had fare-evaded into the system the night Dandan was killed.\u003c/p>\n\u003cfigure id=\"attachment_12023588\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023588\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1.jpg\" alt=\"\" width=\"2000\" height=\"1340\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-800x536.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1020x683.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1536x1029.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1920x1286.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART passengers stand on the platform as a train pulls into the Powell Street station on May 12, 2008, in San Francisco, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Dandan’s death “does not constitute an unforeseeable accident but rather is a direct result of the violence that BART has ignored and enabled throughout their stations through its negligent conduct,” the suit says.\u003c/p>\n\u003cp>The complaint goes on to recite a long series of public safety and security lapses at the agency over the past decade. Those include \u003ca href=\"https://www.sfgate.com/crime/article/BART-killing-exposes-security-gap-many-train-6757514.php\">the disclosure\u003c/a> after a fatal shooting aboard a train in 2016 that most of what looked like surveillance cameras on BART cars were merely empty shells.\u003c/p>\n\u003cp>The suit also cites \u003ca href=\"https://www.kqed.org/news/12014817/bay-area-leaders-want-newsom-to-make-bart-safer-but-no-one-agrees-on-how\">a November 2024 letter\u003c/a> to Gov. Gavin Newsom from the Bay Area Council business group and dozens of public officials across the region calling for increasing police presence on BART by deploying California Highway Patrol officers. Newsom declined to take action on the request.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The complaint lists incidents in which riders have fallen, jumped or been pushed onto the tracks, arguing that BART has been negligent in failing to adopt measures such as \u003ca href=\"https://en.wikipedia.org/wiki/Platform_screen_doors\">platform barrier doors\u003c/a> to prevent such incidents.\u003c/p>\n\u003cp>Reached by email on Wednesday, BART officials declined to comment on the lawsuit.\u003c/p>\n\u003cp>The agency has been under fire for years because of fare evasion and high-profile crimes like the still-unsolved 2016 shooting that exposed its dummy cameras, the \u003ca href=\"https://www.kqed.org/news/11829410/man-who-killed-nia-wilson-on-oakland-bart-platform-sentenced-to-life-in-prison\">2018 murder of Oakland teenager Nia Wilson\u003c/a> and the\u003ca href=\"https://www.sfchronicle.com/crime/article/Witness-to-BART-killing-says-victim-had-defended-14853795.php\"> fatal stabbing of a passenger in 2019\u003c/a> in a confrontation that began with a dispute over a pair of shoes.\u003c/p>\n\u003cp>In recent years, BART has also heard a drumbeat of complaints about filthy cars and stations and the increasing presence of riders who are using drugs or in the middle of a mental health episode. Safety and “quality of life” concerns among patrons have often been cited as one of the reasons BART has been slow to recover ridership in the wake of the pandemic.\u003c/p>\n\u003cp>Partly on its own initiative and partly at the prodding of state legislators, BART has launched a “\u003ca href=\"https://www.bart.gov/guide/safe-and-clean\">safe and clean plan\u003c/a>” that aims to address customer concerns.\u003c/p>\n\u003cp>The program includes redeploying police officers to increase their presence in trains and stations, hiring crisis intervention specialists to address riders experiencing mental health or other problems, installing new fare gates at all 50 stations by the end of this year and doubling down on efforts to keep the system clean.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "SF Muni Is Reducing Bus, Light-Rail Service Amid Fiscal Crisis. More Cuts Loom",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco Muni\u003c/a> said it will reduce service on several bus and light-rail lines starting Feb. 1 because of the agency’s budget crisis.\u003c/p>\n\u003cp>Service reductions include canceling two morning runs of the 1X-California Express and reducing midday trips on three other lines, including the busy 38-Geary. Muni will also run shorter weekend trains on its K-Ingleside and M-Ocean light-rail service.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.sfmta.com/blog/new-downtown-express-service-and-other-route-changes-start-feb-1\">its announcement\u003c/a> on Wednesday, the San Francisco Municipal Transportation Agency also said it was restoring the 30X-Marina Express bus route, with two morning rush-hour runs from the Marina District to downtown on weekdays. Afternoon and evening service on the line will remain suspended.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The SFMTA, which oversees a range of city services, including parking, taxi regulation, traffic safety initiatives and transit, is facing \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">a deficit that could top $300 million a year\u003c/a> beginning in mid-2026, mainly because of continuing revenue losses connected to the pandemic.\u003c/p>\n\u003cp>The cuts outlined this week were first announced in November, when the SFMTA announced it had slowed down the hiring of bus and train operators because of the imminent deficits. That hiring slowdown, in turn, prompted the agency to search for what it called “incremental” service reductions.\u003c/p>\n\u003cfigure id=\"attachment_12021182\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12021182\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Two westbound Muni buses at the corner of Market Street and Sutter Street in San Francisco on Oct. 15, 2020. \u003ccite>(Alan Toth/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Muni said its next round of schedule changes, which could include further service cuts, is due this summer.\u003c/p>\n\u003cp>The extent of service reductions this year depends in large part on what remedies city officials come up with to close the coming budget gaps. The \u003ca href=\"https://www.sf.gov/muni-funding-working-group\">Muni Funding Working Group\u003c/a>, an effort led by the city controller’s office, will resume meetings later this month.\u003c/p>\n\u003cp>The panel, which includes members of the Board of Supervisors and officials from the SFMTA and other agencies, is expected to begin discussing potential sources of new revenue when it reconvenes Jan. 23.\u003c/p>\n\u003cp>[aside postID=news_12020242 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/GettyImages-1383559813-1020x660.jpg']\u003c/p>\n\u003cp>In October, the working group focused on steps that could improve the SFMTA’s efficiency, such as automating parking enforcement. In November, the group reviewed \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">the level of Muni service reductions\u003c/a> that would be necessary to make a significant dent in the projected $300 million-plus deficit the agency faces beginning July 1, 2026.\u003c/p>\n\u003cp>The scenarios presented include the wholesale abandonment of about 20 bus lines and reduced trip frequencies throughout Muni’s system. One possible cut SFMTA leaders mentioned — mothballing the city’s historic cable cars — was \u003ca href=\"https://www.kqed.org/news/12016411/shutting-down-sfs-cable-cars-trim-budget-no-chance-lurie-says\">quickly rejected\u003c/a> by newly elected Mayor Daniel Lurie.\u003c/p>\n\u003cp>Lurie, who was \u003ca href=\"https://www.kqed.org/news/12020613/daniel-lurie-hope-for-san-francisco-first-day-celebration\">sworn into office\u003c/a> on Wednesday, hasn’t yet shared what steps he believes might be necessary to rescue Muni or which measures he’d support.\u003c/p>\n\u003cp>Earlier this week, his administration \u003ca href=\"https://www.kqed.org/news/12020575/lurie-makes-final-picks-major-new-sf-city-hall-roles-ahead-inauguration\">announced the appointment\u003c/a> of Alicia John-Baptiste, president of the San Francisco Bay Area Planning and Urban Research Association (SPUR), to the newly created city position of chief of infrastructure, which will oversee SFMTA.\u003c/p>\n\u003cp>SPUR is one of the region’s most important proponents of transit improvement and transportation reform, and John-Baptiste has been closely involved with efforts over the last year to develop a regional tax measure to help fund day-to-day operations for Muni, BART and the region’s other major transit operators.\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/sfmta\">San Francisco Muni\u003c/a> said it will reduce service on several bus and light-rail lines starting Feb. 1 because of the agency’s budget crisis.\u003c/p>\n\u003cp>Service reductions include canceling two morning runs of the 1X-California Express and reducing midday trips on three other lines, including the busy 38-Geary. Muni will also run shorter weekend trains on its K-Ingleside and M-Ocean light-rail service.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.sfmta.com/blog/new-downtown-express-service-and-other-route-changes-start-feb-1\">its announcement\u003c/a> on Wednesday, the San Francisco Municipal Transportation Agency also said it was restoring the 30X-Marina Express bus route, with two morning rush-hour runs from the Marina District to downtown on weekdays. Afternoon and evening service on the line will remain suspended.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The SFMTA, which oversees a range of city services, including parking, taxi regulation, traffic safety initiatives and transit, is facing \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">a deficit that could top $300 million a year\u003c/a> beginning in mid-2026, mainly because of continuing revenue losses connected to the pandemic.\u003c/p>\n\u003cp>The cuts outlined this week were first announced in November, when the SFMTA announced it had slowed down the hiring of bus and train operators because of the imminent deficits. That hiring slowdown, in turn, prompted the agency to search for what it called “incremental” service reductions.\u003c/p>\n\u003cfigure id=\"attachment_12021182\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12021182\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Two westbound Muni buses at the corner of Market Street and Sutter Street in San Francisco on Oct. 15, 2020. \u003ccite>(Alan Toth/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Muni said its next round of schedule changes, which could include further service cuts, is due this summer.\u003c/p>\n\u003cp>The extent of service reductions this year depends in large part on what remedies city officials come up with to close the coming budget gaps. The \u003ca href=\"https://www.sf.gov/muni-funding-working-group\">Muni Funding Working Group\u003c/a>, an effort led by the city controller’s office, will resume meetings later this month.\u003c/p>\n\u003cp>The panel, which includes members of the Board of Supervisors and officials from the SFMTA and other agencies, is expected to begin discussing potential sources of new revenue when it reconvenes Jan. 23.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In October, the working group focused on steps that could improve the SFMTA’s efficiency, such as automating parking enforcement. In November, the group reviewed \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">the level of Muni service reductions\u003c/a> that would be necessary to make a significant dent in the projected $300 million-plus deficit the agency faces beginning July 1, 2026.\u003c/p>\n\u003cp>The scenarios presented include the wholesale abandonment of about 20 bus lines and reduced trip frequencies throughout Muni’s system. One possible cut SFMTA leaders mentioned — mothballing the city’s historic cable cars — was \u003ca href=\"https://www.kqed.org/news/12016411/shutting-down-sfs-cable-cars-trim-budget-no-chance-lurie-says\">quickly rejected\u003c/a> by newly elected Mayor Daniel Lurie.\u003c/p>\n\u003cp>Lurie, who was \u003ca href=\"https://www.kqed.org/news/12020613/daniel-lurie-hope-for-san-francisco-first-day-celebration\">sworn into office\u003c/a> on Wednesday, hasn’t yet shared what steps he believes might be necessary to rescue Muni or which measures he’d support.\u003c/p>\n\u003cp>Earlier this week, his administration \u003ca href=\"https://www.kqed.org/news/12020575/lurie-makes-final-picks-major-new-sf-city-hall-roles-ahead-inauguration\">announced the appointment\u003c/a> of Alicia John-Baptiste, president of the San Francisco Bay Area Planning and Urban Research Association (SPUR), to the newly created city position of chief of infrastructure, which will oversee SFMTA.\u003c/p>\n\u003cp>SPUR is one of the region’s most important proponents of transit improvement and transportation reform, and John-Baptiste has been closely involved with efforts over the last year to develop a regional tax measure to help fund day-to-day operations for Muni, BART and the region’s other major transit operators.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Flying Taxis Are on the Horizon in Silicon Valley as Aviation Soars Into a New Frontier",
