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"content": "\u003cp>South Bay authorities arrested a Santa Clara Valley Transportation Authority employee on Sunday on suspicion of \u003ca href=\"https://www.kqed.org/news/12005814/santa-clara-vta-bus-driver-shot-and-killed-in-san-jose\">fatally shooting another VTA employee\u003c/a> on Friday night in a South \u003ca href=\"https://www.kqed.org/news/tag/san-jose\">San José\u003c/a> bus yard parking lot.\u003c/p>\n\u003cp>Duc Minh Bui, 33, of San José was taken into custody just after noon on Sunday near his home, according to the Santa Clara County Sheriff’s Office, which said in a statement that “evidence suggests Bui is solely responsible for the victim’s death.”\u003c/p>\n\u003cp>Bui was booked into the Santa Clara County Main Jail on a charge of first-degree murder.\u003c/p>\n\u003cp>The killing comes a little less than three and a half years after a VTA employee \u003ca href=\"https://www.kqed.org/news/11875404/official-multiple-people-killed-in-shooting-at-san-jose-vta-railyard\">shot and killed nine of his coworkers\u003c/a>, and then himself, at a VTA rail yard in downtown San José.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>VTA officials identified the man who was killed as Regulus Teotico, a bus driver who worked for VTA for 10 years.\u003c/p>\n\u003cp>“We are fortunate to have him as part of our staff for 10 years. He was a kind, hardworking driver who was well known amongst his colleagues,” VTA General Manager Carolyn Gonot said at a Monday afternoon press conference, noting Teotico went by the nickname Regis. “Regis was a father to two teenage children and everyone at VTA extends their deepest condolences to his family and friends.”\u003c/p>\n\u003cp>[aside postID=news_12001366 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240424-SJPD-MD-01-KQED-1020x680.jpg']\u003c/p>\n\u003cp>While the investigation is ongoing, on Monday authorities said the shooting appeared to be motivated by a gambling debt.\u003c/p>\n\u003cp>“Both the victim and suspect were VTA employees, both employed as bus drivers and assigned to the Chaboya yard,” Capt. Sugey Jaimez of the sheriff’s office said during the news conference.\u003c/p>\n\u003cp>“They were known to participate in the same activities outside their VTA employment,” Jaimez continued. “Although this investigation is still ongoing, we believe the motive had to do with money owed between the two from their betting activities, which had nothing to do with their employment.”\u003c/p>\n\u003cp>Around 9:40 p.m. Friday, the San José Police Department received a 911 call from someone reporting that a person was shot at the VTA Chaboya bus yard parking lot. The transit agency confirmed the victim was a VTA employee but did not release their identity.\u003c/p>\n\u003cp>Santa Clara County Bob Jonsen referred to the fatal shooting as a “senseless crime.”\u003c/p>\n\u003cp>“And while it was an isolated, targeted event, we recognize the profound impact it has had on all of us,” Jonsen said. “Our thoughts are with the victim’s family and the VTA community during this difficult time.”\u003c/p>\n\u003cp>Officials did not elaborate on what might have happened in the lead up to the shooting, citing the ongoing investigation. Jaimez said authorities are not looking into any other people as possible suspects at this time. Officials said law enforcement presence would be stepped up at VTA yards and facilities for the foreseeable future.\u003c/p>\n\u003cp>On Monday, San José Mayor Matt Mahan applauded the sheriff’s office, as well as the San José’s police and fire departments for their quick response to the shooting and steadfast work to arrest Bui.\u003c/p>\n\u003cp>“I’m grateful to Sheriff Johnson and his entire team, who I know have had very little sleep over the last 72 hours,” he said. “I think that level of collaboration and coordination between all of our agencies is exactly what you expect and deserve from your government.”\u003c/p>\n\u003cp>Immediately after learning about the shooting, Gonot said the agency “made grief counselors available to employees and provided access to other resources.”\u003c/p>\n\u003cp>“VTA leaders, along with the unions, quickly joined our employees on site to lend physical and emotional support,” she continued. “These efforts will continue as long as needed.”\u003c/p>\n\u003cp>Santa Clara County Supervisor Cindy Chavez alluded to the May 2021 mass shooting at the VTA rail yard, acknowledging Friday night’s shooting could be a painful time for some VTA employees and others.\u003c/p>\n\u003cp>“We were rebuilding after the tragic incident of three years ago, and so for many people this is reliving one of the worst experiences they’ve ever had in their life,” Chavez said. “And that’s why the mental health services. And that’s why us really wrapping our arms around each other is so important.”\u003c/p>\n\u003cp>\u003cem>This story has been updated.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>South Bay authorities arrested a Santa Clara Valley Transportation Authority employee on Sunday on suspicion of \u003ca href=\"https://www.kqed.org/news/12005814/santa-clara-vta-bus-driver-shot-and-killed-in-san-jose\">fatally shooting another VTA employee\u003c/a> on Friday night in a South \u003ca href=\"https://www.kqed.org/news/tag/san-jose\">San José\u003c/a> bus yard parking lot.\u003c/p>\n\u003cp>Duc Minh Bui, 33, of San José was taken into custody just after noon on Sunday near his home, according to the Santa Clara County Sheriff’s Office, which said in a statement that “evidence suggests Bui is solely responsible for the victim’s death.”\u003c/p>\n\u003cp>Bui was booked into the Santa Clara County Main Jail on a charge of first-degree murder.\u003c/p>\n\u003cp>The killing comes a little less than three and a half years after a VTA employee \u003ca href=\"https://www.kqed.org/news/11875404/official-multiple-people-killed-in-shooting-at-san-jose-vta-railyard\">shot and killed nine of his coworkers\u003c/a>, and then himself, at a VTA rail yard in downtown San José.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>VTA officials identified the man who was killed as Regulus Teotico, a bus driver who worked for VTA for 10 years.\u003c/p>\n\u003cp>“We are fortunate to have him as part of our staff for 10 years. He was a kind, hardworking driver who was well known amongst his colleagues,” VTA General Manager Carolyn Gonot said at a Monday afternoon press conference, noting Teotico went by the nickname Regis. “Regis was a father to two teenage children and everyone at VTA extends their deepest condolences to his family and friends.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While the investigation is ongoing, on Monday authorities said the shooting appeared to be motivated by a gambling debt.\u003c/p>\n\u003cp>“Both the victim and suspect were VTA employees, both employed as bus drivers and assigned to the Chaboya yard,” Capt. Sugey Jaimez of the sheriff’s office said during the news conference.\u003c/p>\n\u003cp>“They were known to participate in the same activities outside their VTA employment,” Jaimez continued. “Although this investigation is still ongoing, we believe the motive had to do with money owed between the two from their betting activities, which had nothing to do with their employment.”\u003c/p>\n\u003cp>Around 9:40 p.m. Friday, the San José Police Department received a 911 call from someone reporting that a person was shot at the VTA Chaboya bus yard parking lot. The transit agency confirmed the victim was a VTA employee but did not release their identity.\u003c/p>\n\u003cp>Santa Clara County Bob Jonsen referred to the fatal shooting as a “senseless crime.”\u003c/p>\n\u003cp>“And while it was an isolated, targeted event, we recognize the profound impact it has had on all of us,” Jonsen said. “Our thoughts are with the victim’s family and the VTA community during this difficult time.”\u003c/p>\n\u003cp>Officials did not elaborate on what might have happened in the lead up to the shooting, citing the ongoing investigation. Jaimez said authorities are not looking into any other people as possible suspects at this time. Officials said law enforcement presence would be stepped up at VTA yards and facilities for the foreseeable future.\u003c/p>\n\u003cp>On Monday, San José Mayor Matt Mahan applauded the sheriff’s office, as well as the San José’s police and fire departments for their quick response to the shooting and steadfast work to arrest Bui.\u003c/p>\n\u003cp>“I’m grateful to Sheriff Johnson and his entire team, who I know have had very little sleep over the last 72 hours,” he said. “I think that level of collaboration and coordination between all of our agencies is exactly what you expect and deserve from your government.”\u003c/p>\n\u003cp>Immediately after learning about the shooting, Gonot said the agency “made grief counselors available to employees and provided access to other resources.”\u003c/p>\n\u003cp>“VTA leaders, along with the unions, quickly joined our employees on site to lend physical and emotional support,” she continued. “These efforts will continue as long as needed.”\u003c/p>\n\u003cp>Santa Clara County Supervisor Cindy Chavez alluded to the May 2021 mass shooting at the VTA rail yard, acknowledging Friday night’s shooting could be a painful time for some VTA employees and others.\u003c/p>\n\u003cp>“We were rebuilding after the tragic incident of three years ago, and so for many people this is reliving one of the worst experiences they’ve ever had in their life,” Chavez said. “And that’s why the mental health services. And that’s why us really wrapping our arms around each other is so important.”\u003c/p>\n\u003cp>\u003cem>This story has been updated.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Santa Clara VTA Bus Driver Shot and Killed in San José",
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"content": "\u003cp>A Santa Clara Valley Transportation Authority bus operator was killed in a shooting Friday night in the parking lot of the Chaboya VTA bus yard in South San José.\u003c/p>\n\u003cp>“The Santa Clara Sheriff’s Office is investigating what appears to be an isolated incident,” said VTA General Manager Carolyn Gonot at a press event Saturday morning. No arrests or details related to a suspect had been announced as of Saturday morning.\u003c/p>\n\u003cp>The VTA said it was increasing security at all of its locations over the weekend, and no disruptions to service are expected.\u003c/p>\n\u003cp>Raj Singh, Amalgamated Transit Union president, said VTA and the union are focused on addressing safety concerns, but declined to elaborate on specifics. Singh said bus drivers are, in general, at a greater risk simply because of their exposure to the public.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The nature of the job — they open that door, they really don’t know who’s walking on,” Singh said. The Chaboya bus yard is not a location where passengers get on the bus.\u003c/p>\n\u003cp>The shooting comes three years after a VTA employee shot and \u003ca href=\"https://www.kqed.org/news/11875404/official-multiple-people-killed-in-shooting-at-san-jose-vta-railyard\">killed nine of his coworkers\u003c/a>, and then himself, at a VTA rail yard in downtown San José. Mental health services that were established in the wake of that tragedy are still available to VTA employees today, and Singh encouraged workers to utilize those resources.\u003c/p>\n\u003cp>“The operators especially, they have their senses a little bit heightened, and they’re more concerned for their safety compared to some of the other workers that don’t deal with the public,” Singh said.\u003c/p>\n\u003cp>There are professional counselors and peer counselors available for workers. The number of counseling sessions available are “essentially unlimited” for workers seeking help related to this incident, Singh said. “There have been a lot of people that have been utilizing the services.”\u003c/p>\n\u003cp>He added, “Everybody deals with traumatic events in their own way.”\u003c/p>\n\u003cp> \u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The Santa Clara Sheriff's Office is investigating the shooting as an 'isolated incident' and no arrests have been made.\r\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A Santa Clara Valley Transportation Authority bus operator was killed in a shooting Friday night in the parking lot of the Chaboya VTA bus yard in South San José.\u003c/p>\n\u003cp>“The Santa Clara Sheriff’s Office is investigating what appears to be an isolated incident,” said VTA General Manager Carolyn Gonot at a press event Saturday morning. No arrests or details related to a suspect had been announced as of Saturday morning.\u003c/p>\n\u003cp>The VTA said it was increasing security at all of its locations over the weekend, and no disruptions to service are expected.\u003c/p>\n\u003cp>Raj Singh, Amalgamated Transit Union president, said VTA and the union are focused on addressing safety concerns, but declined to elaborate on specifics. Singh said bus drivers are, in general, at a greater risk simply because of their exposure to the public.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The nature of the job — they open that door, they really don’t know who’s walking on,” Singh said. The Chaboya bus yard is not a location where passengers get on the bus.\u003c/p>\n\u003cp>The shooting comes three years after a VTA employee shot and \u003ca href=\"https://www.kqed.org/news/11875404/official-multiple-people-killed-in-shooting-at-san-jose-vta-railyard\">killed nine of his coworkers\u003c/a>, and then himself, at a VTA rail yard in downtown San José. Mental health services that were established in the wake of that tragedy are still available to VTA employees today, and Singh encouraged workers to utilize those resources.\u003c/p>\n\u003cp>“The operators especially, they have their senses a little bit heightened, and they’re more concerned for their safety compared to some of the other workers that don’t deal with the public,” Singh said.\u003c/p>\n\u003cp>There are professional counselors and peer counselors available for workers. The number of counseling sessions available are “essentially unlimited” for workers seeking help related to this incident, Singh said. “There have been a lot of people that have been utilizing the services.”\u003c/p>\n\u003cp>He added, “Everybody deals with traumatic events in their own way.”\u003c/p>\n\u003cp> \u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it",
"title": "The Future of San Francisco's Valencia Street — and What Oakland's Telegraph Avenue Tells Us About It",
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"headTitle": "The Future of San Francisco’s Valencia Street — and What Oakland’s Telegraph Avenue Tells Us About It | KQED",
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"content": "\u003cp>An eight-block stretch of San Francisco’s Valencia Street, one of the city’s busiest roads and part of its high-injury network, \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">is headed for another redesign\u003c/a> — this time, drawing inspiration from Telegraph Avenue, one of Oakland’s main thoroughfares.\u003c/p>\n\u003cp>The plan, drafted by the San Francisco Municipal Transportation Agency, is focused on big changes to the bike lane on Valencia. Since August 2023, its current set-up, a two-way bike lane down the middle of the road, has led to sustained controversy from many cyclists and business owners. They’ve argued the current design is unsafe and has led to reduced sales — partly due to a significant drop in metered parking and a ban on left turns.\u003c/p>\n\u003cp>On Sept. 23 and 25, SFMTA will hold open houses to present the redesign to the public. In November, the agency is expected to vote to scrap the center-running bike lane for one that hugs the sidewalks. If approved, construction could begin in January. According to SFMTA, the estimated price tag is $1 million and would be a permanent installation.\u003c/p>\n\u003cp>The redesign would move the location of some businesses’ parklets and modify the bike lane to move around and, in some cases, between those parklets and the sidewalk.\u003c/p>\n\u003cp>“There’s been a lot of back and forth with parklet owners this year,” said Paul Stanis, the SFMTA Valencia Bikeway project manager.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>This is a big question because if the agency moves the bike lane directly next to the sidewalk, that means those parklets will be in the way of the new bike lane.\u003c/p>\n\u003cp>In discussions with business owners over the summer, SFMTA offered three choices — leave their parklets curbside, which means the bike lane will need to go around them. Move their parklets slightly away from the sidewalk, something SFMTA calls “floating,” which allows the bike lane to continue in a straight path or get rid of their parklets altogether.\u003c/p>\n\u003cp>Stanis said of the 26 merchants with parklets on this section of Valencia, 21 have decided to keep theirs curbside, three have decided to float theirs, and two decided to get rid of theirs altogether.\u003c/p>\n\u003cfigure id=\"attachment_12005177\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005177\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg\" alt=\"A man wearing a hat and black shirt rides a bicycle in a bike lane next to a parklet.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A cyclist rides past a floating parklet on Telegraph Avenue in Oakland’s Temescal neighborhood on August 20th, 2024. This kind of design requires people to cross a bike lane in order to enter or exit a parklet. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Alexandra Gerteis, the owner of Etcetera Wine Bar, is among the few who chose to move her parklet slightly away from the sidewalk. She said when merchants leave their parklets curbside, the space the bike lane needs to move around will eat up valuable parking and loading zones.\u003c/p>\n\u003cp>“We wish that SFMTA or the city would have made things differently, but now they’re trying to fix it, and they’ve been really trying to help and listening to what we had to say,” Gerteis said.\u003c/p>\n\u003cp>Now, with the decision to float her parklet, Gerteis, and her employees anticipate a new challenge — having to walk across the bike lane in order to serve clients at their popular parklet. William Lucas, the chef at Etcetera, is worried about potential collisions with cyclists and people on scooters.\u003c/p>\n\u003cp>“We’re going to have to worry about getting food and drink to our folks in the parklet there, dodging everybody else,” he said. “It’s like Frogger. It’s not going to be good,”\u003c/p>\n\u003cp>In response to these concerns, SFMTA has been studying other streets that use floating parklets, like Oakland’s Telegraph Avenue — to understand the risks associated with the design.\u003c/p>\n\u003cp>“I think what you see in Oakland is a good example and a good start, but we’re taking it even further and building on some of the things that they’ve implemented on Telegraph,” Stanis said.\u003c/p>\n\u003cp>Telegraph Avenue, which runs through Oakland’s Temescal neighborhood, resembles Valencia Street in San Francisco’s Mission District. Both are bustling residential and commercial districts, both are close to BART stations, and both have well-traveled bike routes.\u003c/p>\n\u003cp>In the summer of 2021, the City of Oakland converted the 0.8-mile section of the street from 52nd Street to MacArthur Boulevard from a traditional four-lane road with a bike lane to a three-lane road with a side-running protected bike lane, where the bike lane runs alongside the sidewalk and parked cars and parklets are placed further out, next to moving traffic.\u003c/p>\n\u003cfigure id=\"attachment_12005176\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005176\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg\" alt=\"An aerial view of a bike lane, picnic tables and a street with people walking and cars driving.\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bike lane runs between a parklet and the sidewalk on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Josh Rowan, director of the Oakland Department of Transportation, said the agency chose this design primarily to increase traffic safety. Telegraph is on the city’s high-injury network.\u003c/p>\n\u003cp>“So it really started with how to protect the bike lanes and how to protect the sidewalks, and the best protection is actually a row of parked cars,” he said.\u003c/p>\n\u003cp>Rowan said this design has helped insulate pedestrians and cyclists from vehicle collisions partly because if cyclists are “doored” by someone opening their car door, they are pushed towards the sidewalk instead of moving traffic.\u003c/p>\n\u003cp>“The data that’s really most meaningful in this is to see the reduction in the crash rate within the corridor, which is pretty typical when you take a four-lane section, reduce it down to three,” he added. “There’s no such a thing as a fast, safe street.”\u003c/p>\n\u003cp>[aside postID=\"news_12003826,news_11991651,news_11976185\" label=\"Related Stories\"]\u003c/p>\n\u003cp>This design has some trade-offs. In interviews with KQED, several people who live and work near the street said this design can bring an increased risk of pedestrian-cyclist collisions.\u003c/p>\n\u003cp>Through a public records request, KQED found there have been four reports of fatal traffic collisions on this section of Telegraph Avenue over the past ten years — all of which predate these changes to the road.\u003c/p>\n\u003cp>Jules Starkey has been a brewer at Roses’ Taproom on Telegraph for five years. He bikes and skates to get to work and said the new design took some getting used to. Three years later, he calls the design “pretty functional, pretty OK” but admits there’s still room for improvement.\u003c/p>\n\u003cp>“I, a lot of times, end up in the road anyways, just because it feels safer because people pulling out of driveways stick out in the bike lane and people getting out of their cars just kind of hang out in the bike lane,” Starkey said.\u003c/p>\n\u003cp>Starkey said Roses’ Taproom’s parklet regularly fills up with patrons on warm summer evenings. He said he recently saw a crash between an electric scooter rider and a pedestrian who was walking in the bike lane, while Roses’ parklet has been spared from any crashes.\u003c/p>\n\u003cfigure id=\"attachment_12005178\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005178\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg\" alt='A man wearing a hat and backpack rides a bicycle in a bike lane with a yellow sign in the foreground that reads \"Caution Watch for Pedestrians and Cyclists.\"' width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides in a bike lane on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Others see a street design that includes floating parklets and parking spaces as flat-out dangerous.\u003c/p>\n\u003cp>“It creates a whole new set of circumstances where bikes and cars and people have to interact,” said Ron Kriss, a cyclist who lives in the Rockridge neighborhood. “When you first get there, it’s not intuitive that you need to be really careful that there are people in places they don’t normally go.”\u003c/p>\n\u003cp>Kriss said he avoids cycling and driving on Telegraph Avenue altogether.\u003c/p>\n\u003cp>Still, the planned facelift for Valencia will be an improvement over the current set-up, the center-running bike, according to Marcel Moran, a faculty fellow who studies bike lane design at the Center for Urban Science and Progress at New York University.\u003c/p>\n\u003cp>“I don’t foresee problems on the Valencia corridor if there’s a variety of floated and non-floated parklets,” he said.\u003c/p>\n\u003cp>He agrees that SFMTA can draw from examples set by other cities, such as New York City and Paris, which employ different kinds of preventative designs, like ramps and signage, to reduce the risk of conflict around floating parklets.\u003c/p>\n\u003cfigure id=\"attachment_12005180\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005180\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg\" alt=\"A man wearing a bicycle helmet and gear rides a bike in a bike lane past people seated in parklets on the street.\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A cyclist rides around a curbside parklet outside of Four Barrel Coffee on Valencia Street in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As for the 21 parklets that will remain curbside on the street, Moran pointed out an example of this kind of street design in another part of Valencia, where the bike lane goes around a curbside parklet outside a coffee shop.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“It’s not an unreasonable type of maneuver for a cyclist. It’s very visible, and it doesn’t create an undue burden,” Moran said.\u003c/p>\n\n",