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"content": "\u003cp>When he was still a boy making long, tedious trips between his school and his woodsy home in the mountains during the 1980s, JoeBen Bevirt began fantasizing about flying cars that could whisk him to his destination in a matter of minutes.\u003c/p>\n\u003cp>As CEO of Joby Aviation, Bevirt is getting closer to turning his boyhood flights of fancy into a dream come true as he and latter-day versions of the Wright Brothers launch a new class of electric-powered aircraft vying to become taxis in the sky.\u003c/p>\n\u003cp>The aircraft — known as “electric vertical take-off and landing vehicle,” or eVTOL — lift off the ground like a helicopter before flying at speeds up to 200 miles per hour with a range of about 100 miles. And these craft do it without filling the air with excessive noise caused by fuel-powered helicopters and small airplanes.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We are just a few steps from the finish line. We want to turn what are now one- and two-hour trips into five-minute trips,” Bevirt, 51, told The Associated Press before a Joby air taxi took off on a test flight in Marina, California — located about 40 miles south from where he grew up in the mountains.\u003c/p>\n\u003cp>Archer Aviation, a Silicon Valley company backed by automaker Stellantis and United Airlines, has been testing its own eVTOLs over farmland in Salinas, California, where a prototype called “Midnight” could be seen gliding above a tractor plowing fields last November.\u003c/p>\n\u003cp>The tests are part of the journey that Joby Aviation and other ambitious companies that collectively have raised billions of dollars are taking to turn flying cars into more than just pie-in-the-sky concepts popularized in 1960s-era cartoon series, \u003ca href=\"https://www.youtube.com/watch?v=tTq6Tofmo7E\">\u003cem>The Jetsons\u003c/em>\u003c/a>, and the 1982 science fiction film, \u003ca href=\"https://www.youtube.com/watch?v=ePbK0tiVWKY&t=23s\">\u003cem>Blade Runner\u003c/em>\u003c/a>.\u003c/p>\n\u003cp>Archer Aviation and nearby Wisk Aero, with ties to aerospace giant Boeing Co. and Google cofounder Larry Page, are also at the forefront in the race to bring air taxis to market in the United States. Joby has already formed a partnership to connect its air taxis with Delta Air Lines passengers while Archer Aviation has lined up a deal to sell up to 200 of its aircraft to United Airlines.\u003c/p>\n\u003cp>Flying taxis have made enough regulatory inroads with the U.S. Federal Aviation Administration to result in the recent creation of a new aircraft category called \u003ca href=\"https://www.faa.gov/newsroom/new-rule-faa-ready-air-travel-future\">“powered lift,”\u003c/a> a step that the agency hadn’t taken since helicopters were introduced for civilian use in the 1940s.\u003c/p>\n\u003cp>But there are more regulatory hurdles to be cleared before air taxis will be allowed to carry passengers in the U.S., making Dubai the most likely place where eVTOLs will take commercial flight — perhaps by the end of this year.\u003c/p>\n\u003cp>“It’s a tricky business to develop a whole new class of vehicles,” said Adam Lim, director of Alton Aviation Consultancy, a firm tracking the industry’s evolution. “It is going to be like a crawl, walk, run situation. Right now, I think we are still crawling. We are not going to have the Jetsons-type reality where everyone will be flying around everywhere in the next two to three years.”\u003c/p>\n\u003cp>China is also vying to make flying cars a reality, a quest that has \u003ca href=\"https://x.com/BehizyTweets/status/1856058590060245417\">piqued President-elect Donald Trump’s interest\u003c/a> in making the vehicles a priority for his incoming administration during the next four years.\u003c/p>\n\u003cp>If the ambitions of eVTOL pioneers are realized in the U.S., people will be able to hop in an air taxi to get to and from airports serving New York and Los Angeles within the next few years.\u003c/p>\n\u003cp>Because its electric taxis can fly unimpeded at high speeds, Joby envisions transporting up to four Delta Air Lines passengers at a time from New York area airports to Manhattan in about 10 minutes or less. To start, air taxi prices almost certainly will be significantly more that the cost of taking a cab or Uber ride from JFK airport to Manhattan, but the difference could narrow over time because eVTOLs should be able to transport a higher volume of passengers than ground vehicles stuck in traffic going each way.\u003c/p>\n\u003cp>“You will see highways in the sky,” Archer Aviation CEO Adam Goldstein predicted during an interview at the company’s San José, California, headquarters. “There will be hundreds, maybe thousands of these aircraft flying in these individual cities and it will truly change the way cities are being built.”\u003c/p>\n\u003cp>Investors are betting Goldstein is right, helping Archer raise an additional $430 million late last year from a group that included Stellantis and United Airlines. The infusion came shortly after a Japanese automaker poured another $500 million into Joby to bring its total investment in that company to nearly $900 million.\u003c/p>\n\u003cp>Those investments were part of the $13 billion that eVTOL companies have raised during the past five years, according to Alton Aviation.[aside label='Transportation News' tag='transportation']Both Joby Aviation and Archer Aviation went public in 2021 through reverse mergers, opening up another fundraising avenue and making it easier to recruit engineers with the allure of stock options. Both companies have been able to attract workers away from electric automaker Tesla and rocket maker SpaceX and, in Archer’s instance, raiding the ranks of Wisk Aero.\u003c/p>\n\u003cp>The Wisk defections triggered a lawsuit accusing Archer of intellectual property theft in a dispute that was resolved with \u003ca href=\"https://wisk.aero/news/press-release/wisk-aero-archer-and-boeing-reach-agreement-to-settle-litigation-and-enter-into-autonomous-flight-collaboration-boeing-invests-in-archers-latest-funding-round/\">a 2023 settlement\u003c/a> that included an agreement for the two sides to collaborate on some facets of eVTOL technology.\u003c/p>\n\u003cp>Before going public, Joby also acquired eVTOL technology developed by ride-hailing service Uber in an $83 million deal that also brought those two companies together as partners.\u003c/p>\n\u003cp>But none of the deals or technological advances have stopped the losses from piling up at the companies building flying cars. Joby, whose roots date back to 2009 when Bevirt founded the company, has sustained $1.6 billion in losses since its inception while Archer has amassed nearly $1.5 billion in losses since its founding in 2018.\u003c/p>\n\u003cp>While they moved to commercial air taxi services, both Joby and Archer are trying to bring in revenue by negotiating contracts to use their eVTOLs in the U.S. military for deliveries and other other short-range missions. Archer has forged a partnership with Anduril Industries, a military defense technology specialist founded by Oculus headset inventor Palmer Luckey, to help it win deals.\u003c/p>\n\u003cp>The uncertain prospects have left both companies with relatively low market values by tech industry standards, with Joby’s hovering around $7 billion and Archer’s $6 billion.\u003c/p>\n\u003cp>But Bevirt sees blue skies ahead. “eVTOLs are going to transform the way we move,” he said. “It’s a dramatically better way to get around. Seeing the world from the air is better than being stuck in the traffic on the interstate.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We are just a few steps from the finish line. We want to turn what are now one- and two-hour trips into five-minute trips,” Bevirt, 51, told The Associated Press before a Joby air taxi took off on a test flight in Marina, California — located about 40 miles south from where he grew up in the mountains.\u003c/p>\n\u003cp>Archer Aviation, a Silicon Valley company backed by automaker Stellantis and United Airlines, has been testing its own eVTOLs over farmland in Salinas, California, where a prototype called “Midnight” could be seen gliding above a tractor plowing fields last November.\u003c/p>\n\u003cp>The tests are part of the journey that Joby Aviation and other ambitious companies that collectively have raised billions of dollars are taking to turn flying cars into more than just pie-in-the-sky concepts popularized in 1960s-era cartoon series, \u003ca href=\"https://www.youtube.com/watch?v=tTq6Tofmo7E\">\u003cem>The Jetsons\u003c/em>\u003c/a>, and the 1982 science fiction film, \u003ca href=\"https://www.youtube.com/watch?v=ePbK0tiVWKY&t=23s\">\u003cem>Blade Runner\u003c/em>\u003c/a>.\u003c/p>\n\u003cp>Archer Aviation and nearby Wisk Aero, with ties to aerospace giant Boeing Co. and Google cofounder Larry Page, are also at the forefront in the race to bring air taxis to market in the United States. Joby has already formed a partnership to connect its air taxis with Delta Air Lines passengers while Archer Aviation has lined up a deal to sell up to 200 of its aircraft to United Airlines.\u003c/p>\n\u003cp>Flying taxis have made enough regulatory inroads with the U.S. Federal Aviation Administration to result in the recent creation of a new aircraft category called \u003ca href=\"https://www.faa.gov/newsroom/new-rule-faa-ready-air-travel-future\">“powered lift,”\u003c/a> a step that the agency hadn’t taken since helicopters were introduced for civilian use in the 1940s.\u003c/p>\n\u003cp>But there are more regulatory hurdles to be cleared before air taxis will be allowed to carry passengers in the U.S., making Dubai the most likely place where eVTOLs will take commercial flight — perhaps by the end of this year.\u003c/p>\n\u003cp>“It’s a tricky business to develop a whole new class of vehicles,” said Adam Lim, director of Alton Aviation Consultancy, a firm tracking the industry’s evolution. “It is going to be like a crawl, walk, run situation. Right now, I think we are still crawling. We are not going to have the Jetsons-type reality where everyone will be flying around everywhere in the next two to three years.”\u003c/p>\n\u003cp>China is also vying to make flying cars a reality, a quest that has \u003ca href=\"https://x.com/BehizyTweets/status/1856058590060245417\">piqued President-elect Donald Trump’s interest\u003c/a> in making the vehicles a priority for his incoming administration during the next four years.\u003c/p>\n\u003cp>If the ambitions of eVTOL pioneers are realized in the U.S., people will be able to hop in an air taxi to get to and from airports serving New York and Los Angeles within the next few years.\u003c/p>\n\u003cp>Because its electric taxis can fly unimpeded at high speeds, Joby envisions transporting up to four Delta Air Lines passengers at a time from New York area airports to Manhattan in about 10 minutes or less. To start, air taxi prices almost certainly will be significantly more that the cost of taking a cab or Uber ride from JFK airport to Manhattan, but the difference could narrow over time because eVTOLs should be able to transport a higher volume of passengers than ground vehicles stuck in traffic going each way.\u003c/p>\n\u003cp>“You will see highways in the sky,” Archer Aviation CEO Adam Goldstein predicted during an interview at the company’s San José, California, headquarters. “There will be hundreds, maybe thousands of these aircraft flying in these individual cities and it will truly change the way cities are being built.”\u003c/p>\n\u003cp>Investors are betting Goldstein is right, helping Archer raise an additional $430 million late last year from a group that included Stellantis and United Airlines. The infusion came shortly after a Japanese automaker poured another $500 million into Joby to bring its total investment in that company to nearly $900 million.\u003c/p>\n\u003cp>Those investments were part of the $13 billion that eVTOL companies have raised during the past five years, according to Alton Aviation.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Both Joby Aviation and Archer Aviation went public in 2021 through reverse mergers, opening up another fundraising avenue and making it easier to recruit engineers with the allure of stock options. Both companies have been able to attract workers away from electric automaker Tesla and rocket maker SpaceX and, in Archer’s instance, raiding the ranks of Wisk Aero.\u003c/p>\n\u003cp>The Wisk defections triggered a lawsuit accusing Archer of intellectual property theft in a dispute that was resolved with \u003ca href=\"https://wisk.aero/news/press-release/wisk-aero-archer-and-boeing-reach-agreement-to-settle-litigation-and-enter-into-autonomous-flight-collaboration-boeing-invests-in-archers-latest-funding-round/\">a 2023 settlement\u003c/a> that included an agreement for the two sides to collaborate on some facets of eVTOL technology.\u003c/p>\n\u003cp>Before going public, Joby also acquired eVTOL technology developed by ride-hailing service Uber in an $83 million deal that also brought those two companies together as partners.\u003c/p>\n\u003cp>But none of the deals or technological advances have stopped the losses from piling up at the companies building flying cars. Joby, whose roots date back to 2009 when Bevirt founded the company, has sustained $1.6 billion in losses since its inception while Archer has amassed nearly $1.5 billion in losses since its founding in 2018.\u003c/p>\n\u003cp>While they moved to commercial air taxi services, both Joby and Archer are trying to bring in revenue by negotiating contracts to use their eVTOLs in the U.S. military for deliveries and other other short-range missions. Archer has forged a partnership with Anduril Industries, a military defense technology specialist founded by Oculus headset inventor Palmer Luckey, to help it win deals.\u003c/p>\n\u003cp>The uncertain prospects have left both companies with relatively low market values by tech industry standards, with Joby’s hovering around $7 billion and Archer’s $6 billion.\u003c/p>\n\u003cp>But Bevirt sees blue skies ahead. “eVTOLs are going to transform the way we move,” he said. “It’s a dramatically better way to get around. Seeing the world from the air is better than being stuck in the traffic on the interstate.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s push to expand electric vehicle infrastructure marks an early but critical step in the city’s ambitious plans to meet its climate goals, according to an adviser of Mayor \u003ca href=\"https://www.kqed.org/news/tag/london-breed\">London Breed\u003c/a>.\u003c/p>\n\u003cp>This week, Breed announced two neighborhoods, Dogpatch and Duboce Triangle, that will soon be the first to see curbside \u003ca href=\"https://www.kqed.org/news/12001906/more-bart-stations-could-soon-get-ev-chargers-thanks-to-federal-funding\">electric vehicle charging stations\u003c/a>. But Breed, who leaves office next week, won’t be there to oversee future phases.\u003c/p>\n\u003cp>“It’s inherent that whoever is leading MTA next — and as we prepare for our incoming mayor — we know for a fact that these climate and environmental values don’t change,” Joseph Sweiss, Breed’s climate adviser, told KQED. “Because we’re all San Franciscan.”\u003c/p>\n\u003cp>The charging stations are a key feature of the city’s curbside EV charging pilot program, a collaboration between the San Francisco Municipal Transportation Agency, Public Works and the SF Public Utilities Commission designed to expand accessibility to electric vehicle charging.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“This pilot exemplifies the City’s efforts to reduce carbon emissions from the transportation sector and meet our climate goals,” said \u003ca href=\"https://www.kqed.org/news/12018056/san-francisco-public-transit-boss-jeffrey-tumlin-to-resign\">Jeff Tumlin, the now-former SFMTA director\u003c/a> of transportation, in a Dec. 30 statement.\u003c/p>\n\u003cp>Tumlin, who resigned last year after serving five years in the role, will be succeeded by a new appointee selected by Mayor-elect Daniel Lurie.\u003c/p>\n\u003cp>Breed’s office also selected three companies — Urban EV, it’s electric and Voltpost — that will move forward with proposals to bring the curbside EV charging stations to residents.\u003c/p>\n\u003cp>[aside postID=news_12016475 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_8102-1020x765.jpeg']\u003c/p>\n\u003cp>“As a local company, we are deeply committed to advancing sustainable transportation and addressing the unique challenges of urban electrification,” Urban EV founder Alex Grant said in a statement. “By innovating alongside the City and its residents, we aim to create solutions that not only serve today’s needs but also pave the way for a cleaner, more connected future for San Francisco.”\u003c/p>\n\u003cp>In addition to the permitting process beginning for stations in the Dogpatch and Duboce Triangle neighborhoods, Breed’s office said the expansion to other neighborhoods could be expected “in the coming weeks.”\u003c/p>\n\u003cp>“It’s not going to be perfect,” Sweiss said, “but this is a bold new approach to embrace technology and work with communities to find what works best.”\u003c/p>\n\u003cp>The city, which is looking to reach net-zero emissions in 2040, is trying to install a select number of chargers in the coming months for up to two years or until it has completed the city’s implementation effort.\u003c/p>\n\u003cp>Sweiss said the city would experiment with placing the stations in several neighborhoods, taking feedback from residents and proceeding from there.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "San Francisco launches a curbside EV charging pilot, starting in Dogpatch and Duboce Triangle, as part of its push for accessible, sustainable transportation solutions.",
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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>’s push to expand electric vehicle infrastructure marks an early but critical step in the city’s ambitious plans to meet its climate goals, according to an adviser of Mayor \u003ca href=\"https://www.kqed.org/news/tag/london-breed\">London Breed\u003c/a>.\u003c/p>\n\u003cp>This week, Breed announced two neighborhoods, Dogpatch and Duboce Triangle, that will soon be the first to see curbside \u003ca href=\"https://www.kqed.org/news/12001906/more-bart-stations-could-soon-get-ev-chargers-thanks-to-federal-funding\">electric vehicle charging stations\u003c/a>. But Breed, who leaves office next week, won’t be there to oversee future phases.\u003c/p>\n\u003cp>“It’s inherent that whoever is leading MTA next — and as we prepare for our incoming mayor — we know for a fact that these climate and environmental values don’t change,” Joseph Sweiss, Breed’s climate adviser, told KQED. “Because we’re all San Franciscan.”\u003c/p>\n\u003cp>The charging stations are a key feature of the city’s curbside EV charging pilot program, a collaboration between the San Francisco Municipal Transportation Agency, Public Works and the SF Public Utilities Commission designed to expand accessibility to electric vehicle charging.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“This pilot exemplifies the City’s efforts to reduce carbon emissions from the transportation sector and meet our climate goals,” said \u003ca href=\"https://www.kqed.org/news/12018056/san-francisco-public-transit-boss-jeffrey-tumlin-to-resign\">Jeff Tumlin, the now-former SFMTA director\u003c/a> of transportation, in a Dec. 30 statement.\u003c/p>\n\u003cp>Tumlin, who resigned last year after serving five years in the role, will be succeeded by a new appointee selected by Mayor-elect Daniel Lurie.\u003c/p>\n\u003cp>Breed’s office also selected three companies — Urban EV, it’s electric and Voltpost — that will move forward with proposals to bring the curbside EV charging stations to residents.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“As a local company, we are deeply committed to advancing sustainable transportation and addressing the unique challenges of urban electrification,” Urban EV founder Alex Grant said in a statement. “By innovating alongside the City and its residents, we aim to create solutions that not only serve today’s needs but also pave the way for a cleaner, more connected future for San Francisco.”\u003c/p>\n\u003cp>In addition to the permitting process beginning for stations in the Dogpatch and Duboce Triangle neighborhoods, Breed’s office said the expansion to other neighborhoods could be expected “in the coming weeks.”\u003c/p>\n\u003cp>“It’s not going to be perfect,” Sweiss said, “but this is a bold new approach to embrace technology and work with communities to find what works best.”\u003c/p>\n\u003cp>The city, which is looking to reach net-zero emissions in 2040, is trying to install a select number of chargers in the coming months for up to two years or until it has completed the city’s implementation effort.\u003c/p>\n\u003cp>Sweiss said the city would experiment with placing the stations in several neighborhoods, taking feedback from residents and proceeding from there.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>After a delay, San Francisco is on track to be the first city in California to install automated speed-enforcement cameras, realizing a goal long sought by street safety advocates frustrated by the city’s lack of progress on its long-term goal of \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">eliminating traffic deaths and serious injuries\u003c/a>.\u003c/p>\n\u003cp>City officials say the cameras will begin operating on a warning-only basis in mid-March — nearly a year and a half after Gov. Gavin Newsom signed \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB645\">a bill\u003c/a> authorizing the devices in San Francisco, Oakland, San José, Los Angeles, Long Beach and Glendale. All except San Francisco are still in the planning stages for camera deployment.\u003c/p>\n\u003cp>San Francisco’s 33 cameras are set to arrive in the wake of the city’s highest traffic death toll in nearly two decades. In 2024, the year San Francisco aimed to eliminate traffic deaths under Vision Zero, 41 people died in vehicle collisions. Twenty-four pedestrians were among those killed.\u003c/p>\n\u003cp>The spike in fatalities has led to widespread calls for the city to intensify its traffic safety efforts, as activists, the public and some members of the Board of Supervisors chide the \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">Municipal Transportation Agency\u003c/a> for falling behind on its ambitious “quick build” program to rapidly improve conditions for people walking and rolling at more than 900 locations across the city by the end of 2024.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>About three-fourths of the projects, including improving crosswalks and resetting traffic signals to give pedestrians more time to cross, have been finished, and 15% are in progress.\u003c/p>\n\u003cp>“There is a problem when we articulate a public goal and are very clear about it and respond to people who are concerned about whether we can make that goal and over and over again to reassure them that we can — and then don’t,” Supervisor Rafael Mandelman said at the Dec. 17 meeting of the San Francisco County Transportation Authority Board. “That’s something that I think drives our public a little nuts.”\u003c/p>\n\u003cp>Mandelman asked Shannon Hake, the SFMTA’s Vision Zero program manager, why the cameras are deploying in March after the agency had set a target of February.\u003c/p>\n\u003cp>[aside postID=news_12019378 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GettyImages-182664622-1020x535.jpg']\u003c/p>\n\u003cp>“Are we sure they’re going in March?” he asked.\u003c/p>\n\u003cp>Hake attributed the extended deployment timeline to factors like identifying a contractor to run the system, completing electrical and structural engineering and working out an agreement with the city’s Public Works agency to mount the cameras on light poles.\u003c/p>\n\u003cp>With that work done, Hake said, “I am very, very confident that these will be launching in March.”\u003c/p>\n\u003cp>Between now and then, drivers will see signs that the cameras are coming to \u003ca href=\"https://www.sfmta.com/media/38680/download?inline\">the 33 locations\u003c/a> the city has identified as having at least one significant traffic safety risk, including a history of injury collisions or a high incidence of speeding.\u003c/p>\n\u003cp>Camera installation and testing are scheduled for February, along with a state-required public information campaign featuring warning signs near camera locations.\u003c/p>\n\u003cp>For the first 60 days after cameras begin operating in March, drivers who exceed posted speed limits in the camera zones by at least 11 mph will receive no-fee warning notices. Citations with penalties ranging from $50 up to $500 will be issued starting in mid-May.\u003c/p>\n\u003cp>The penalty schedule, included in the program’s authorizing legislation:\u003c/p>\n\u003cul>\n\u003cli>$50 for driving 11 to 15 mph over the posted speed limit\u003c/li>\n\u003cli>$100 for driving 16 to 25 mph over the posted speed limit\u003c/li>\n\u003cli>$200 for driving 26 mph or more over the posted speed limit\u003c/li>\n\u003cli>$500 for driving at a speed of 100 mph or more.\u003c/li>\n\u003c/ul>\n\u003cp>Under terms of Assembly Bill 645, citations carry civil penalties only, will not be assessed as a DMV penalty point and won’t result in the DMV suspending or revoking a driver’s license.\u003c/p>\n\u003cp>Jodie Medeiros, executive director of AB 645 co-sponsor Walk San Francisco, said she’s confident that cameras will be “a game-changer” for traffic safety in the city.\u003c/p>\n\u003cp>She pointed to Philadelphia, where \u003ca href=\"https://visionzerophl.com/wp-content/uploads/2024/05/Automated-Speed-Enforcement-Expansion-Report-05-2024.pdf\">officials say\u003c/a> speed cameras installed along one notoriously dangerous corridor have reduced speeding by 95% at the locations where the devices are present. Fatal and serious injury crashes throughout the corridor fell by 21% after the cameras began operating. Collisions involving pedestrians were cut in half.\u003c/p>\n\u003cp>“That’s exactly the type of results we want to see in San Francisco,” Medeiros said.\u003c/p>\n\u003cp>She said that while she doesn’t want to see the deployment timeline slip any further, city officials deserve credit for getting cameras up and running before any of the other authorized cities did.\u003c/p>\n\u003cp>“San Francisco is leading the pack in that way, and I think that’s something that we should be proud of,” she said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After a delay, San Francisco is on track to be the first city in California to install automated speed-enforcement cameras, realizing a goal long sought by street safety advocates frustrated by the city’s lack of progress on its long-term goal of \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">eliminating traffic deaths and serious injuries\u003c/a>.\u003c/p>\n\u003cp>City officials say the cameras will begin operating on a warning-only basis in mid-March — nearly a year and a half after Gov. Gavin Newsom signed \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB645\">a bill\u003c/a> authorizing the devices in San Francisco, Oakland, San José, Los Angeles, Long Beach and Glendale. All except San Francisco are still in the planning stages for camera deployment.