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"excerpt": "San Francisco transit officials want to revamp a controversial bike lane. An Oakland thoroughfare offers clues as to how it will go.",
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"title": "The Future of San Francisco's Valencia Street — and What Oakland's Telegraph Avenue Tells Us About It | KQED",
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"headline": "The Future of San Francisco's Valencia Street — and What Oakland's Telegraph Avenue Tells Us About It",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>An eight-block stretch of San Francisco’s Valencia Street, one of the city’s busiest roads and part of its high-injury network, \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">is headed for another redesign\u003c/a> — this time, drawing inspiration from Telegraph Avenue, one of Oakland’s main thoroughfares.\u003c/p>\n\u003cp>The plan, drafted by the San Francisco Municipal Transportation Agency, is focused on big changes to the bike lane on Valencia. Since August 2023, its current set-up, a two-way bike lane down the middle of the road, has led to sustained controversy from many cyclists and business owners. They’ve argued the current design is unsafe and has led to reduced sales — partly due to a significant drop in metered parking and a ban on left turns.\u003c/p>\n\u003cp>On Sept. 23 and 25, SFMTA will hold open houses to present the redesign to the public. In November, the agency is expected to vote to scrap the center-running bike lane for one that hugs the sidewalks. If approved, construction could begin in January. According to SFMTA, the estimated price tag is $1 million and would be a permanent installation.\u003c/p>\n\u003cp>The redesign would move the location of some businesses’ parklets and modify the bike lane to move around and, in some cases, between those parklets and the sidewalk.\u003c/p>\n\u003cp>“There’s been a lot of back and forth with parklet owners this year,” said Paul Stanis, the SFMTA Valencia Bikeway project manager.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>This is a big question because if the agency moves the bike lane directly next to the sidewalk, that means those parklets will be in the way of the new bike lane.\u003c/p>\n\u003cp>In discussions with business owners over the summer, SFMTA offered three choices — leave their parklets curbside, which means the bike lane will need to go around them. Move their parklets slightly away from the sidewalk, something SFMTA calls “floating,” which allows the bike lane to continue in a straight path or get rid of their parklets altogether.\u003c/p>\n\u003cp>Stanis said of the 26 merchants with parklets on this section of Valencia, 21 have decided to keep theirs curbside, three have decided to float theirs, and two decided to get rid of theirs altogether.\u003c/p>\n\u003cfigure id=\"attachment_12005177\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005177\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg\" alt=\"A man wearing a hat and black shirt rides a bicycle in a bike lane next to a parklet.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A cyclist rides past a floating parklet on Telegraph Avenue in Oakland’s Temescal neighborhood on August 20th, 2024. This kind of design requires people to cross a bike lane in order to enter or exit a parklet. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Alexandra Gerteis, the owner of Etcetera Wine Bar, is among the few who chose to move her parklet slightly away from the sidewalk. She said when merchants leave their parklets curbside, the space the bike lane needs to move around will eat up valuable parking and loading zones.\u003c/p>\n\u003cp>“We wish that SFMTA or the city would have made things differently, but now they’re trying to fix it, and they’ve been really trying to help and listening to what we had to say,” Gerteis said.\u003c/p>\n\u003cp>Now, with the decision to float her parklet, Gerteis, and her employees anticipate a new challenge — having to walk across the bike lane in order to serve clients at their popular parklet. William Lucas, the chef at Etcetera, is worried about potential collisions with cyclists and people on scooters.\u003c/p>\n\u003cp>“We’re going to have to worry about getting food and drink to our folks in the parklet there, dodging everybody else,” he said. “It’s like Frogger. It’s not going to be good,”\u003c/p>\n\u003cp>In response to these concerns, SFMTA has been studying other streets that use floating parklets, like Oakland’s Telegraph Avenue — to understand the risks associated with the design.\u003c/p>\n\u003cp>“I think what you see in Oakland is a good example and a good start, but we’re taking it even further and building on some of the things that they’ve implemented on Telegraph,” Stanis said.\u003c/p>\n\u003cp>Telegraph Avenue, which runs through Oakland’s Temescal neighborhood, resembles Valencia Street in San Francisco’s Mission District. Both are bustling residential and commercial districts, both are close to BART stations, and both have well-traveled bike routes.\u003c/p>\n\u003cp>In the summer of 2021, the City of Oakland converted the 0.8-mile section of the street from 52nd Street to MacArthur Boulevard from a traditional four-lane road with a bike lane to a three-lane road with a side-running protected bike lane, where the bike lane runs alongside the sidewalk and parked cars and parklets are placed further out, next to moving traffic.\u003c/p>\n\u003cfigure id=\"attachment_12005176\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005176\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg\" alt=\"An aerial view of a bike lane, picnic tables and a street with people walking and cars driving.\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bike lane runs between a parklet and the sidewalk on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Josh Rowan, director of the Oakland Department of Transportation, said the agency chose this design primarily to increase traffic safety. Telegraph is on the city’s high-injury network.\u003c/p>\n\u003cp>“So it really started with how to protect the bike lanes and how to protect the sidewalks, and the best protection is actually a row of parked cars,” he said.\u003c/p>\n\u003cp>Rowan said this design has helped insulate pedestrians and cyclists from vehicle collisions partly because if cyclists are “doored” by someone opening their car door, they are pushed towards the sidewalk instead of moving traffic.\u003c/p>\n\u003cp>“The data that’s really most meaningful in this is to see the reduction in the crash rate within the corridor, which is pretty typical when you take a four-lane section, reduce it down to three,” he added. “There’s no such a thing as a fast, safe street.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>This design has some trade-offs. In interviews with KQED, several people who live and work near the street said this design can bring an increased risk of pedestrian-cyclist collisions.\u003c/p>\n\u003cp>Through a public records request, KQED found there have been four reports of fatal traffic collisions on this section of Telegraph Avenue over the past ten years — all of which predate these changes to the road.\u003c/p>\n\u003cp>Jules Starkey has been a brewer at Roses’ Taproom on Telegraph for five years. He bikes and skates to get to work and said the new design took some getting used to. Three years later, he calls the design “pretty functional, pretty OK” but admits there’s still room for improvement.\u003c/p>\n\u003cp>“I, a lot of times, end up in the road anyways, just because it feels safer because people pulling out of driveways stick out in the bike lane and people getting out of their cars just kind of hang out in the bike lane,” Starkey said.\u003c/p>\n\u003cp>Starkey said Roses’ Taproom’s parklet regularly fills up with patrons on warm summer evenings. He said he recently saw a crash between an electric scooter rider and a pedestrian who was walking in the bike lane, while Roses’ parklet has been spared from any crashes.\u003c/p>\n\u003cfigure id=\"attachment_12005178\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005178\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg\" alt='A man wearing a hat and backpack rides a bicycle in a bike lane with a yellow sign in the foreground that reads \"Caution Watch for Pedestrians and Cyclists.\"' width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides in a bike lane on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Others see a street design that includes floating parklets and parking spaces as flat-out dangerous.\u003c/p>\n\u003cp>“It creates a whole new set of circumstances where bikes and cars and people have to interact,” said Ron Kriss, a cyclist who lives in the Rockridge neighborhood. “When you first get there, it’s not intuitive that you need to be really careful that there are people in places they don’t normally go.”\u003c/p>\n\u003cp>Kriss said he avoids cycling and driving on Telegraph Avenue altogether.\u003c/p>\n\u003cp>Still, the planned facelift for Valencia will be an improvement over the current set-up, the center-running bike, according to Marcel Moran, a faculty fellow who studies bike lane design at the Center for Urban Science and Progress at New York University.\u003c/p>\n\u003cp>“I don’t foresee problems on the Valencia corridor if there’s a variety of floated and non-floated parklets,” he said.\u003c/p>\n\u003cp>He agrees that SFMTA can draw from examples set by other cities, such as New York City and Paris, which employ different kinds of preventative designs, like ramps and signage, to reduce the risk of conflict around floating parklets.\u003c/p>\n\u003cfigure id=\"attachment_12005180\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005180\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg\" alt=\"A man wearing a bicycle helmet and gear rides a bike in a bike lane past people seated in parklets on the street.\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A cyclist rides around a curbside parklet outside of Four Barrel Coffee on Valencia Street in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As for the 21 parklets that will remain curbside on the street, Moran pointed out an example of this kind of street design in another part of Valencia, where the bike lane goes around a curbside parklet outside a coffee shop.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s not an unreasonable type of maneuver for a cyclist. It’s very visible, and it doesn’t create an undue burden,” Moran said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The battle of \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> airports is heating up again.\u003c/p>\n\u003cp>Months after Oakland officials renamed the city’s airport to lead with a reference to the San Francisco Bay, sparking \u003ca href=\"https://www.kqed.org/news/11985760/oakland-airport-new-name-lawsuit-against-san-francisco\">a legal battle between the two cities\u003c/a>, the San Francisco city attorney’s office has filed a motion for an injunction to halt the rebranding.