\u003c/p>\n\u003cp>San Francisco’s 33 cameras are set to arrive in the wake of the city’s highest traffic death toll in nearly two decades. In 2024, the year San Francisco aimed to eliminate traffic deaths under Vision Zero, 41 people died in vehicle collisions. Twenty-four pedestrians were among those killed.\u003c/p>\n\u003cp>The spike in fatalities has led to widespread calls for the city to intensify its traffic safety efforts, as activists, the public and some members of the Board of Supervisors chide the \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">Municipal Transportation Agency\u003c/a> for falling behind on its ambitious “quick build” program to rapidly improve conditions for people walking and rolling at more than 900 locations across the city by the end of 2024.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Are we sure they’re going in March?” he asked.\u003c/p>\n\u003cp>Hake attributed the extended deployment timeline to factors like identifying a contractor to run the system, completing electrical and structural engineering and working out an agreement with the city’s Public Works agency to mount the cameras on light poles.\u003c/p>\n\u003cp>With that work done, Hake said, “I am very, very confident that these will be launching in March.”\u003c/p>\n\u003cp>Between now and then, drivers will see signs that the cameras are coming to \u003ca href=\"https://www.sfmta.com/media/38680/download?inline\">the 33 locations\u003c/a> the city has identified as having at least one significant traffic safety risk, including a history of injury collisions or a high incidence of speeding.\u003c/p>\n\u003cp>Camera installation and testing are scheduled for February, along with a state-required public information campaign featuring warning signs near camera locations.\u003c/p>\n\u003cp>For the first 60 days after cameras begin operating in March, drivers who exceed posted speed limits in the camera zones by at least 11 mph will receive no-fee warning notices. Citations with penalties ranging from $50 up to $500 will be issued starting in mid-May.\u003c/p>\n\u003cp>The penalty schedule, included in the program’s authorizing legislation:\u003c/p>\n\u003cul>\n\u003cli>$50 for driving 11 to 15 mph over the posted speed limit\u003c/li>\n\u003cli>$100 for driving 16 to 25 mph over the posted speed limit\u003c/li>\n\u003cli>$200 for driving 26 mph or more over the posted speed limit\u003c/li>\n\u003cli>$500 for driving at a speed of 100 mph or more.\u003c/li>\n\u003c/ul>\n\u003cp>Under terms of Assembly Bill 645, citations carry civil penalties only, will not be assessed as a DMV penalty point and won’t result in the DMV suspending or revoking a driver’s license.\u003c/p>\n\u003cp>Jodie Medeiros, executive director of AB 645 co-sponsor Walk San Francisco, said she’s confident that cameras will be “a game-changer” for traffic safety in the city.\u003c/p>\n\u003cp>She pointed to Philadelphia, where \u003ca href=\"https://visionzerophl.com/wp-content/uploads/2024/05/Automated-Speed-Enforcement-Expansion-Report-05-2024.pdf\">officials say\u003c/a> speed cameras installed along one notoriously dangerous corridor have reduced speeding by 95% at the locations where the devices are present. Fatal and serious injury crashes throughout the corridor fell by 21% after the cameras began operating. Collisions involving pedestrians were cut in half.\u003c/p>\n\u003cp>“That’s exactly the type of results we want to see in San Francisco,” Medeiros said.\u003c/p>\n\u003cp>She said that while she doesn’t want to see the deployment timeline slip any further, city officials deserve credit for getting cameras up and running before any of the other authorized cities did.\u003c/p>\n\u003cp>“San Francisco is leading the pack in that way, and I think that’s something that we should be proud of,” she said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Commuters and day-trippers will find it just a little more expensive to get around the Bay Area in the new year, with tolls going up Jan. 1 for the region’s seven state-owned \u003ca href=\"https://www.kqed.org/news/tag/bridge-tolls\">toll bridges\u003c/a> and fares increasing on its two biggest \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">transit agencies\u003c/a>.\u003c/p>\n\u003cp>Drivers’ cost to cross the \u003ca href=\"https://www.kqed.org/news/12017479/new-bay-bridge-light-installation-underway-after-nearly-2-year-shutdown\">San Francisco-Oakland Bay Bridge\u003c/a> and the Antioch, Benicia, Carquinez, Richmond-San Rafael, San Mateo and Dumbarton spans will rise from $7 to $8. That charge covers two-axle cars and trucks; the toll will range up to $38 for tractor-trailer combinations with seven or more axles.\u003c/p>\n\u003cp>The increase is the third and final $1 hike that \u003ca href=\"https://www.kqed.org/news/11671240/10-things-to-know-regional-measure-3-the-proposed-bay-area-bridge-toll-increase\">voters approved in 2018\u003c/a> as part of Regional Measure 3, with revenue dedicated to a wide array of transit and highway improvements across the Bay Area’s nine counties.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>More toll hikes are already on the horizon. Earlier this month, \u003ca href=\"https://mtc.ca.gov/news/toll-authority-approves-2026-toll-hike-carpool-policy-changes\">bridge officials approved\u003c/a> a five-year series of hikes that will raise tolls 50 cents a year starting Jan. 1, 2026. By 2030, drivers using FasTrak toll tags will pay $10.50 per trip. Money raised from the next series of toll increases is earmarked for bridge maintenance and operations.\u003c/p>\n\u003ch2>Transit fares\u003c/h2>\n\u003cp>Travel is also getting a little more expensive for those using \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> and \u003ca href=\"https://www.kqed.org/news/tag/muni\">Muni\u003c/a>. Here’s what to know about the increases, as well as fare information for other transit agencies in the Bay Area:\u003c/p>\n\u003cp>\u003ca href=\"https://www.bart.gov/tickets/calculator\">BART\u003c/a>: Fares will go up 5.5% on Jan. 1, marking \u003ca href=\"https://www.kqed.org/liveblog/bay-area-transportation-news#bart-fares-are-going-up-heres-what-youll-pay-and-heres-when-youll-see-the-next-increase\">the 20th increase\u003c/a> since BART carried its first paying passengers in September 1972.\u003c/p>\n\u003cfigure id=\"attachment_11993195\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11993195\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A train approaches the station at the San Leandro BART station on March 13, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The one-way fare for the shortest trips — for example, those beginning and ending in San Francisco and most trips within Oakland — will rise from $2.30 to $2.40. The one-way cost for the longest trip on the system — from Antioch to San José’s Berryessa station — will increase from $10.85 to $11.45.\u003c/p>\n\u003cp>For more typical commutes? If your trip is from \u003ca href=\"https://www.bart.gov/stations/dbrk\">Downtown Berkeley\u003c/a> station to any of San Francisco’s four downtown stations, the one-way fare will rise from $4.75 to $5. For a longer trip — say Concord to the downtown San Francisco stops — the one-way fare increases from $6.85 to $7.20. See BART’s \u003ca href=\"https://www.bart.gov/tickets/calculator\">fare calculator\u003c/a> for more.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/getting-around/muni/fares\">Muni\u003c/a>: Clipper fares are rising for the first time since before the pandemic, from $2.50 to $2.75. Most of the agency’s extensive list of special fares — daily, weekly, monthly and income-related discounts — are also going up between 7% and 10%. Muni remains free for youth under 18, eligible adults age 65 and older and for people with disabilities. See \u003ca href=\"https://www.sfmta.com/getting-around/muni/fares\">Muni’s complete fare table\u003c/a> for more.\u003c/p>\n\u003cp>[aside postID=news_12019109 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GettyImages-1245918306-1020x680.jpg']\u003c/p>\n\u003cp>\u003ca href=\"https://www.actransit.org/fares\">AC Transit\u003c/a>: No change. Local fares were set at $2.25 for Clipper and $2.50 for cash in 2019.\u003c/p>\n\u003cp>\u003ca href=\"https://www.vta.org/go/fares\">VTA\u003c/a>: No change. Local fares were set at $2.50 in 2019.\u003c/p>\n\u003cp>\u003ca href=\"https://www.caltrain.com/fares\">Caltrain\u003c/a>: No change. The Peninsula train operator will begin a three-year series of fare increases on July 1.\u003c/p>\n\u003cp>\u003ca href=\"https://www.samtrans.com/fares\">SamTrans\u003c/a>: No change. The agency hasn’t increased its basic local and Clipper fares — $2.25 and $2.05, respectively — since 2016.\u003c/p>\n\u003cp>\u003ca href=\"https://www.goldengate.org/bus/bus-fares-payment/fare-tables/\">Golden Gate Transit\u003c/a>: No change on the system’s buses and ferries. The agency approved a 25-cent increase on all fares that took effect July 1.\u003c/p>\n\u003cp>\u003ca href=\"https://sanfranciscobayferry.com/general-tickets-payment-options/\">San Francisco Bay Ferry\u003c/a>: No change.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sonomamarintrain.org/fares\">SMART:\u003c/a> No change. The rail system remains free for all youth and senior riders — those 18 and under or 65 and older — through June 30, 2025.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "On Jan. 1, tolls will go up on the Bay Area’s seven state-owned toll bridges and fares will increase for BART and Muni riders. Here’s what to know.",
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"title": "These Bay Area Bridge Tolls and Transit Fares Will Rise on New Year's Day | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Commuters and day-trippers will find it just a little more expensive to get around the Bay Area in the new year, with tolls going up Jan. 1 for the region’s seven state-owned \u003ca href=\"https://www.kqed.org/news/tag/bridge-tolls\">toll bridges\u003c/a> and fares increasing on its two biggest \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">transit agencies\u003c/a>.\u003c/p>\n\u003cp>Drivers’ cost to cross the \u003ca href=\"https://www.kqed.org/news/12017479/new-bay-bridge-light-installation-underway-after-nearly-2-year-shutdown\">San Francisco-Oakland Bay Bridge\u003c/a> and the Antioch, Benicia, Carquinez, Richmond-San Rafael, San Mateo and Dumbarton spans will rise from $7 to $8. That charge covers two-axle cars and trucks; the toll will range up to $38 for tractor-trailer combinations with seven or more axles.\u003c/p>\n\u003cp>The increase is the third and final $1 hike that \u003ca href=\"https://www.kqed.org/news/11671240/10-things-to-know-regional-measure-3-the-proposed-bay-area-bridge-toll-increase\">voters approved in 2018\u003c/a> as part of Regional Measure 3, with revenue dedicated to a wide array of transit and highway improvements across the Bay Area’s nine counties.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>More toll hikes are already on the horizon. Earlier this month, \u003ca href=\"https://mtc.ca.gov/news/toll-authority-approves-2026-toll-hike-carpool-policy-changes\">bridge officials approved\u003c/a> a five-year series of hikes that will raise tolls 50 cents a year starting Jan. 1, 2026. By 2030, drivers using FasTrak toll tags will pay $10.50 per trip. Money raised from the next series of toll increases is earmarked for bridge maintenance and operations.\u003c/p>\n\u003ch2>Transit fares\u003c/h2>\n\u003cp>Travel is also getting a little more expensive for those using \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> and \u003ca href=\"https://www.kqed.org/news/tag/muni\">Muni\u003c/a>. Here’s what to know about the increases, as well as fare information for other transit agencies in the Bay Area:\u003c/p>\n\u003cp>\u003ca href=\"https://www.bart.gov/tickets/calculator\">BART\u003c/a>: Fares will go up 5.5% on Jan. 1, marking \u003ca href=\"https://www.kqed.org/liveblog/bay-area-transportation-news#bart-fares-are-going-up-heres-what-youll-pay-and-heres-when-youll-see-the-next-increase\">the 20th increase\u003c/a> since BART carried its first paying passengers in September 1972.\u003c/p>\n\u003cfigure id=\"attachment_11993195\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11993195\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A train approaches the station at the San Leandro BART station on March 13, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The one-way fare for the shortest trips — for example, those beginning and ending in San Francisco and most trips within Oakland — will rise from $2.30 to $2.40. The one-way cost for the longest trip on the system — from Antioch to San José’s Berryessa station — will increase from $10.85 to $11.45.\u003c/p>\n\u003cp>For more typical commutes? If your trip is from \u003ca href=\"https://www.bart.gov/stations/dbrk\">Downtown Berkeley\u003c/a> station to any of San Francisco’s four downtown stations, the one-way fare will rise from $4.75 to $5. For a longer trip — say Concord to the downtown San Francisco stops — the one-way fare increases from $6.85 to $7.20. See BART’s \u003ca href=\"https://www.bart.gov/tickets/calculator\">fare calculator\u003c/a> for more.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/getting-around/muni/fares\">Muni\u003c/a>: Clipper fares are rising for the first time since before the pandemic, from $2.50 to $2.75. Most of the agency’s extensive list of special fares — daily, weekly, monthly and income-related discounts — are also going up between 7% and 10%. Muni remains free for youth under 18, eligible adults age 65 and older and for people with disabilities. See \u003ca href=\"https://www.sfmta.com/getting-around/muni/fares\">Muni’s complete fare table\u003c/a> for more.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"https://www.actransit.org/fares\">AC Transit\u003c/a>: No change. Local fares were set at $2.25 for Clipper and $2.50 for cash in 2019.\u003c/p>\n\u003cp>\u003ca href=\"https://www.vta.org/go/fares\">VTA\u003c/a>: No change. Local fares were set at $2.50 in 2019.\u003c/p>\n\u003cp>\u003ca href=\"https://www.caltrain.com/fares\">Caltrain\u003c/a>: No change. The Peninsula train operator will begin a three-year series of fare increases on July 1.\u003c/p>\n\u003cp>\u003ca href=\"https://www.samtrans.com/fares\">SamTrans\u003c/a>: No change. The agency hasn’t increased its basic local and Clipper fares — $2.25 and $2.05, respectively — since 2016.\u003c/p>\n\u003cp>\u003ca href=\"https://www.goldengate.org/bus/bus-fares-payment/fare-tables/\">Golden Gate Transit\u003c/a>: No change on the system’s buses and ferries. The agency approved a 25-cent increase on all fares that took effect July 1.\u003c/p>\n\u003cp>\u003ca href=\"https://sanfranciscobayferry.com/general-tickets-payment-options/\">San Francisco Bay Ferry\u003c/a>: No change.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sonomamarintrain.org/fares\">SMART:\u003c/a> No change. The rail system remains free for all youth and senior riders — those 18 and under or 65 and older — through June 30, 2025.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "video-bart-police-shooting-shows-woman-try-drive-off-after-tense-stop",
"title": "Video of BART Police Shooting Shows Woman Try to Drive Off After Tense Stop",
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"headTitle": "Video of BART Police Shooting Shows Woman Try to Drive Off After Tense Stop | KQED",
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"content": "\u003cp>Body camera footage released by \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> police on Friday showed an officer shooting at a woman three times last month at the Union City station parking lot. Just over five minutes before the shooting, the traffic stop nearly ended without incident.\u003c/p>\n\u003cp>Jasmine Gao, 32, survived the shooting. The officer was identified as Nicholas Poblete, who has been with BART for over six years and is currently assigned to its Operations Bureau, the department’s release said.\u003c/p>\n\u003cp>Officers responded to the station on \u003ca href=\"https://www.kqed.org/news/12014947/bart-police-shoot-injure-person-at-union-city-station\">the night of Nov. 18\u003c/a> for a report of reckless driving, according to BART’s release, but the body camera footage shows that they determined Gao wasn’t responsible. After the officers began to question her over expired registration, Gao “displayed erratic behavior,” did not comply when officers asked her to get out of her car, then rolled up her window and accelerated forward when an officer reached into the car, the department said.\u003c/p>\n\u003cp>\u003ca href=\"https://www.youtube.com/watch?v=eSGnU9yxT-w&rco=1\">The video\u003c/a> shows Gao express several times how fearful she was when police accused her of doing donuts while she was parked in a parking lot. She becomes increasingly agitated as Poblete grows more stern and demands she get out of her car.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Gao was treated at a hospital and later discharged. BART’s announcement didn’t say how many times Gao had been shot and where other than “in the upper torso.”\u003c/p>\n\u003cp>As with all police shootings, the case has been referred to the Alameda County District Attorney’s Office to determine whether Poblete, Gao or an unnamed second officer at the scene should face criminal charges.\u003c/p>\n\u003cp>“Due to the seriousness of this incident, we have retained an experienced third-party investigator to conduct the internal administrative investigation to ensure an unbiased and objective review,” BART Police Chief Kevin Franklin said in a statement. “BART remains committed to continuous improvement and ensuring the actions of our police officers meet the highest of standards.”\u003c/p>\n\u003cfigure id=\"attachment_12018301\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12018301\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005.jpg\" alt=\"\" width=\"2000\" height=\"1124\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-1020x573.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-1536x863.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-1920x1079.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A still from BART Police body-worn camera footage released on Dec. 13, 2024, where an officer fired a gun at an individual before detaining them on Monday, Nov. 18, 2024, in the Union City Station parking lot. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Russell Bloom, BART’s independent police auditor, said his office responded to the scene of the shooting to monitor BART’s investigation, but as of Friday, his office has not received any complaint of misconduct in connection with the shooting.\u003c/p>\n\u003cp>Bloom said he’s working with Franklin to ensure the independent auditor’s office has the same access as the third-party investigators that BART police brought in, as it’s “a departure from our standard approach to monitoring investigations conducted by the BPD Internal Affairs Unit.”\u003c/p>\n\u003cp>“Our goal is to ensure that any investigation of this shooting is objective, thorough, fair, and timely,” Bloom said.\u003c/p>\n\u003cp>Poblete has been placed on administrative leave during the investigation, BART said.\u003c/p>\n\u003ch2>What the body camera shows\u003c/h2>\n\u003cp>The time code on the body camera when the footage starts reads 9:24 p.m. on Nov. 18 as Poblete stops his SUV behind a dark-colored sedan with tinted windows. An unnamed officer stops his SUV off to the front of the sedan. The parking lot is largely empty, but Poblete leaves his emergency lights flashing.\u003c/p>\n\u003cp>“Roll down your back windows, please,” Poblete yells as he walks toward the car and shines a flashlight into the driver’s side window.\u003c/p>\n\u003cp>“Sorry, no,” Gao responds, her head poking out of the window. “There’s no one here,” she says as she rolls down the window, saying she was parked because she was talking to a friend on the phone.\u003c/p>\n\u003cp>Poblete tells her they are investigating a complaint of a car matching hers doing donuts in the parking lot.\u003c/p>\n\u003cp>“I don’t know how to do donuts,” she says. “I’m not that good at driving.”\u003c/p>\n\u003cp>After a few minutes of back-and-forth — during which the woman says her name is Raisa Gao — the other officer touches Gao’s front driver’s side tire. “Yeah, it’s not hot,” he says.\u003c/p>\n\u003cp>“All right. Have a good night, ma’am,” Poblete says as he turns away.\u003c/p>\n\u003cp>“Sorry,” the other officer says.\u003c/p>\n\u003cp>Poblete takes a few steps away and then turns back, telling Gao that his dispatcher says her registration expired. “I do have to address that,” he says.\u003c/p>\n\u003cp>“Oh, no, I just went to the DMV,” Gao says, immediately becoming defensive and flustered.\u003c/p>\n\u003cp>As Poblete tries to tell her about her registration being invalid, she repeatedly interrupts and asks whether she can go home nearby.\u003c/p>\n\u003cp>[aside postID=news_12014947 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/20161217_144416_qed-1020x765.jpg']\u003c/p>\n\u003cp>“I’m just nervous because of all the lights,” she says, gesturing to the flashing emergency lights around her.\u003c/p>\n\u003cp>Poblete again asks for her driver’s license, registration and proof of insurance.\u003c/p>\n\u003cp>“Don’t scare me right now,” she says. “I’m really tired.”\u003c/p>\n\u003cp>Poblete’s tone grows more stern as he says that he doesn’t like her interrupting him and that she is required to give him the documents he requested. Gao becomes increasingly flustered.\u003c/p>\n\u003cp>“Do me a favor, ma’am,” Poblete says. “Because you’re freaking out…”\u003c/p>\n\u003cp>“It’s because you’re cops,” Gao says, “and I’m just in a parking lot.”\u003c/p>\n\u003cp>“Can you turn off your vehicle and then can I see your keys? Please?”\u003c/p>\n\u003cp>“No,” Gao says. “That’s illegal.”\u003c/p>\n\u003cp>“No, it’s not,” Poblete says.\u003c/p>\n\u003cp>Gao then snatches her ID out of Poblete’s hand, and he reaches into the car and grabs Gao by the arm. “Get out of the vehicle,” he says repeatedly.\u003c/p>\n\u003cp>“Stop!” The two struggle for about 30 seconds.\u003c/p>\n\u003cp>“Ma’am, I’m going to pepper spray you,” Poblete says.\u003c/p>\n\u003cp>“No! Stop! You’re scaring me!” she says, putting the keys in the ignition as Poblete continues to hold onto her arm.\u003c/p>\n\u003cp>“Ma’am, I’m going to shoo…” Poblete says as Gao’s window rolls up and she drives away.\u003c/p>\n\u003cp>Poblete fires three times at the car. It stops a short distance away in the same parking lot. Poblete calls in “shots fired,” gets into his SUV, drives closer to Gao’s vehicle, then parks and stands with his door open, gun pointed at Gao.\u003c/p>\n\u003cp>Gao, bleeding as the two officers approach her open car door, cries, “Oh my God! What did you do to me? I’m just a girl!”\u003c/p>\n\u003cp>They cuff her hands behind her back and attempt to give her medical aid.\u003c/p>\n\u003cp>“You’re killing me,” she says. “I didn’t even do anything. Why would you hurt me?”\u003c/p>\n\u003cp>A crowd of people begins to gather as Gao yells out for someone to call her mother and rolls on the ground.\u003c/p>\n\u003cp>“Stop!” Poblete yells at her. “We’re trying to help you! You keep on moving. You’re gonna keep on bleeding! We’re trying to save your life!”\u003c/p>\n\u003cp>“Why did you shoot her?” one onlooker yells.\u003c/p>\n\u003cp>More officers arrive as they try to find Gao’s wounds. In the background, people in the crowd yell at officers as they wait for medical help.\u003c/p>\n\u003cp>When it does, a paramedic says the handcuffs on Gao need to come off so they can properly treat her.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "BART released body camera footage and says it hired a third-party investigator to review the shooting of a 32-year-old woman at its Union City station. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Body camera footage released by \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> police on Friday showed an officer shooting at a woman three times last month at the Union City station parking lot. Just over five minutes before the shooting, the traffic stop nearly ended without incident.\u003c/p>\n\u003cp>Jasmine Gao, 32, survived the shooting. The officer was identified as Nicholas Poblete, who has been with BART for over six years and is currently assigned to its Operations Bureau, the department’s release said.\u003c/p>\n\u003cp>Officers responded to the station on \u003ca href=\"https://www.kqed.org/news/12014947/bart-police-shoot-injure-person-at-union-city-station\">the night of Nov. 18\u003c/a> for a report of reckless driving, according to BART’s release, but the body camera footage shows that they determined Gao wasn’t responsible. After the officers began to question her over expired registration, Gao “displayed erratic behavior,” did not comply when officers asked her to get out of her car, then rolled up her window and accelerated forward when an officer reached into the car, the department said.\u003c/p>\n\u003cp>\u003ca href=\"https://www.youtube.com/watch?v=eSGnU9yxT-w&rco=1\">The video\u003c/a> shows Gao express several times how fearful she was when police accused her of doing donuts while she was parked in a parking lot. She becomes increasingly agitated as Poblete grows more stern and demands she get out of her car.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Gao was treated at a hospital and later discharged. BART’s announcement didn’t say how many times Gao had been shot and where other than “in the upper torso.”\u003c/p>\n\u003cp>As with all police shootings, the case has been referred to the Alameda County District Attorney’s Office to determine whether Poblete, Gao or an unnamed second officer at the scene should face criminal charges.\u003c/p>\n\u003cp>“Due to the seriousness of this incident, we have retained an experienced third-party investigator to conduct the internal administrative investigation to ensure an unbiased and objective review,” BART Police Chief Kevin Franklin said in a statement. “BART remains committed to continuous improvement and ensuring the actions of our police officers meet the highest of standards.”\u003c/p>\n\u003cfigure id=\"attachment_12018301\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12018301\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005.jpg\" alt=\"\" width=\"2000\" height=\"1124\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-1020x573.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-1536x863.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-1920x1079.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A still from BART Police body-worn camera footage released on Dec. 13, 2024, where an officer fired a gun at an individual before detaining them on Monday, Nov. 18, 2024, in the Union City Station parking lot. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Russell Bloom, BART’s independent police auditor, said his office responded to the scene of the shooting to monitor BART’s investigation, but as of Friday, his office has not received any complaint of misconduct in connection with the shooting.