\u003c/p>\n\u003cp>“When we filed our lawsuit in this area, we warned Oakland that their renaming would cause confusion. Airlines warned them, even Oakland residents were opposed to what they were doing,” City Attorney David Chiu said Tuesday. “We are now seeing actual confusion occurring in real life. This was entirely predictable and preventable, and unfortunately, we’ve had no choice but to file this motion to protect our brand.”\u003c/p>\n\u003cp>The preliminary injunction requested by Chiu’s office would stop Oakland from using the new name until the court rules on a lawsuit filed by San Francisco.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In April, Oakland’s Board of Port Commissioners unanimously voted to change the name of the Metropolitan Oakland International Airport to the San Francisco Bay Oakland International Airport, which officials said was an effort to increase geographic awareness. A week after the board approval, \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">San Francisco sued\u003c/a> Oakland, alleging that the new name infringed on its trademark and would confuse travelers, especially non-English speakers.\u003c/p>\n\u003cp>The lawsuit seeks to stop Oakland from using the new airport name, destroy physical and digital materials that display it, and pay damages and fees that may be related.\u003c/p>\n\u003cp>Chiu told KQED in April that his office believed “Oakland intentionally designed their new rename to divert those who were unfamiliar with Bay Area geography and also is trying to mislead the public in suggesting that Oakland might have a business relationship with SFO, which it does not.”\u003c/p>\n\u003cp>[aside postID=news_12003826 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-24-BL-KQED-1020x680.jpg']\u003c/p>\n\u003cp>The change has already led to individuals booking flights to SFO when they intended to travel to Oakland, rideshare services directing people to the wrong location, and social media posts questioning the relationship between the two airports, Chiu said.\u003c/p>\n\u003cp>OAK has already changed its website to reflect the San Francisco Bay Oakland International Airport name and Port of Oakland spokesperson Robert Bernardo said rebranding efforts — including signage changes and asking airlines and travel agencies to update their records — “have been ongoing” and are either complete or in progress.\u003c/p>\n\u003cp>Oakland also \u003ca href=\"https://www.kqed.org/news/11985760/oakland-airport-new-name-lawsuit-against-san-francisco\">filed its own suit in May\u003c/a>, after its Board of Port Commissioners’ second vote officially \u003ca href=\"https://www.kqed.org/news/11985629/its-official-oakland-port-once-again-votes-to-change-airport-name-to-san-francisco-bay-oakland-international-airport\">approved the rebranding\u003c/a> and set it in motion, asking for a court declaration that affirms the legality of the new name.\u003c/p>\n\u003cp>Officials said San Francisco has not yet responded to this lawsuit. Chiu said it would be “at the appropriate time.”\u003c/p>\n\u003cp>Port of Oakland attorney Mary Richardson said in a statement that Oakland added “San Francisco” to its name to increase geographic awareness but will continue to use the OAK airport code, distinct branding, and “I Fly OAK” logo.\u003c/p>\n\u003cp>“This is not and has never been about SFO or confusion,” she said. “It’s about bringing awareness to travelers about the choices they have when traveling to and from the nine-county San Francisco Bay Area.”\u003c/p>\n\u003cp>She said Oakland would continue to “aggressively fight for its position on the San Francisco Bay.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Months after Oakland’s airport became the San Francisco Bay Oakland International Airport, officials in the city across the Bay Bridge are ramping up their legal battle.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The battle of \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> airports is heating up again.\u003c/p>\n\u003cp>Months after Oakland officials renamed the city’s airport to lead with a reference to the San Francisco Bay, sparking \u003ca href=\"https://www.kqed.org/news/11985760/oakland-airport-new-name-lawsuit-against-san-francisco\">a legal battle between the two cities\u003c/a>, the San Francisco city attorney’s office has filed a motion for an injunction to halt the rebranding.\u003c/p>\n\u003cp>“When we filed our lawsuit in this area, we warned Oakland that their renaming would cause confusion. Airlines warned them, even Oakland residents were opposed to what they were doing,” City Attorney David Chiu said Tuesday. “We are now seeing actual confusion occurring in real life. This was entirely predictable and preventable, and unfortunately, we’ve had no choice but to file this motion to protect our brand.”\u003c/p>\n\u003cp>The preliminary injunction requested by Chiu’s office would stop Oakland from using the new name until the court rules on a lawsuit filed by San Francisco.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In April, Oakland’s Board of Port Commissioners unanimously voted to change the name of the Metropolitan Oakland International Airport to the San Francisco Bay Oakland International Airport, which officials said was an effort to increase geographic awareness. A week after the board approval, \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">San Francisco sued\u003c/a> Oakland, alleging that the new name infringed on its trademark and would confuse travelers, especially non-English speakers.\u003c/p>\n\u003cp>The lawsuit seeks to stop Oakland from using the new airport name, destroy physical and digital materials that display it, and pay damages and fees that may be related.\u003c/p>\n\u003cp>Chiu told KQED in April that his office believed “Oakland intentionally designed their new rename to divert those who were unfamiliar with Bay Area geography and also is trying to mislead the public in suggesting that Oakland might have a business relationship with SFO, which it does not.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The change has already led to individuals booking flights to SFO when they intended to travel to Oakland, rideshare services directing people to the wrong location, and social media posts questioning the relationship between the two airports, Chiu said.\u003c/p>\n\u003cp>OAK has already changed its website to reflect the San Francisco Bay Oakland International Airport name and Port of Oakland spokesperson Robert Bernardo said rebranding efforts — including signage changes and asking airlines and travel agencies to update their records — “have been ongoing” and are either complete or in progress.\u003c/p>\n\u003cp>Oakland also \u003ca href=\"https://www.kqed.org/news/11985760/oakland-airport-new-name-lawsuit-against-san-francisco\">filed its own suit in May\u003c/a>, after its Board of Port Commissioners’ second vote officially \u003ca href=\"https://www.kqed.org/news/11985629/its-official-oakland-port-once-again-votes-to-change-airport-name-to-san-francisco-bay-oakland-international-airport\">approved the rebranding\u003c/a> and set it in motion, asking for a court declaration that affirms the legality of the new name.\u003c/p>\n\u003cp>Officials said San Francisco has not yet responded to this lawsuit. Chiu said it would be “at the appropriate time.”\u003c/p>\n\u003cp>Port of Oakland attorney Mary Richardson said in a statement that Oakland added “San Francisco” to its name to increase geographic awareness but will continue to use the OAK airport code, distinct branding, and “I Fly OAK” logo.\u003c/p>\n\u003cp>“This is not and has never been about SFO or confusion,” she said. “It’s about bringing awareness to travelers about the choices they have when traveling to and from the nine-county San Francisco Bay Area.”\u003c/p>\n\u003cp>She said Oakland would continue to “aggressively fight for its position on the San Francisco Bay.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "SF’s New Valencia Street Bike Lane Will Have to Go Around, And Between, Parklets",
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"content": "\u003cp>It’s often said that progress isn’t a straight line.\u003c/p>\n\u003cp>Judging by a briefing Monday by the San Francisco Municipal Transportation Agency, neither is the proposed redesigned bike lane on \u003ca href=\"https://www.kqed.org/news/tag/valencia-street\">Valencia Street\u003c/a>.\u003c/p>\n\u003cp>As part of SFMTA’s decision in June to end a \u003ca href=\"https://www.kqed.org/news/11976185/sfmta-cites-improved-road-safety-with-valencia-street-bike-lane-but-some-disagree\">controversial center-running bikeway pilot\u003c/a> and instead move forward with a protected, side-running bike lane, the agency gave Valencia Street merchants the option to keep their parklets curbside, move them slightly away from the sidewalk or remove them completely.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>At Monday’s briefing, officials confirmed the final tally: Of the 26 merchants with parklets on Valencia between 15th and 23rd streets, 21 have chosen to keep their parklets curbside, three have chosen “floating” parklets, and two have chosen to get rid of theirs altogether.\u003c/p>\n\u003cp>This means the future side-running bike lane on Valencia, which SFMTA hopes to break ground on in January, will be anything but straight.\u003c/p>\n\u003cp>The proposed lane will mostly run adjacent to the sidewalk, but when it encounters one of the 21 curbside parklets, it will curve around that parklet, something SFMTA staff call “slaloming.”\u003c/p>\n\u003cp>[aside postID=news_11976185 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2023/09/230921-ValenciaBikeway-015-BL-KQED-1020x680.jpg']\u003c/p>\n\u003cp>When the bike lane passes a floating parklet, it will thread a path between that parklet and the sidewalk.\u003c/p>\n\u003cp>The curbside parklet design is safer for people entering and exiting the parklet because it connects with the sidewalk. A floating parklet design, on the other hand, allows cyclists to ride in a straight line but can increase the likelihood of pedestrian-cyclist collisions as people cross the bike lane to enter and exit the parklet.\u003c/p>\n\u003cp>Marcel Moran, a faculty fellow at the Center for Urban Science and Progress at New York University, said he doesn’t foresee problems on the Valencia corridor if there is a combination of floating and non-floating parklets.\u003c/p>\n\u003cp>He pointed out the bike lane already “slaloms” around a curbside parklet at Four Barrel Coffee near 15th Street.\u003c/p>\n\u003cp>“It’s not an unreasonable type of maneuver for a cyclist. It’s very visible, and it doesn’t create an undue burden,” Moran said.\u003c/p>\n\u003cfigure id=\"attachment_12003835\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003835\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Valencia Street bike lane near Four Barrel Coffee in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In instances where parklets are floated, Moran said San Francisco can learn from design elements used by city planners in Oakland, New York City and Paris to reduce the chance of pedestrian-cyclist conflicts, including speed bumps and signage.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">After all the upheaval\u003c/a> over the center-running bike lane pilot, which spurred mixed feelings from cyclists and complaints over the loss of parking from businesses, SFMTA staff have prioritized letting merchants choose what happens next with their parklets.\u003c/p>\n\u003cp>“There’s been a lot of back and forth with parklet owners this year,” project manager Paul Stanis said.\u003c/p>\n\u003cp>Stanis told KQED that, unlike the center-running bikeway, the side-running bike lane would not be a pilot.\u003c/p>\n\u003cp>“This will be the permanent condition once it is fully installed next year,” Stanis said.\u003c/p>\n\u003cfigure id=\"attachment_12003836\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003836\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides in a bike lane next to a parklet on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Moran called the proposed design a “reasonable compromise.”\u003c/p>\n\u003cp>“Valencia Street can handle a mix of floating and non-floating parklets, as long as we’re very careful about the potential conflict zones, which are still going to be an improvement over a center-running bike lane,” he said.\u003c/p>\n\u003cp>The SFMTA board is expected to vote on whether to move forward with the proposal in November.\u003c/p>\n\u003cp>SFMTA plans to share the final design with the community later this month at walking tours and open house events.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It’s often said that progress isn’t a straight line.\u003c/p>\n\u003cp>Judging by a briefing Monday by the San Francisco Municipal Transportation Agency, neither is the proposed redesigned bike lane on \u003ca href=\"https://www.kqed.org/news/tag/valencia-street\">Valencia Street\u003c/a>.\u003c/p>\n\u003cp>As part of SFMTA’s decision in June to end a \u003ca href=\"https://www.kqed.org/news/11976185/sfmta-cites-improved-road-safety-with-valencia-street-bike-lane-but-some-disagree\">controversial center-running bikeway pilot\u003c/a> and instead move forward with a protected, side-running bike lane, the agency gave Valencia Street merchants the option to keep their parklets curbside, move them slightly away from the sidewalk or remove them completely.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>At Monday’s briefing, officials confirmed the final tally: Of the 26 merchants with parklets on Valencia between 15th and 23rd streets, 21 have chosen to keep their parklets curbside, three have chosen “floating” parklets, and two have chosen to get rid of theirs altogether.\u003c/p>\n\u003cp>This means the future side-running bike lane on Valencia, which SFMTA hopes to break ground on in January, will be anything but straight.\u003c/p>\n\u003cp>The proposed lane will mostly run adjacent to the sidewalk, but when it encounters one of the 21 curbside parklets, it will curve around that parklet, something SFMTA staff call “slaloming.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>When the bike lane passes a floating parklet, it will thread a path between that parklet and the sidewalk.\u003c/p>\n\u003cp>The curbside parklet design is safer for people entering and exiting the parklet because it connects with the sidewalk. A floating parklet design, on the other hand, allows cyclists to ride in a straight line but can increase the likelihood of pedestrian-cyclist collisions as people cross the bike lane to enter and exit the parklet.\u003c/p>\n\u003cp>Marcel Moran, a faculty fellow at the Center for Urban Science and Progress at New York University, said he doesn’t foresee problems on the Valencia corridor if there is a combination of floating and non-floating parklets.\u003c/p>\n\u003cp>He pointed out the bike lane already “slaloms” around a curbside parklet at Four Barrel Coffee near 15th Street.\u003c/p>\n\u003cp>“It’s not an unreasonable type of maneuver for a cyclist. It’s very visible, and it doesn’t create an undue burden,” Moran said.\u003c/p>\n\u003cfigure id=\"attachment_12003835\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003835\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Valencia Street bike lane near Four Barrel Coffee in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In instances where parklets are floated, Moran said San Francisco can learn from design elements used by city planners in Oakland, New York City and Paris to reduce the chance of pedestrian-cyclist conflicts, including speed bumps and signage.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">After all the upheaval\u003c/a> over the center-running bike lane pilot, which spurred mixed feelings from cyclists and complaints over the loss of parking from businesses, SFMTA staff have prioritized letting merchants choose what happens next with their parklets.\u003c/p>\n\u003cp>“There’s been a lot of back and forth with parklet owners this year,” project manager Paul Stanis said.\u003c/p>\n\u003cp>Stanis told KQED that, unlike the center-running bikeway, the side-running bike lane would not be a pilot.\u003c/p>\n\u003cp>“This will be the permanent condition once it is fully installed next year,” Stanis said.\u003c/p>\n\u003cfigure id=\"attachment_12003836\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003836\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides in a bike lane next to a parklet on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Moran called the proposed design a “reasonable compromise.”\u003c/p>\n\u003cp>“Valencia Street can handle a mix of floating and non-floating parklets, as long as we’re very careful about the potential conflict zones, which are still going to be an improvement over a center-running bike lane,” he said.\u003c/p>\n\u003cp>The SFMTA board is expected to vote on whether to move forward with the proposal in November.\u003c/p>\n\u003cp>SFMTA plans to share the final design with the community later this month at walking tours and open house events.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> is slated to receive $14.1 million in federal funding toward installing EV chargers at all parking facilities it manages, Sen. Alex Padilla announced Monday.\u003c/p>\n\u003cp>The money is part of nearly $150 million awarded for projects to build out much-needed electric vehicle charging stations across California, according to a press release from Padilla (D-Calif.). It will come from the Federal Highway Administration’s \u003ca href=\"https://url.us.m.mimecastprotect.com/s/zk1eCkRozNIXYnr4S2f6uZoejR?domain=transportation.gov\">Charging and Fueling Infrastructure Grant Program\u003c/a>, which was created by bipartisan infrastructure legislation signed by President Joe Biden in 2021.\u003c/p>\n\u003cp>According to Padilla, the funding will be used to install Level 2 chargers at BART station parking facilities for both customers and community members to use.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Level 2 chargers can power up a fully electric vehicle from empty to 80% in 4–10 hours, according to BART. The agency currently has 46 such chargers at its Warm Springs and Lafayette stations after piloting its first program at Warm Springs in 2017, and it reports usage has been good.\u003c/p>\n\u003cp>BART has not been officially notified of the U.S. Department of Transportation award, said Jim Allison, head of media relations for the transit agency, and therefore could not talk about the specific project.\u003c/p>\n\u003cp>[aside postID=news_11998646 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-1020x680.jpg']\u003c/p>\n\u003cp>However, he said agency officials see benefit in placing EV chargers at stations across the Bay Area to reduce greenhouse gas emissions and to make chargers more accessible as the state moves towards its goal that all new passenger vehicles be zero-emission by 2035.\u003c/p>\n\u003cp>“EV chargers would be great not just for BART riders but also for the surrounding community,” Allison said, speaking generally of the agency’s plans to expand EV charging.\u003c/p>\n\u003cp>He said EVs are perceived to be for people with higher incomes, “but the great thing about BART stations is they’re in every kind of community. And that would be a large step towards making EV adoption more equitable.”\u003c/p>\n\u003cp>Padilla agreed with the sentiment in his press release, noting that BART stations are close to multifamily housing, workplaces, hospitals, schools and more. The project will prioritize rolling out chargers to stations in or near disadvantaged communities.\u003c/p>\n\u003cp>BART will certainly roll out more chargers in its parking facilities, Allison said, but the timeline is still being determined as the agency prioritizes reliability. Future chargers are estimated to cost $15,000–$20,000 per plug.\u003c/p>\n\u003cp>Other projects to receive funding from the award announced by Padilla include efforts to build out car charging infrastructure along the U.S. Route 395 corridor in Inyo County, throughout Los Angeles County, and in the Shingle Springs Band of Miwok Indian Reservation and along U.S. Route 50 in El Dorado County.\u003c/p>\n\u003cp>The California Department of Transportation will receive $102.4 million to build out charging and hydrogen fueling stations for medium- to heavy-duty trucks for freight corridors along the West Coast.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>However, he said agency officials see benefit in placing EV chargers at stations across the Bay Area to reduce greenhouse gas emissions and to make chargers more accessible as the state moves towards its goal that all new passenger vehicles be zero-emission by 2035.\u003c/p>\n\u003cp>“EV chargers would be great not just for BART riders but also for the surrounding community,” Allison said, speaking generally of the agency’s plans to expand EV charging.\u003c/p>\n\u003cp>He said EVs are perceived to be for people with higher incomes, “but the great thing about BART stations is they’re in every kind of community. And that would be a large step towards making EV adoption more equitable.”\u003c/p>\n\u003cp>Padilla agreed with the sentiment in his press release, noting that BART stations are close to multifamily housing, workplaces, hospitals, schools and more. The project will prioritize rolling out chargers to stations in or near disadvantaged communities.\u003c/p>\n\u003cp>BART will certainly roll out more chargers in its parking facilities, Allison said, but the timeline is still being determined as the agency prioritizes reliability. Future chargers are estimated to cost $15,000–$20,000 per plug.\u003c/p>\n\u003cp>Other projects to receive funding from the award announced by Padilla include efforts to build out car charging infrastructure along the U.S. Route 395 corridor in Inyo County, throughout Los Angeles County, and in the Shingle Springs Band of Miwok Indian Reservation and along U.S. Route 50 in El Dorado County.\u003c/p>\n\u003cp>The California Department of Transportation will receive $102.4 million to build out charging and hydrogen fueling stations for medium- to heavy-duty trucks for freight corridors along the West Coast.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>As soon as next year, \u003ca href=\"https://www.kqed.org/news/tag/uber\">Uber\u003c/a> users in certain cities could have the option of summoning one of Cruise’s driverless Chevy Bolts, an announcement both companies made this week.\u003c/p>\n\u003cp>The feature won’t be available in San Francisco — where both companies are based — or anywhere else in California after the \u003ca href=\"https://www.kqed.org/news/11965443/california-dmv-pumps-the-brakes-on-cruise-driverless-taxis-in-san-francisco\">Department of Motor Vehicles pulled Cruise’s testing permits\u003c/a> last October because it found the vehicles were “not safe for the public’s operation.”\u003c/p>\n\u003cp>The California DMV first granted Cruise the authority to test autonomous vehicles with safety drivers in 2015, and last August, the company was cleared by the California Public Utilities Commission \u003ca href=\"https://www.dmv.ca.gov/portal/news-and-media/dmv-authorizes-cruise-to-test-driverless-vehicles-in-san-francisco/\">to operate without a driver in San Francisco\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Then, in October, a pedestrian who had been hit by a human driver in San Francisco became pinned under the tire of a Cruise vehicle after it dragged the pedestrian as it came to a stop. Cruise, at the time, called it an “extremely rare event” but \u003ca href=\"https://www.kqed.org/news/11965752/cruise-suspends-driverless-robotaxi-service-nationwide\">suspended testing its driverless vehicles\u003c/a> across the country shortly after.\u003c/p>\n\u003cp>The company’s permits in California remain suspended indefinitely, according to the DMV. As of May, the agency said it had “provided Cruise with additional questions regarding the reinstatement of their permits.”