\u003c/p>\n\u003cp>Bloom said he’s working with Franklin to ensure the independent auditor’s office has the same access as the third-party investigators that BART police brought in, as it’s “a departure from our standard approach to monitoring investigations conducted by the BPD Internal Affairs Unit.”\u003c/p>\n\u003cp>“Our goal is to ensure that any investigation of this shooting is objective, thorough, fair, and timely,” Bloom said.\u003c/p>\n\u003cp>Poblete has been placed on administrative leave during the investigation, BART said.\u003c/p>\n\u003ch2>What the body camera shows\u003c/h2>\n\u003cp>The time code on the body camera when the footage starts reads 9:24 p.m. on Nov. 18 as Poblete stops his SUV behind a dark-colored sedan with tinted windows. An unnamed officer stops his SUV off to the front of the sedan. The parking lot is largely empty, but Poblete leaves his emergency lights flashing.\u003c/p>\n\u003cp>“Roll down your back windows, please,” Poblete yells as he walks toward the car and shines a flashlight into the driver’s side window.\u003c/p>\n\u003cp>“Sorry, no,” Gao responds, her head poking out of the window. “There’s no one here,” she says as she rolls down the window, saying she was parked because she was talking to a friend on the phone.\u003c/p>\n\u003cp>Poblete tells her they are investigating a complaint of a car matching hers doing donuts in the parking lot.\u003c/p>\n\u003cp>“I don’t know how to do donuts,” she says. “I’m not that good at driving.”\u003c/p>\n\u003cp>After a few minutes of back-and-forth — during which the woman says her name is Raisa Gao — the other officer touches Gao’s front driver’s side tire. “Yeah, it’s not hot,” he says.\u003c/p>\n\u003cp>“All right. Have a good night, ma’am,” Poblete says as he turns away.\u003c/p>\n\u003cp>“Sorry,” the other officer says.\u003c/p>\n\u003cp>Poblete takes a few steps away and then turns back, telling Gao that his dispatcher says her registration expired. “I do have to address that,” he says.\u003c/p>\n\u003cp>“Oh, no, I just went to the DMV,” Gao says, immediately becoming defensive and flustered.\u003c/p>\n\u003cp>As Poblete tries to tell her about her registration being invalid, she repeatedly interrupts and asks whether she can go home nearby.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I’m just nervous because of all the lights,” she says, gesturing to the flashing emergency lights around her.\u003c/p>\n\u003cp>Poblete again asks for her driver’s license, registration and proof of insurance.\u003c/p>\n\u003cp>“Don’t scare me right now,” she says. “I’m really tired.”\u003c/p>\n\u003cp>Poblete’s tone grows more stern as he says that he doesn’t like her interrupting him and that she is required to give him the documents he requested. Gao becomes increasingly flustered.\u003c/p>\n\u003cp>“Do me a favor, ma’am,” Poblete says. “Because you’re freaking out…”\u003c/p>\n\u003cp>“It’s because you’re cops,” Gao says, “and I’m just in a parking lot.”\u003c/p>\n\u003cp>“Can you turn off your vehicle and then can I see your keys? Please?”\u003c/p>\n\u003cp>“No,” Gao says. “That’s illegal.”\u003c/p>\n\u003cp>“No, it’s not,” Poblete says.\u003c/p>\n\u003cp>Gao then snatches her ID out of Poblete’s hand, and he reaches into the car and grabs Gao by the arm. “Get out of the vehicle,” he says repeatedly.\u003c/p>\n\u003cp>“Stop!” The two struggle for about 30 seconds.\u003c/p>\n\u003cp>“Ma’am, I’m going to pepper spray you,” Poblete says.\u003c/p>\n\u003cp>“No! Stop! You’re scaring me!” she says, putting the keys in the ignition as Poblete continues to hold onto her arm.\u003c/p>\n\u003cp>“Ma’am, I’m going to shoo…” Poblete says as Gao’s window rolls up and she drives away.\u003c/p>\n\u003cp>Poblete fires three times at the car. It stops a short distance away in the same parking lot. Poblete calls in “shots fired,” gets into his SUV, drives closer to Gao’s vehicle, then parks and stands with his door open, gun pointed at Gao.\u003c/p>\n\u003cp>Gao, bleeding as the two officers approach her open car door, cries, “Oh my God! What did you do to me? I’m just a girl!”\u003c/p>\n\u003cp>They cuff her hands behind her back and attempt to give her medical aid.\u003c/p>\n\u003cp>“You’re killing me,” she says. “I didn’t even do anything. Why would you hurt me?”\u003c/p>\n\u003cp>A crowd of people begins to gather as Gao yells out for someone to call her mother and rolls on the ground.\u003c/p>\n\u003cp>“Stop!” Poblete yells at her. “We’re trying to help you! You keep on moving. You’re gonna keep on bleeding! We’re trying to save your life!”\u003c/p>\n\u003cp>“Why did you shoot her?” one onlooker yells.\u003c/p>\n\u003cp>More officers arrive as they try to find Gao’s wounds. In the background, people in the crowd yell at officers as they wait for medical help.\u003c/p>\n\u003cp>When it does, a paramedic says the handcuffs on Gao need to come off so they can properly treat her.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "oakland-airport-puts-up-fight-keep-san-francisco-bay-new-name",
"title": "Oakland Airport Puts Up a Fight to Keep ‘San Francisco Bay’ in Its New Name",
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"content": "\u003cp>The Port of Oakland is appealing a federal court order that temporarily \u003ca href=\"https://www.kqed.org/news/12014130/judge-blocks-oakland-from-using-san-francisco-bay-in-airport-name\">blocked its controversial name change\u003c/a> for the city’s airport.\u003c/p>\n\u003cp>The appeal, filed Thursday in U.S. District Court, is the latest shot in a months-long legal battle over the new name: “San Francisco Bay Oakland International Airport.” At the heart of the litigation is whether San Francisco International Airport has the sole right to use “San Francisco” in its name.\u003c/p>\n\u003cp>“The Port is appealing because Bay Area travelers deserve adequate choices among airports in the same metro region that are allowed to compete on a level playing field,” the Port of Oakland wrote in a statement.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Oakland officials voted to \u003ca href=\"https://www.kqed.org/news/11982744/oakland-officials-to-proceed-with-controversial-move-to-rename-airport\">approve the new name\u003c/a> in April, but San Francisco quickly filed a lawsuit alleging it \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">infringed on SFO’s trademark\u003c/a>.\u003c/p>\n\u003cp>“Regrettably, for both San Francisco and Oakland, the Port of Oakland seems intent on spending even more public resources defending a name that confuses travelers and infringes on San Francisco’s trademark,” said Jen Kwart, a spokesperson for the San Francisco city attorney’s office.\u003c/p>\n\u003cp>[aside postID=news_12017271 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1020x680.jpg']\u003c/p>\n\u003cp>Although U.S. Magistrate Judge Thomas Hixson found little evidence for the argument that the name change would confuse passengers, his \u003ca href=\"https://s3.documentcloud.org/documents/25290393/ccsf-v-city-of-oakland-airport-name-dispute-241112.pdf\">preliminary injunction\u003c/a> issued last month blocks the OAK name change while the lawsuit weaves through the legal system on the basis that it would falsely imply an affiliation to SFO.\u003c/p>\n\u003cp>“The port has taken San Francisco’s valuable mark and applied it to a smaller, less successful, and lower-rated airport,” Hixson wrote in the Nov. 12 ruling for the preliminary injunction.\u003c/p>\n\u003cp>The Port of Oakland said it has spent years developing distinct branding for OAK and hopes to demonstrate through the appeal that SFO “did not present factual or legal evidence sufficient to support the court’s temporary prohibition.”\u003c/p>\n\u003cp>“San Francisco is trying to relegate OAK and Oakland to second-class citizens. The Port has no interest in passing off OAK as SFO,” Port of Oakland attorney Mary Richardson said in a statement. “OAK is distinctly and proudly Oakland.”\u003c/p>\n\u003cp>The appeal will play out in the U.S. District Court for the Northern District of California over the next several months.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Oakland port officials filed an appeal this week after a federal judge ordered them to stop using the name “San Francisco Bay Oakland International Airport” while a lawsuit plays out. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Port of Oakland is appealing a federal court order that temporarily \u003ca href=\"https://www.kqed.org/news/12014130/judge-blocks-oakland-from-using-san-francisco-bay-in-airport-name\">blocked its controversial name change\u003c/a> for the city’s airport.\u003c/p>\n\u003cp>The appeal, filed Thursday in U.S. District Court, is the latest shot in a months-long legal battle over the new name: “San Francisco Bay Oakland International Airport.” At the heart of the litigation is whether San Francisco International Airport has the sole right to use “San Francisco” in its name.\u003c/p>\n\u003cp>“The Port is appealing because Bay Area travelers deserve adequate choices among airports in the same metro region that are allowed to compete on a level playing field,” the Port of Oakland wrote in a statement.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Oakland officials voted to \u003ca href=\"https://www.kqed.org/news/11982744/oakland-officials-to-proceed-with-controversial-move-to-rename-airport\">approve the new name\u003c/a> in April, but San Francisco quickly filed a lawsuit alleging it \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">infringed on SFO’s trademark\u003c/a>.\u003c/p>\n\u003cp>“Regrettably, for both San Francisco and Oakland, the Port of Oakland seems intent on spending even more public resources defending a name that confuses travelers and infringes on San Francisco’s trademark,” said Jen Kwart, a spokesperson for the San Francisco city attorney’s office.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Although U.S. Magistrate Judge Thomas Hixson found little evidence for the argument that the name change would confuse passengers, his \u003ca href=\"https://s3.documentcloud.org/documents/25290393/ccsf-v-city-of-oakland-airport-name-dispute-241112.pdf\">preliminary injunction\u003c/a> issued last month blocks the OAK name change while the lawsuit weaves through the legal system on the basis that it would falsely imply an affiliation to SFO.\u003c/p>\n\u003cp>“The port has taken San Francisco’s valuable mark and applied it to a smaller, less successful, and lower-rated airport,” Hixson wrote in the Nov. 12 ruling for the preliminary injunction.\u003c/p>\n\u003cp>The Port of Oakland said it has spent years developing distinct branding for OAK and hopes to demonstrate through the appeal that SFO “did not present factual or legal evidence sufficient to support the court’s temporary prohibition.”\u003c/p>\n\u003cp>“San Francisco is trying to relegate OAK and Oakland to second-class citizens. The Port has no interest in passing off OAK as SFO,” Port of Oakland attorney Mary Richardson said in a statement. “OAK is distinctly and proudly Oakland.”\u003c/p>\n\u003cp>The appeal will play out in the U.S. District Court for the Northern District of California over the next several months.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>For \u003ca href=\"https://www.kqed.org/news/tag/caltrain\">Caltrain\u003c/a>, its recent deal to sell 19 vintage diesel locomotives and 90 well-used passenger cars to an overseas city that will use them for a badly needed commuter train line is nothing but good news.\u003c/p>\n\u003cp>Not everyone sees it that way.\u003c/p>\n\u003cp>State Sen. Dave Cortese (D–San José) said sending the fossil-fuel-burning engines to Peru is just shifting pollution and greenhouse emissions from one place to another and shouldn’t be allowed. To prevent it from happening again, he’s introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260SB30\">a bill\u003c/a> to block similar transfers in the future.\u003c/p>\n\u003cp>Caltrain, which launched its all-new electric fleet this year, will soon send its 1980s-era rolling stock to be lifted aboard cargo ships in the Bay Area for a trip to Peru, where the equipment will go to work carrying passengers \u003ca href=\"https://www.trains.com/trn/news-reviews/news-wire/caltrain-equipment-will-be-used-to-launch-new-commuter-operation-in-peru/\">between the Lima suburbs of Callao and Chosica\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Sam Sargent, Caltrain’s director of strategy and policy, said the deal gives new life to equipment that would otherwise be scrapped while also promising to help reduce greenhouse gas emissions by giving people an alternative to personal vehicles in a traffic-choked city of 10 million.\u003c/p>\n\u003cp>“This is really just step one towards transit being a tool for environmental sustainability down there,” Sargent said. “We love the idea that we’re going to get to move more people going into the future with the equipment that we lovingly maintained.”\u003c/p>\n\u003cfigure id=\"attachment_11336508\" class=\"wp-caption aligncenter\" style=\"max-width: 733px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11336508\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM.png\" alt=\"\" width=\"733\" height=\"464\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM.png 733w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-160x101.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-240x152.