\u003c/p>\n\u003cp>Tiffany Testo, a spokesperson for Cruise, told KQED that the first cities to have the driverless option on Uber would likely be where Cruise is currently conducting supervised testing with safety drivers: Phoenix, Dallas or Houston.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">[aside postID=news_11993706 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/Waymo-1020x601.jpg']\u003c/span>\u003c/p>\n\u003cp>Cruise resumed safety testing in those three cities in June.\u003c/p>\n\u003cp>The partnership brings together two companies that have fallen behind in the race for autonomous robotaxis to Waymo, owned by Google’s parent company, Alphabet.\u003c/p>\n\u003cp>“We are excited to partner with Uber to bring the benefits of safe, reliable, autonomous driving to even more people, unlocking a new era of urban mobility,” Marc Whitten, CEO of Cruise, \u003ca href=\"https://www.getcruise.com/news/blog/2024/uber-and-cruise-to-deploy-autonomous-vehicles-on-the-uber-platform/\">said in a statement\u003c/a>.\u003c/p>\n\u003cp>In the joint statement, Uber CEO Dara Khosrowshahi cited the company’s position as “the largest mobility and delivery platform.”\u003c/p>\n\u003cp>Earlier this month, Cruise agreed to \u003ca href=\"https://static.nhtsa.gov/odi/inv/2022/INCLA-PE22014-10746.pdf\">recall nearly 1,200 robotaxis\u003c/a>, ending an investigation by the National Transportation Safety Board over unnecessarily hard braking. The NTSB says those issues have since been “remedied through software updates that are intended to reduce the risk of unexpected braking maneuvers, including by improvements to perception, prediction, and planning.”\u003c/p>\n\u003cp>Cruise’s safety issues also centered on the vehicles’ behavior around pedestrians in roadways, including crosswalks, in some situations. The NTSB previously raised concerns that Cruise’s vehicles didn’t exercise the right amount of caution.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Then, in October, a pedestrian who had been hit by a human driver in San Francisco became pinned under the tire of a Cruise vehicle after it dragged the pedestrian as it came to a stop. Cruise, at the time, called it an “extremely rare event” but \u003ca href=\"https://www.kqed.org/news/11965752/cruise-suspends-driverless-robotaxi-service-nationwide\">suspended testing its driverless vehicles\u003c/a> across the country shortly after.\u003c/p>\n\u003cp>The company’s permits in California remain suspended indefinitely, according to the DMV. As of May, the agency said it had “provided Cruise with additional questions regarding the reinstatement of their permits.”\u003c/p>\n\u003cp>Tiffany Testo, a spokesperson for Cruise, told KQED that the first cities to have the driverless option on Uber would likely be where Cruise is currently conducting supervised testing with safety drivers: Phoenix, Dallas or Houston.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/span>\u003c/p>\n\u003cp>Cruise resumed safety testing in those three cities in June.\u003c/p>\n\u003cp>The partnership brings together two companies that have fallen behind in the race for autonomous robotaxis to Waymo, owned by Google’s parent company, Alphabet.\u003c/p>\n\u003cp>“We are excited to partner with Uber to bring the benefits of safe, reliable, autonomous driving to even more people, unlocking a new era of urban mobility,” Marc Whitten, CEO of Cruise, \u003ca href=\"https://www.getcruise.com/news/blog/2024/uber-and-cruise-to-deploy-autonomous-vehicles-on-the-uber-platform/\">said in a statement\u003c/a>.\u003c/p>\n\u003cp>In the joint statement, Uber CEO Dara Khosrowshahi cited the company’s position as “the largest mobility and delivery platform.”\u003c/p>\n\u003cp>Earlier this month, Cruise agreed to \u003ca href=\"https://static.nhtsa.gov/odi/inv/2022/INCLA-PE22014-10746.pdf\">recall nearly 1,200 robotaxis\u003c/a>, ending an investigation by the National Transportation Safety Board over unnecessarily hard braking. The NTSB says those issues have since been “remedied through software updates that are intended to reduce the risk of unexpected braking maneuvers, including by improvements to perception, prediction, and planning.”\u003c/p>\n\u003cp>Cruise’s safety issues also centered on the vehicles’ behavior around pedestrians in roadways, including crosswalks, in some situations. The NTSB previously raised concerns that Cruise’s vehicles didn’t exercise the right amount of caution.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A crash and large fire along Interstate 80 in the Sierra involving an electric Tesla Semi has drawn the attention of federal safety investigators.\u003c/p>\n\u003cp>The U.S. National Transportation Safety Board said Thursday it’s sending a team of investigators from the Office of Highway Safety mainly to look into fire risks posed by lithium-ion batteries.\u003c/p>\n\u003cp>The team will work with the California Highway Patrol to “examine the wreckage and gather details about the events leading up to the collision and the subsequent fire response,” the agency said in a statement.\u003c/p>\n\u003cp>The \u003cem>Los Angeles Times\u003c/em> reported that the Tesla rig was traveling east on I-80 around 3:15 a.m. Monday near Emigrant Gap, about 70 miles northeast of Sacramento in Placer County, when it went off the road and collided with trees near the right shoulder.\u003c/p>\n\u003cp>The battery caught fire, spewing toxic fumes and reaching a temperature of 1,000 degrees, forcing firefighters to wait for it to burn out, the Highway Patrol told the newspaper. The Tesla driver walked away from the crash and was taken to a hospital, and the freeway was temporarily closed.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The battery burned into the late afternoon while firefighters tried to cool it down for cleanup, and the freeway didn’t reopen until 7:20 p.m., authorities said.\u003c/p>\n\u003cp>A message was left Thursday seeking comment on the crash and fire from Tesla.\u003c/p>\n\u003cp>[aside label='More Transportation Coverage' tag='transportation']\u003c/p>\n\u003cp>After an investigation that ended in 2021, the NTSB determined that high-voltage electric vehicle battery fires \u003ca href=\"https://apnews.com/article/fires-vehicle-fires-69421270f049c9875c07b011e8d4a51e\">pose risks to first responders\u003c/a> and that guidelines from manufacturers about how to deal with them were inadequate.\u003c/p>\n\u003cp>The agency, which has no enforcement powers and can only make recommendations, called for manufacturers to write vehicle-specific response guides for fighting battery fires and limiting chemical thermal runaway and reignition. The guidelines also should include information on how to safely store vehicles with damaged lithium-ion batteries, the agency said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Tesla began delivering the electric Semis in December of 2022, more than three years after CEO Elon Musk said his company would start making the trucks. Musk has said the Semi has a range per charge of 500 miles when pulling an 82,000-pound load.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A crash and large fire along Interstate 80 in the Sierra involving an electric Tesla Semi has drawn the attention of federal safety investigators.\u003c/p>\n\u003cp>The U.S. National Transportation Safety Board said Thursday it’s sending a team of investigators from the Office of Highway Safety mainly to look into fire risks posed by lithium-ion batteries.\u003c/p>\n\u003cp>The team will work with the California Highway Patrol to “examine the wreckage and gather details about the events leading up to the collision and the subsequent fire response,” the agency said in a statement.\u003c/p>\n\u003cp>The \u003cem>Los Angeles Times\u003c/em> reported that the Tesla rig was traveling east on I-80 around 3:15 a.m. Monday near Emigrant Gap, about 70 miles northeast of Sacramento in Placer County, when it went off the road and collided with trees near the right shoulder.\u003c/p>\n\u003cp>The battery caught fire, spewing toxic fumes and reaching a temperature of 1,000 degrees, forcing firefighters to wait for it to burn out, the Highway Patrol told the newspaper. The Tesla driver walked away from the crash and was taken to a hospital, and the freeway was temporarily closed.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>After an investigation that ended in 2021, the NTSB determined that high-voltage electric vehicle battery fires \u003ca href=\"https://apnews.com/article/fires-vehicle-fires-69421270f049c9875c07b011e8d4a51e\">pose risks to first responders\u003c/a> and that guidelines from manufacturers about how to deal with them were inadequate.\u003c/p>\n\u003cp>The agency, which has no enforcement powers and can only make recommendations, called for manufacturers to write vehicle-specific response guides for fighting battery fires and limiting chemical thermal runaway and reignition. The guidelines also should include information on how to safely store vehicles with damaged lithium-ion batteries, the agency said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Tesla began delivering the electric Semis in December of 2022, more than three years after CEO Elon Musk said his company would start making the trucks. Musk has said the Semi has a range per charge of 500 miles when pulling an 82,000-pound load.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Oakland firefighters searched for 40 minutes before they found the source of a July 27 electrical fire at one of BART’s downtown Oakland stations, uncertainty that contributed to an hourlong delay in evacuating hundreds of passengers from two trains that had been forced to stop in the area.\u003c/p>\n\u003cp>The fire, which involved a 56-year-old piece of electrical equipment at 12th Street, shut down service between the MacArthur, Coliseum and West Oakland stops. In fact, trains are still running at slower-than-normal speeds through areas near downtown Oakland.\u003c/p>\n\u003cp>The incident is among several this year in which BART has suffered significant service disruptions due to a variety of system failures, the latest involving a computer network crash that halted service to service through Hayward and Fremont for more than eight hours on Thursday.\u003c/p>\n\u003cp>The California Public Utilities Commission said its Rail Transit Safety Branch is investigating the cause of the fire.\u003c/p>\n\u003cp>BART Deputy General Manager Michael Jones said in an agency memorandum obtained by KQED that the incident began about 4:50 p.m. July 27, a Saturday, when the system carried significantly fewer passengers than it would have on a weekday.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Jones said the fire broke out in a room containing train control equipment and a gap breaker, a piece of electrical equipment that regulates power to the system’s third rail. Loss of the gap breaker at that location meant BART had no way of feeding continuous power to the rail in central Oakland.\u003c/p>\n\u003cp>The effects of the fire were immediately visible inside and outside the station. Oakland firefighters responding to a medical call just outside the 12th Street Station reported seeing smoke at 4:59 p.m., and the department sent as many as a dozen units and more than 50 firefighters to the scene.\u003c/p>\n\u003cp>Fire Department spokesperson Michael Hunt said the first firefighters arrived on the scene in just over a minute.\u003c/p>\n\u003cp>“Our biggest priority was evacuating people safely from the trains that were stopped on the tracks,” Hunt said.\u003c/p>\n\u003cp>One train, No. 225, was stopped between 12th Street and Lake Merritt stations. The other, Train 451, was halted between 12th Street and 19th Street.[aside label=\"More BART Stories\" tag=\"bart\"]\u003c/p>\n\u003cp>According to BART dispatch audio \u003ca href=\"https://x.com/Bartfare/status/1817350442365677956\">streamed live during the incident on social media\u003c/a>, the process of getting passengers off the trains was slowed for nearly an hour by uncertainty about whether it was safe to evacuate and whether it was possible to move the stopped trains with first responders on the tracks looking for the source of the fire.