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-375x237.png 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-520x329.png 520w\" sizes=\"auto, (max-width: 733px) 100vw, 733px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain’s modernized electric trains began service in 2021. The system — a vital commuter rail link between San Francisco, San Mateo and Santa Clara counties — carries about 65,000 riders a day. \u003ccite>(Image courtesy of Caltrain)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/12017428/polluted-communities-hold-their-breath-as-companies-struggle-with-californias-diesel-truck-ban\">Diesel engines\u003c/a>, however, are a target of environmental advocates because they produce high levels of particulate pollution that has been implicated in a wide range of respiratory and circulatory diseases.\u003c/p>\n\u003cp>People living near freeways, rail lines, ports and other major producers of diesel pollution suffer a much higher incidence of illnesses like asthma and various forms of heart disease than those who live farther from those sources.\u003c/p>\n\u003cp>[aside postID=news_12017428 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/01_120224_Drumm-Avenue_CS_CM_08-1020x680.jpg']\u003c/p>\n\u003cp>Cortese is among dozens of Bay Area officials who have signed the “\u003ca href=\"https://dieselfree33.baaqmd.gov/\">Diesel Free by ’33\u003c/a>” pledge, a Bay Area Air Quality Management District campaign that aims to reduce diesel emissions “throughout California and beyond.” He said legislators need to “make sure that we’re not exporting the problem outside our state boundaries.”\u003c/p>\n\u003cp>California rail agencies that could be affected by his bill include Altamont Corridor Express (ACE) and Amtrak California, which operates the Capitol Corridor, San Joaquin, Metrolink and Surfliner routes.\u003c/p>\n\u003cp>“I’ve been a big proponent of climate restoration, getting back to pre-industrial levels of carbon in our atmosphere, and they’re not going to do that by swapping out diesel from one area to another, from the Bay Area to Peru or to Arizona or to someplace [with] lax standards just because they’re going to give you a check,” Cortese said. “To me, that’s selling out.”\u003c/p>\n\u003cp>Sargent said the environmental issues Cortese raised were top of mind when Caltrain considered the deal with Peru. He adds that those concerns prompted the U.S. State Department and Commerce Department to support the $6 million sale. The transaction also required and received approval from the air district.\u003c/p>\n\u003cp>“That was in large part because of the environmental benefits of getting people out of their cars,” Sargent said. Those benefits include removing as much as 20,000 metric tons of carbon emissions from Lima’s air every day when the new train service goes into service next year.\u003c/p>\n\u003cp>City transportation officials say the 25-mile Callao-Chosica line will carry about 200,000 passengers a day — more than the current ridership of every California transit agency except L.A. Metro and San Francisco Muni.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>For \u003ca href=\"https://www.kqed.org/news/tag/caltrain\">Caltrain\u003c/a>, its recent deal to sell 19 vintage diesel locomotives and 90 well-used passenger cars to an overseas city that will use them for a badly needed commuter train line is nothing but good news.\u003c/p>\n\u003cp>Not everyone sees it that way.\u003c/p>\n\u003cp>State Sen. Dave Cortese (D–San José) said sending the fossil-fuel-burning engines to Peru is just shifting pollution and greenhouse emissions from one place to another and shouldn’t be allowed. To prevent it from happening again, he’s introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260SB30\">a bill\u003c/a> to block similar transfers in the future.\u003c/p>\n\u003cp>Caltrain, which launched its all-new electric fleet this year, will soon send its 1980s-era rolling stock to be lifted aboard cargo ships in the Bay Area for a trip to Peru, where the equipment will go to work carrying passengers \u003ca href=\"https://www.trains.com/trn/news-reviews/news-wire/caltrain-equipment-will-be-used-to-launch-new-commuter-operation-in-peru/\">between the Lima suburbs of Callao and Chosica\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Sam Sargent, Caltrain’s director of strategy and policy, said the deal gives new life to equipment that would otherwise be scrapped while also promising to help reduce greenhouse gas emissions by giving people an alternative to personal vehicles in a traffic-choked city of 10 million.\u003c/p>\n\u003cp>“This is really just step one towards transit being a tool for environmental sustainability down there,” Sargent said. “We love the idea that we’re going to get to move more people going into the future with the equipment that we lovingly maintained.”\u003c/p>\n\u003cfigure id=\"attachment_11336508\" class=\"wp-caption aligncenter\" style=\"max-width: 733px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11336508\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM.png\" alt=\"\" width=\"733\" height=\"464\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM.png 733w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-160x101.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-240x152.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-375x237.png 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-520x329.png 520w\" sizes=\"auto, (max-width: 733px) 100vw, 733px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain’s modernized electric trains began service in 2021. The system — a vital commuter rail link between San Francisco, San Mateo and Santa Clara counties — carries about 65,000 riders a day. \u003ccite>(Image courtesy of Caltrain)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/12017428/polluted-communities-hold-their-breath-as-companies-struggle-with-californias-diesel-truck-ban\">Diesel engines\u003c/a>, however, are a target of environmental advocates because they produce high levels of particulate pollution that has been implicated in a wide range of respiratory and circulatory diseases.\u003c/p>\n\u003cp>People living near freeways, rail lines, ports and other major producers of diesel pollution suffer a much higher incidence of illnesses like asthma and various forms of heart disease than those who live farther from those sources.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Cortese is among dozens of Bay Area officials who have signed the “\u003ca href=\"https://dieselfree33.baaqmd.gov/\">Diesel Free by ’33\u003c/a>” pledge, a Bay Area Air Quality Management District campaign that aims to reduce diesel emissions “throughout California and beyond.” He said legislators need to “make sure that we’re not exporting the problem outside our state boundaries.”\u003c/p>\n\u003cp>California rail agencies that could be affected by his bill include Altamont Corridor Express (ACE) and Amtrak California, which operates the Capitol Corridor, San Joaquin, Metrolink and Surfliner routes.\u003c/p>\n\u003cp>“I’ve been a big proponent of climate restoration, getting back to pre-industrial levels of carbon in our atmosphere, and they’re not going to do that by swapping out diesel from one area to another, from the Bay Area to Peru or to Arizona or to someplace [with] lax standards just because they’re going to give you a check,” Cortese said. “To me, that’s selling out.”\u003c/p>\n\u003cp>Sargent said the environmental issues Cortese raised were top of mind when Caltrain considered the deal with Peru. He adds that those concerns prompted the U.S. State Department and Commerce Department to support the $6 million sale. The transaction also required and received approval from the air district.\u003c/p>\n\u003cp>“That was in large part because of the environmental benefits of getting people out of their cars,” Sargent said. Those benefits include removing as much as 20,000 metric tons of carbon emissions from Lima’s air every day when the new train service goes into service next year.\u003c/p>\n\u003cp>City transportation officials say the 25-mile Callao-Chosica line will carry about 200,000 passengers a day — more than the current ridership of every California transit agency except L.A. Metro and San Francisco Muni.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "BART Supports Renaming Oakland's Lake Merritt Station — if Someone Else Pays for It",
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"content": "\u003cp>\u003cem>Updated 3:30 p.m., Thursday\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> directors plan to move forward with renaming Oakland’s Lake Merritt station, but only after they find a funding source for the estimated $750,000 project and complete a community engagement process.\u003c/p>\n\u003cp>The unanimous vote Thursday by the transit agency’s Board of Directors delivered a setback to many community members who had hoped to walk away from the meeting with a clear timeline for the station renaming.\u003c/p>\n\u003cp>“I would ask that it not be called a name change. It really is a name correction,” said Joshua Simon, who showed up to the public comment section of the meeting. “I’ve been getting off at that station now for 40 years, and every time I get off, I look around and say, ‘Where’s Lake Merritt?’ It’s in Chinatown. I think it’s time to fix this.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Board member Robert Raburn, who has spearheaded the renaming effort along with Oakland Chinatown community groups, hoped that board approval Thursday would guarantee the new name in time for the opening of a new \u003ca href=\"https://www.kqed.org/news/12009951/oaklands-lake-merritt-bart-station-renamed-soon\">transit-oriented development on top of the station\u003c/a>, planned for March 2027.\u003c/p>\n\u003cp>Though the board is generally supportive of the name change, the fact that Raburn’s initiative had not followed established BART protocol made some members uneasy.\u003c/p>\n\u003cfigure id=\"attachment_12016759\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016759\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Shoppers walk by a shop in Oakland’s Chinatown on Dec. 18, 2020. Many shops keep plywood in their windows while open. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Current policy requires a third-party applicant to apply for and cover all the costs associated with a station renaming. As yet, no such applicant has come forward, making some board members worry the agency could be forced to pay the full cost of the Lake Merritt station renaming.\u003c/p>\n\u003cp>“If we say we’re going to rename it, that means we are on the hook for paying for it if we cannot find the outside funding,” board member Rebecca Saltzman said.\u003c/p>\n\u003cp>Raburn had previously maintained that neither the Chinatown community groups who have advocated for the name change nor the East Bay Asian Local Development Corporation, the new housing project’s developer, should be on the hook for payment, saying instead that the money could come from grants, BART’s capital budget or elsewhere.\u003c/p>\n\u003cp>“I’m not saying that money grows on trees, but we can find the money and this isn’t the kind of dollar amount that’s going to scare us away from taking this action,” Raburn said.\u003c/p>\n\u003cp>[aside postID=news_12016154 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>Meanwhile, BART is facing \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">a bleak fiscal future\u003c/a> as ridership has failed to recover to pre-pandemic levels and federal and state emergency assistance from the pandemic is set to dry up by the end of next year. The agency is projecting a $385 million budget deficit for the 2026 fiscal year.\u003c/p>\n\u003cp>Raburn sees the renaming as a crucial part of the new housing development at the station.\u003c/p>\n\u003cp>“I think it’s a good investment to provide the change now and say that by the time it’s occupied, it will be renamed,” Raburn said. “That gives the developer something to share with potential investors, to somebody that might want to build a hotel or offices in Oakland Chinatown. I think those are the kinds of things that can pay dividends in the long run for BART.”\u003c/p>\n\u003cp>Board policy also calls for a robust community engagement process to rename a station, including at least three public workshops and endorsements from affected local bodies. Although the Lake Merritt renaming has garnered enthusiastic support from community members in BART board meetings and is endorsed by the Oakland Chinatown Chamber of Commerce and the Oakland Chinatown Improvement Council, BART staff said that requirement had so far not been fulfilled.\u003c/p>\n\u003cp>In the end, board member Saltzman introduced a substitute motion, supporting the intent to change the station name, subject to identifying an applicant who would fund the project, and conducting proper outreach. The motion was approved unanimously.\u003c/p>\n\u003cp>BART staff said they are aware of at least two other station renaming requests, including one from the family of Oscar Grant, who was shot and killed by BART police on New Year’s Day 2009 at Fruitvale Station, to rename it after Grant.\u003c/p>\n\u003cp>Staff also said the city of Berkeley has expressed interest in renaming Ashby Station to South Berkeley Station.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "BART directors voted to support renaming the station 'Oakland Chinatown,' but said funding for the $750,000 project needs to be secured and more community engagement needs to happen.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 3:30 p.m., Thursday\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> directors plan to move forward with renaming Oakland’s Lake Merritt station, but only after they find a funding source for the estimated $750,000 project and complete a community engagement process.\u003c/p>\n\u003cp>The unanimous vote Thursday by the transit agency’s Board of Directors delivered a setback to many community members who had hoped to walk away from the meeting with a clear timeline for the station renaming.\u003c/p>\n\u003cp>“I would ask that it not be called a name change. It really is a name correction,” said Joshua Simon, who showed up to the public comment section of the meeting. “I’ve been getting off at that station now for 40 years, and every time I get off, I look around and say, ‘Where’s Lake Merritt?’ It’s in Chinatown. I think it’s time to fix this.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Board member Robert Raburn, who has spearheaded the renaming effort along with Oakland Chinatown community groups, hoped that board approval Thursday would guarantee the new name in time for the opening of a new \u003ca href=\"https://www.kqed.org/news/12009951/oaklands-lake-merritt-bart-station-renamed-soon\">transit-oriented development on top of the station\u003c/a>, planned for March 2027.\u003c/p>\n\u003cp>Though the board is generally supportive of the name change, the fact that Raburn’s initiative had not followed established BART protocol made some members uneasy.\u003c/p>\n\u003cfigure id=\"attachment_12016759\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016759\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Shoppers walk by a shop in Oakland’s Chinatown on Dec. 18, 2020. Many shops keep plywood in their windows while open. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Current policy requires a third-party applicant to apply for and cover all the costs associated with a station renaming. As yet, no such applicant has come forward, making some board members worry the agency could be forced to pay the full cost of the Lake Merritt station renaming.\u003c/p>\n\u003cp>“If we say we’re going to rename it, that means we are on the hook for paying for it if we cannot find the outside funding,” board member Rebecca Saltzman said.\u003c/p>\n\u003cp>Raburn had previously maintained that neither the Chinatown community groups who have advocated for the name change nor the East Bay Asian Local Development Corporation, the new housing project’s developer, should be on the hook for payment, saying instead that the money could come from grants, BART’s capital budget or elsewhere.\u003c/p>\n\u003cp>“I’m not saying that money grows on trees, but we can find the money and this isn’t the kind of dollar amount that’s going to scare us away from taking this action,” Raburn said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Meanwhile, BART is facing \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">a bleak fiscal future\u003c/a> as ridership has failed to recover to pre-pandemic levels and federal and state emergency assistance from the pandemic is set to dry up by the end of next year. The agency is projecting a $385 million budget deficit for the 2026 fiscal year.\u003c/p>\n\u003cp>Raburn sees the renaming as a crucial part of the new housing development at the station.\u003c/p>\n\u003cp>“I think it’s a good investment to provide the change now and say that by the time it’s occupied, it will be renamed,” Raburn said. “That gives the developer something to share with potential investors, to somebody that might want to build a hotel or offices in Oakland Chinatown. I think those are the kinds of things that can pay dividends in the long run for BART.”\u003c/p>\n\u003cp>Board policy also calls for a robust community engagement process to rename a station, including at least three public workshops and endorsements from affected local bodies. Although the Lake Merritt renaming has garnered enthusiastic support from community members in BART board meetings and is endorsed by the Oakland Chinatown Chamber of Commerce and the Oakland Chinatown Improvement Council, BART staff said that requirement had so far not been fulfilled.\u003c/p>\n\u003cp>In the end, board member Saltzman introduced a substitute motion, supporting the intent to change the station name, subject to identifying an applicant who would fund the project, and conducting proper outreach. The motion was approved unanimously.\u003c/p>\n\u003cp>BART staff said they are aware of at least two other station renaming requests, including one from the family of Oscar Grant, who was shot and killed by BART police on New Year’s Day 2009 at Fruitvale Station, to rename it after Grant.\u003c/p>\n\u003cp>Staff also said the city of Berkeley has expressed interest in renaming Ashby Station to South Berkeley Station.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Shutting Down SF’s Cable Cars to Trim Budget? No Chance, Lurie Says",
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"content": "\u003cp>San Francisco Mayor-elect Daniel Lurie is pushing back against suggestions that the city may consider shutting down its trademark cable cars because of \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">major deficits projected for Muni\u003c/a>.\u003c/p>\n\u003cp>“Even amidst an unprecedented budget deficit, some things are untouchable,” Lurie said in \u003ca href=\"https://x.com/DanielLurie/status/1863732128560845283\">a Monday post on social media platform X\u003c/a>. He added that the cable cars are too important to the city’s tourist economy to take them off the streets and vowed the 151-year-old system is “here to stay.”\u003c/p>\n\u003cp>Lurie, however, made no mention of the other measures under discussion at the city’s \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-municipal-transportation-agency\">Municipal Transportation Agency\u003c/a>, including shutting down more than 20 bus lines and reducing the frequency of service systemwide.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The agency has gone out of its way to emphasize that the measures are not formal proposals for cuts but an example of what might be necessary to close annual deficits that could top $300 million if it doesn’t raise more funding.\u003c/p>\n\u003cp>Muni estimates suspending cable car service would save $33 million a year. Cuts to bus and train service and reductions in fare subsidies and other programs for low-income San Franciscans would save about $170 million more — not nearly enough to fill projected deficits that will start in 2026.\u003c/p>\n\u003cfigure id=\"attachment_12016413\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016413\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Two cable cars pass over California Street as a light rain falls in San Francisco on Nov. 9, 2021. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Last month, SFMTA Executive Director Jeff Tumlin told a select group of city officials, the Muni Funding Working Group, that his goal in outlining the draconian service reductions is to show the importance of finding politically viable revenue sources.\u003c/p>\n\u003cp>He said he wants to avoid service cuts and continue to rebuild and improve Muni’s service, which was scaled back during the pandemic.\u003c/p>\n\u003cp>[aside postID=news_12016154 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>“But in order to do that, we need to have a real conversation about just how dire our situation is and what is at stake so that one, we can come to agreement on new revenue, and two, we can win,” Tumlin said.\u003c/p>\n\u003cp>He made that point again Tuesday when asked about plans for service cuts during a meeting of the SFMTA Board of Directors.\u003c/p>\n\u003cp>“There seems to be a lot of confusion about the different directions that we’re going in terms of what we’re cutting, what we’re not cutting, when are we cutting these services, things like that,” board member \u003ca href=\"https://sfmta.com/blog/mta-board-directors-welcomes-stephanie-cajina\">Stephanie Cajina\u003c/a> told Tumlin. “I just want to offer you the opportunity to discuss a little bit more about the timeline of different decisions, especially around service cuts.”\u003c/p>\n\u003cp>“One of the things we’ve been trying to do on every single slide of every single presentation is offer a disclaimer: ‘There are no current plans for major service cuts,'” Tumlin said. “What we’re trying to lay out is what is at stake if we don’t solve the problem that we know is heading at us in calendar year 2026.”\u003c/p>\n\u003cp>Noting that ride-hailing services Uber, Lyft and Waymo have cut into the once-hefty revenue from the city’s parking garages, Tumlin said the goal of the current funding discussions is “to come to consensus this winter on how to rebuild the financial base for the SFMTA, which has been unsustainable already for many years.”\u003c/p>\n\u003cp>Lurie spokesman Max Szabo said the mayor-elect was not available to discuss the transit agency’s budget challenges. Instead, he offered a statement in the mayor-elect’s name.\u003c/p>\n\u003cp>“I’m building a team rooted in accountability, service and change to tackle the city’s historic challenges,” Lurie said. “That includes ensuring that transit is safe, well-funded and accessible for all.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco Mayor-elect Daniel Lurie is pushing back against suggestions that the city may consider shutting down its trademark cable cars because of \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">major deficits projected for Muni\u003c/a>.\u003c/p>\n\u003cp>“Even amidst an unprecedented budget deficit, some things are untouchable,” Lurie said in \u003ca href=\"https://x.com/DanielLurie/status/1863732128560845283\">a Monday post on social media platform X\u003c/a>. He added that the cable cars are too important to the city’s tourist economy to take them off the streets and vowed the 151-year-old system is “here to stay.”\u003c/p>\n\u003cp>Lurie, however, made no mention of the other measures under discussion at the city’s \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-municipal-transportation-agency\">Municipal Transportation Agency\u003c/a>, including shutting down more than 20 bus lines and reducing the frequency of service systemwide.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The agency has gone out of its way to emphasize that the measures are not formal proposals for cuts but an example of what might be necessary to close annual deficits that could top $300 million if it doesn’t raise more funding.\u003c/p>\n\u003cp>Muni estimates suspending cable car service would save $33 million a year. Cuts to bus and train service and reductions in fare subsidies and other programs for low-income San Franciscans would save about $170 million more — not nearly enough to fill projected deficits that will start in 2026.\u003c/p>\n\u003cfigure id=\"attachment_12016413\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016413\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Two cable cars pass over California Street as a light rain falls in San Francisco on Nov. 9, 2021. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Last month, SFMTA Executive Director Jeff Tumlin told a select group of city officials, the Muni Funding Working Group, that his goal in outlining the draconian service reductions is to show the importance of finding politically viable revenue sources.\u003c/p>\n\u003cp>He said he wants to avoid service cuts and continue to rebuild and improve Muni’s service, which was scaled back during the pandemic.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“But in order to do that, we need to have a real conversation about just how dire our situation is and what is at stake so that one, we can come to agreement on new revenue, and two, we can win,” Tumlin said.\u003c/p>\n\u003cp>He made that point again Tuesday when asked about plans for service cuts during a meeting of the SFMTA Board of Directors.\u003c/p>\n\u003cp>“There seems to be a lot of confusion about the different directions that we’re going in terms of what we’re cutting, what we’re not cutting, when are we cutting these services, things like that,” board member \u003ca href=\"https://sfmta.com/blog/mta-board-directors-welcomes-stephanie-cajina\">Stephanie Cajina\u003c/a> told Tumlin. “I just want to offer you the opportunity to discuss a little bit more about the timeline of different decisions, especially around service cuts.”\u003c/p>\n\u003cp>“One of the things we’ve been trying to do on every single slide of every single presentation is offer a disclaimer: ‘There are no current plans for major service cuts,'” Tumlin said. “What we’re trying to lay out is what is at stake if we don’t solve the problem that we know is heading at us in calendar year 2026.”\u003c/p>\n\u003cp>Noting that ride-hailing services Uber, Lyft and Waymo have cut into the once-hefty revenue from the city’s parking garages, Tumlin said the goal of the current funding discussions is “to come to consensus this winter on how to rebuild the financial base for the SFMTA, which has been unsustainable already for many years.”\u003c/p>\n\u003cp>Lurie spokesman Max Szabo said the mayor-elect was not available to discuss the transit agency’s budget challenges. Instead, he offered a statement in the mayor-elect’s name.\u003c/p>\n\u003cp>“I’m building a team rooted in accountability, service and change to tackle the city’s historic challenges,” Lurie said. “That includes ensuring that transit is safe, well-funded and accessible for all.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"soldout": {
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"title": "SOLD OUT: Rethinking Housing in America",
"tagline": "A new future for housing",
"info": "Sold Out: Rethinking Housing in America",
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"info": "",
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