\u003c/p>\n\u003cp>Half an hour into the incident, the operator of Train 225 asked BART’s central control center about firefighters in the tunnel near his train.\u003c/p>\n\u003cp>“The Fire Department walked off toward the rear of my train, I do not have eyes on them,” the operator said in audio streamed live on social media company X by an account called \u003ca href=\"https://x.com/Bartfare\">BART Fare Evaders\u003c/a>. “Are you sending them back to help with the evacuation, or should I start now?”\u003c/p>\n\u003cp>“No word from the Fire Department,” a train controller answered. “I believe they are all assessing the situation at this time. (Trains) 225 and 451, be advised we have BART police and Fire Department personnel in all tracks between 19th Street and Lake Merritt stations. We are waiting for the Fire Department to confirm and BART police to confirm when it’s time to evacuate.”\u003c/p>\n\u003cp>“There is way too much smoke here where I am to evacuate in this tunnel,” the operator of Train 451 responded. “This train’s going to have to move back to 19th Street somehow. I stuck my head out the window just now to gauge, see how much smoke there was, and it’s way too much.”\u003c/p>\n\u003cp>Twenty minutes later, the operator of Train 451 told the BART controller, “The firefighters want to see if we can move the train back to 19th Street. They want to evacuate, and I’ve got two of them at the window asking us to move the train.”\u003c/p>\n\u003cp>The controller answered that moving the train was impossible because personnel were on the tracks elsewhere.\u003c/p>\n\u003cp>BART finally allowed the operators to begin evacuating their passengers at 5:48 p.m., 58 minutes after the incident began. It took another 25 minutes before the train operators confirmed that all passengers, including one in a wheelchair, had been safely offboarded.\u003c/p>\n\u003cp>By that time, Oakland Fire spokesperson Hunt said, firefighters had finally located the source of the smoke in a room at the south end of the 12th Street Station.\u003c/p>\n\u003cp>“It took upwards of 40 minutes to locate the room where the fire had occurred,” he said. “At that point, the fire was essentially out. We put some water on it, had crews go in with gear on, but the fire had basically extinguished itself by that time.”[aside label=\"Transportation Stories\" tag=\"transportation\"]\u003c/p>\n\u003cp>BART spokesperson Anna Duckworth said the damaged gap breaker at 12th Street was installed in 1968, four years before BART operated its first paid service. The breaker is one of 47 such devices stationed throughout the 131-mile transit network, funneling electricity from BART’s power supply to sections of third rail.\u003c/p>\n\u003cp>“We don’t know if age had something to do with the fire,” Duckworth said. “That’s something we’re looking at.” She added that the damaged breaker was one of 17 that the agency had already been working on replacing.\u003c/p>\n\u003cp>Jones, the agency’s deputy GM, acknowledged in his July 30 memo that the fire and loss of electrical power had a lasting effect on service. BART was unable to run all five of its lines until three days later, and even then, trains were forced to slow dramatically as they passed through central Oakland.\u003c/p>\n\u003cp>“We understand the impacts the current service has on passengers being on-time, making timed connections and their overall customer experience,” Jones wrote.\u003c/p>\n\u003cp>BART said trains continue to run at a slightly slower speed as repair work continues. The agency still has no estimate for when repairs might be complete.\u003c/p>\n\u003cp>The fire is among several incidents that have caused major delays on parts of the BART system this summer:\u003c/p>\n\u003cp>\u003cb>June 23\u003c/b>: A series of train breakdowns and track problems near West Oakland led to four hours of major delays.\u003c/p>\n\u003cp>\u003cb>June 26: \u003c/b>A rail maintenance vehicle derailed near 19th Street in downtown Oakland, forcing the agency to suspend service on its Red Line (Richmond-SFO/Millbrae) and causing major delays.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cb>Aug. 8: \u003c/b>A network computer problem partially disabled BART’s train control system and shut down regular service on the Green Line (Berryessa-Daly City) and Orange Line (Richmond-Berryessa) for more than eight hours.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Oakland firefighters searched for 40 minutes before they found the source of a July 27 electrical fire at one of BART’s downtown Oakland stations, uncertainty that contributed to an hourlong delay in evacuating hundreds of passengers from two trains that had been forced to stop in the area.\u003c/p>\n\u003cp>The fire, which involved a 56-year-old piece of electrical equipment at 12th Street, shut down service between the MacArthur, Coliseum and West Oakland stops. In fact, trains are still running at slower-than-normal speeds through areas near downtown Oakland.\u003c/p>\n\u003cp>The incident is among several this year in which BART has suffered significant service disruptions due to a variety of system failures, the latest involving a computer network crash that halted service to service through Hayward and Fremont for more than eight hours on Thursday.\u003c/p>\n\u003cp>The California Public Utilities Commission said its Rail Transit Safety Branch is investigating the cause of the fire.\u003c/p>\n\u003cp>BART Deputy General Manager Michael Jones said in an agency memorandum obtained by KQED that the incident began about 4:50 p.m. July 27, a Saturday, when the system carried significantly fewer passengers than it would have on a weekday.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Jones said the fire broke out in a room containing train control equipment and a gap breaker, a piece of electrical equipment that regulates power to the system’s third rail. Loss of the gap breaker at that location meant BART had no way of feeding continuous power to the rail in central Oakland.\u003c/p>\n\u003cp>The effects of the fire were immediately visible inside and outside the station. Oakland firefighters responding to a medical call just outside the 12th Street Station reported seeing smoke at 4:59 p.m., and the department sent as many as a dozen units and more than 50 firefighters to the scene.\u003c/p>\n\u003cp>Fire Department spokesperson Michael Hunt said the first firefighters arrived on the scene in just over a minute.\u003c/p>\n\u003cp>“Our biggest priority was evacuating people safely from the trains that were stopped on the tracks,” Hunt said.\u003c/p>\n\u003cp>One train, No. 225, was stopped between 12th Street and Lake Merritt stations. The other, Train 451, was halted between 12th Street and 19th Street.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>According to BART dispatch audio \u003ca href=\"https://x.com/Bartfare/status/1817350442365677956\">streamed live during the incident on social media\u003c/a>, the process of getting passengers off the trains was slowed for nearly an hour by uncertainty about whether it was safe to evacuate and whether it was possible to move the stopped trains with first responders on the tracks looking for the source of the fire.\u003c/p>\n\u003cp>Half an hour into the incident, the operator of Train 225 asked BART’s central control center about firefighters in the tunnel near his train.\u003c/p>\n\u003cp>“The Fire Department walked off toward the rear of my train, I do not have eyes on them,” the operator said in audio streamed live on social media company X by an account called \u003ca href=\"https://x.com/Bartfare\">BART Fare Evaders\u003c/a>. “Are you sending them back to help with the evacuation, or should I start now?”\u003c/p>\n\u003cp>“No word from the Fire Department,” a train controller answered. “I believe they are all assessing the situation at this time. (Trains) 225 and 451, be advised we have BART police and Fire Department personnel in all tracks between 19th Street and Lake Merritt stations. We are waiting for the Fire Department to confirm and BART police to confirm when it’s time to evacuate.”\u003c/p>\n\u003cp>“There is way too much smoke here where I am to evacuate in this tunnel,” the operator of Train 451 responded. “This train’s going to have to move back to 19th Street somehow. I stuck my head out the window just now to gauge, see how much smoke there was, and it’s way too much.”\u003c/p>\n\u003cp>Twenty minutes later, the operator of Train 451 told the BART controller, “The firefighters want to see if we can move the train back to 19th Street. They want to evacuate, and I’ve got two of them at the window asking us to move the train.”\u003c/p>\n\u003cp>The controller answered that moving the train was impossible because personnel were on the tracks elsewhere.\u003c/p>\n\u003cp>BART finally allowed the operators to begin evacuating their passengers at 5:48 p.m., 58 minutes after the incident began. It took another 25 minutes before the train operators confirmed that all passengers, including one in a wheelchair, had been safely offboarded.\u003c/p>\n\u003cp>By that time, Oakland Fire spokesperson Hunt said, firefighters had finally located the source of the smoke in a room at the south end of the 12th Street Station.\u003c/p>\n\u003cp>“It took upwards of 40 minutes to locate the room where the fire had occurred,” he said. “At that point, the fire was essentially out. We put some water on it, had crews go in with gear on, but the fire had basically extinguished itself by that time.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BART spokesperson Anna Duckworth said the damaged gap breaker at 12th Street was installed in 1968, four years before BART operated its first paid service. The breaker is one of 47 such devices stationed throughout the 131-mile transit network, funneling electricity from BART’s power supply to sections of third rail.\u003c/p>\n\u003cp>“We don’t know if age had something to do with the fire,” Duckworth said. “That’s something we’re looking at.” She added that the damaged breaker was one of 17 that the agency had already been working on replacing.\u003c/p>\n\u003cp>Jones, the agency’s deputy GM, acknowledged in his July 30 memo that the fire and loss of electrical power had a lasting effect on service. BART was unable to run all five of its lines until three days later, and even then, trains were forced to slow dramatically as they passed through central Oakland.\u003c/p>\n\u003cp>“We understand the impacts the current service has on passengers being on-time, making timed connections and their overall customer experience,” Jones wrote.\u003c/p>\n\u003cp>BART said trains continue to run at a slightly slower speed as repair work continues. The agency still has no estimate for when repairs might be complete.\u003c/p>\n\u003cp>The fire is among several incidents that have caused major delays on parts of the BART system this summer:\u003c/p>\n\u003cp>\u003cb>June 23\u003c/b>: A series of train breakdowns and track problems near West Oakland led to four hours of major delays.\u003c/p>\n\u003cp>\u003cb>June 26: \u003c/b>A rail maintenance vehicle derailed near 19th Street in downtown Oakland, forcing the agency to suspend service on its Red Line (Richmond-SFO/Millbrae) and causing major delays.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cb>Aug. 8: \u003c/b>A network computer problem partially disabled BART’s train control system and shut down regular service on the Green Line (Berryessa-Daly City) and Orange Line (Richmond-Berryessa) for more than eight hours.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>BART has just brought its “next generation” fare gates to San Francisco for the first time, installing some at the Civic Center station as part of the \u003ca href=\"https://www.kqed.org/news/11992041/barts-latest-service-meltdown-comes-at-a-tricky-time-for-transit-agency\">struggling transit system’s\u003c/a> attempt to address rider concerns over fare evasion and safety.\u003c/p>\n\u003cp>The new gates feature heavy polycarbonate door panels and steel frames that stand 7 feet tall, which officials hope will stop people from hopping or slipping through without paying.\u003c/p>\n\u003cp>BART has promised to replace the gates at all of its 50 stations, totaling over 700 new gates at a cost of around $90 million, by the end of 2025. Civic Center is the second station after West Oakland to get the new gates, although only the 7th Street entrance has been outfitted with the upgrade so far.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Anna Duckworth, a spokesperson for BART, said the new gates are a response to riders who desire a safer and more secure transit experience.\u003c/p>\n\u003cp>Like many other transit agencies, BART saw its fare revenue plummet during the COVID-19 pandemic and has struggled to lure riders back. Ridership remains less than half what it was in 2019 due largely to the pandemic-driven shift in work habits, though riders have also complained about service reliability, safety and fare evasion.[aside postID=news_11996890 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-1322125500-1020x668.jpg']“This is something our riders have been telling us they want,” Duckworth said. “A lot of riders don’t want to see other people not paying to get into the system when they’re paying to get into the system.”\u003c/p>\n\u003cp>At the West Oakland station, where the gates were first installed in late December, over 1 million entries and exits were recorded in the first six months. According to Duckworth, that’s 120,000 more than the station recorded during the same period last year—an 11% increase versus 6% systemwide.\u003c/p>\n\u003cp>“I think this should be the way forward,” Shubh Ranjan, a frequent BART rider, told KQED on Monday at the Civic Center station. “People don’t try to bypass you, so this is a good thing, a good initiative.”\u003c/p>\n\u003cp>He noted that the gates were easy to use and that he had no trouble getting through the doors.\u003c/p>\n\u003cp>The new gates feature mechanical locks that make it difficult to push through without first paying. With the new gates, riders will also be able to use Apple and Google Pay on their phones to pay their fare directly, although the Clipper card will still be in use.\u003c/p>\n\u003cp>BART still has 49 stations, including the Civic Center, awaiting new gates.\u003c/p>\n\u003cp>The gates are produced by a South Korean vendor, so BART staff will have to wait for the next delivery of parts, which is scheduled for Aug. 14. Installation of the next gates at Civic Center is set to begin on Aug. 16, Duckworth said, after which BART will begin installing gates at Oakland’s Fruitvale station.\u003c/p>\n\u003cp>According to Duckworth, the transit system is still on track to finish the project by the end of next year.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART has just brought its “next generation” fare gates to San Francisco for the first time, installing some at the Civic Center station as part of the \u003ca href=\"https://www.kqed.org/news/11992041/barts-latest-service-meltdown-comes-at-a-tricky-time-for-transit-agency\">struggling transit system’s\u003c/a> attempt to address rider concerns over fare evasion and safety.\u003c/p>\n\u003cp>The new gates feature heavy polycarbonate door panels and steel frames that stand 7 feet tall, which officials hope will stop people from hopping or slipping through without paying.\u003c/p>\n\u003cp>BART has promised to replace the gates at all of its 50 stations, totaling over 700 new gates at a cost of around $90 million, by the end of 2025. Civic Center is the second station after West Oakland to get the new gates, although only the 7th Street entrance has been outfitted with the upgrade so far.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“This is something our riders have been telling us they want,” Duckworth said. “A lot of riders don’t want to see other people not paying to get into the system when they’re paying to get into the system.”\u003c/p>\n\u003cp>At the West Oakland station, where the gates were first installed in late December, over 1 million entries and exits were recorded in the first six months. According to Duckworth, that’s 120,000 more than the station recorded during the same period last year—an 11% increase versus 6% systemwide.\u003c/p>\n\u003cp>“I think this should be the way forward,” Shubh Ranjan, a frequent BART rider, told KQED on Monday at the Civic Center station. “People don’t try to bypass you, so this is a good thing, a good initiative.”\u003c/p>\n\u003cp>He noted that the gates were easy to use and that he had no trouble getting through the doors.\u003c/p>\n\u003cp>The new gates feature mechanical locks that make it difficult to push through without first paying. With the new gates, riders will also be able to use Apple and Google Pay on their phones to pay their fare directly, although the Clipper card will still be in use.\u003c/p>\n\u003cp>BART still has 49 stations, including the Civic Center, awaiting new gates.\u003c/p>\n\u003cp>The gates are produced by a South Korean vendor, so BART staff will have to wait for the next delivery of parts, which is scheduled for Aug. 14. Installation of the next gates at Civic Center is set to begin on Aug. 16, Duckworth said, after which BART will begin installing gates at Oakland’s Fruitvale station.\u003c/p>\n\u003cp>According to Duckworth, the transit system is still on track to finish the project by the end of next year.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated at 2:59 p.m. Thursday\u003c/em>\u003c/p>\n\u003cp>Southwest Airlines announced Thursday that for the first time in its 50-year history, it will ditch its open seating policy in favor of assigned seats.\u003c/p>\n\u003cp>The company also said it will begin to introduce red-eye flights and “premium” seating with more legroom — changes that come as the budget airline faces continued financial struggles.\u003c/p>\n\u003cp>Southwest said it expects roughly one-third of seats across its fleets to be converted to “premium” with extra legroom, which it called “in line with that offered by industry peers on narrowbody aircraft.” Aircraft cabins will be redesigned to accommodate the boarding and seating changes, with an anticipated debut in 2025.\u003c/p>\n\u003cp>Overnight flights are starting in mid-February with three routes: Las Vegas to Baltimore and Orlando, Los Angeles to Baltimore and Nashville, and Phoenix to Baltimore. More are expected to be added over time.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The overhaul comes as Southwest, once the most profitable American airline, released second-quarter financial reports on Thursday showing a 51% drop in adjusted profit to $370 million despite reporting record revenue for the quarter. Revenue per available seat was down 3.8 percent year over year.\u003c/p>\n\u003cp>The airline aims to find a way to attract more travelers who have switched to other airlines. In 2022, it was at the center of a holiday season meltdown that saw nearly 17,000 flights canceled and 2 million passengers stranded — a fiasco that drew a $140 million penalty from the U.S. Department of Transportation along with $600 million in refunds.[aside postID=news_11996000 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/IMG_6302_qed-1020x680.jpg']Southwest said its open seating is cited as the number one reason customers switch airlines.\u003c/p>\n\u003cp>“The research is clear and indicates that 80% of Southwest Customers, and 86% of potential Customers, prefer an assigned seat,” the company said in a statement. “By moving to an assigned seating model, Southwest expects to broaden its appeal and attract more flying from its current and future Customers.”\u003c/p>\n\u003cp>The changes to Southwest’s boarding model and charging for premium seating align it with other major airlines, such as American and United, where such charges are standard.\u003c/p>\n\u003cp>Clint Henderson, managing editor for travel website The Points Guy, said the airline is making the right move to meet changing demands. \u003c/p>\n\u003cp>“A lot of consumers coming out of COVID decided to splurge on travel, and they’ve been buying upgraded seats, first class seats, extra legroom seats, early boarding … and the major airlines have gotten really good at segmenting cabins and making profits on all these peoples’ tastes of luxury. So Southwest wants a piece of that,” he said. “Southwest has been struggling financially; this is their bid to get some of that premium traveler traffic, and I think it’s going to work.” \u003c/p>\n\u003cp>He added that although the shift could alienate some longtime Southwest fliers, the airline is keeping its free checked bags policy, which he called its strongest differentiator.\u003c/p>\n\u003cp>Southwest is creating a new executive vice president of commercial transformation role to facilitate the new changes, tapping Ryan Green, who currently leads the company’s work on cabin transformation and previously worked on its loyalty program.\u003c/p>\n\u003cp>The changes come after activist investors with Elliot Investment Management took out a $1.9 billion stake in Southwest in early June, calling for strategy and management changes to rejuvenate the company.\u003c/p>\n\u003cp>Pressure on Southwest is also coming from the Federal Aviation Administration, which announced on Tuesday that it is placing the airline under a heightened safety review after a string of near-miss collisions over the last few months. That includes close calls in flights over New York, Hawaii, Oklahoma, and most recently, an extremely low descent in Tampa.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Southwest said its open seating is cited as the number one reason customers switch airlines.\u003c/p>\n\u003cp>“The research is clear and indicates that 80% of Southwest Customers, and 86% of potential Customers, prefer an assigned seat,” the company said in a statement. “By moving to an assigned seating model, Southwest expects to broaden its appeal and attract more flying from its current and future Customers.”\u003c/p>\n\u003cp>The changes to Southwest’s boarding model and charging for premium seating align it with other major airlines, such as American and United, where such charges are standard.\u003c/p>\n\u003cp>Clint Henderson, managing editor for travel website The Points Guy, said the airline is making the right move to meet changing demands. \u003c/p>\n\u003cp>“A lot of consumers coming out of COVID decided to splurge on travel, and they’ve been buying upgraded seats, first class seats, extra legroom seats, early boarding … and the major airlines have gotten really good at segmenting cabins and making profits on all these peoples’ tastes of luxury. So Southwest wants a piece of that,” he said. “Southwest has been struggling financially; this is their bid to get some of that premium traveler traffic, and I think it’s going to work.” \u003c/p>\n\u003cp>He added that although the shift could alienate some longtime Southwest fliers, the airline is keeping its free checked bags policy, which he called its strongest differentiator.\u003c/p>\n\u003cp>Southwest is creating a new executive vice president of commercial transformation role to facilitate the new changes, tapping Ryan Green, who currently leads the company’s work on cabin transformation and previously worked on its loyalty program.\u003c/p>\n\u003cp>The changes come after activist investors with Elliot Investment Management took out a $1.9 billion stake in Southwest in early June, calling for strategy and management changes to rejuvenate the company.\u003c/p>\n\u003cp>Pressure on Southwest is also coming from the Federal Aviation Administration, which announced on Tuesday that it is placing the airline under a heightened safety review after a string of near-miss collisions over the last few months. That includes close calls in flights over New York, Hawaii, Oklahoma, and most recently, an extremely low descent in Tampa.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"soldout": {
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