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"content": "\u003cp>The U.S. government’s highway safety agency has opened another investigation of automated driving systems, this time into crashes involving Waymo’s self-driving vehicles.\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration posted \u003ca href=\"https://s3.documentcloud.org/documents/24662325/732396413-inoa-pe24016-12382.pdf\" target=\"_blank\" rel=\"noopener\">documents\u003c/a> detailing the probe on its website early Tuesday after receiving 22 reports of Waymo vehicles either crashing or doing something that may have violated traffic laws.\u003c/p>\n\u003cp>In the past month, the agency has opened at least four investigations of vehicles that can either drive themselves or take on at least some driving functions, as it appears to be getting more aggressive in regulating the devices.\u003c/p>\n\u003cp>In the probe of Waymo, which was once Google’s self-driving vehicle unit, the agency said it has reports of 17 crashes and five other reports of possible traffic law violations. No injuries were reported.\u003c/p>\n\u003cp>In the crashes, the Waymo vehicles hit stationary objects such as gates, chains or parked vehicles. Some of the incidents happened shortly after the Waymo driving system behaved unexpectedly near traffic control devices, according to the documents.\u003c/p>\n\u003cp>Waymo said in a statement that the NHTSA plays an important role in road safety and that it will continue working with the agency “as part of our mission to become the world’s most trusted driver.”\u003c/p>\n\u003cp>The company said it makes over 50,000 weekly trips with riders in challenging environments. “We are proud of our performance and safety record over tens of millions of autonomous miles driven, as well as our demonstrated commitment to safety transparency,” the statement said.\u003c/p>\n\u003cp>Waymo, based in Mountain View, has been operating around the clock throughout San Francisco since last summer under permits issued by the California Public Utilities Commission and Department of Motor Vehicles. The DMV has permitted the company to operate in 22 Peninsula and Silicon Valley cities and throughout Los Angeles and bordering communities.\u003c/p>\n\u003cp>Michael Brooks, executive director of the nonprofit Center for Auto Safety, said NHTSA’s more aggressive actions show that autonomous vehicles may not be ready for public roads yet.\u003c/p>\n\u003cp>[aside label=\"more on autonomous vehicles\" tag=\"waymo\"]The agency’s only enforcement power on autonomous vehicles, at present, is to open investigations and seek recalls, which it is doing, Brooks said. NHTSA has been criticized in the past for being slow to regulate Tesla and other companies that offer automated driving systems, but Brooks said things appear to have changed.\u003c/p>\n\u003cp>“Ultimately, I think it’s a good thing here that they’re taking these steps, trying to figure out why these vehicles are acting the way they are,” Brooks said.\u003c/p>\n\u003cp>NHTSA said it would investigate the 22 incidents involving Waymo’s fifth-generation driving system plus similar scenarios “to more closely assess any commonalities in these incidents.”\u003c/p>\n\u003cp>The agency said it understands that Waymo’s automated driving system was engaged throughout each incident, or in some cases involving a test vehicle, a human driver disengaged the system just before an accident happened.\u003c/p>\n\u003cp>The probe will evaluate the system’s performance in detecting and responding to traffic control devices and in avoiding crashes with stationary and semi-stationary objects and vehicles, the documents said.\u003c/p>\n\u003cp>Since late April, NHTSA has opened investigations into collisions involving self-driving vehicles run by Amazon-owned Zoox, as well as partially automated driver-assist systems offered by Tesla and Ford.\u003c/p>\n\u003cp>In 2021, the agency ordered all companies with self-driving vehicles or partially automated systems to report all crashes to the government. The probes rely heavily on data reported by the automakers under that order.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>NHTSA is also investigating General Motors’ Cruise autonomous vehicle unit after receiving reports that the vehicles may not have used proper caution around pedestrians. The DMV and CPUC \u003ca href=\"https://www.kqed.org/news/11965443/california-dmv-pumps-the-brakes-on-cruise-driverless-taxis-in-san-francisco\" target=\"_blank\" rel=\"noopener\">suspended Cruise’s operating permits\u003c/a> last October after an incident in downtown San Francisco in which one of the company’s vehicles struck and dragged a pedestrian.\u003c/p>\n\u003cp>In the Ford investigation, the agency is looking into two nighttime crashes on freeways that killed three people.\u003c/p>\n\u003cp>NHTSA has also questioned whether a recall of Tesla’s Autopilot driver-assist system last year was effective enough to ensure human drivers were paying attention. NHTSA said it ultimately found 467 crashes involving Autopilot, resulting in 54 injuries and 14 deaths.\u003c/p>\n\u003cp>The agency also pressured Tesla to recall its “Full Self Driving” system last year because it can misbehave around intersections and doesn’t always follow speed limits.\u003c/p>\n\u003cp>Despite their names, neither Tesla’s Autopilot nor its “Full Self Driving” systems can drive vehicles themselves, and the company said human drivers must be ready to intervene at all times.\u003c/p>\n\u003cp>In addition, NHTSA has moved to set performance standards for automatic emergency braking systems, requiring them to brake quickly to avoid pedestrians and other vehicles.\u003c/p>\n\u003cp>The standards come after other investigations involving automatic braking systems from Tesla, Honda and Fisker because they can brake for no reason, increasing the risk of a crash.\u003c/p>\n\u003cp>In a 2022 interview, then-NHTSA Administrator Steven Cliff said the agency would step up scrutiny of automated vehicles, and the agency has recently taken more action. NHTSA has been without a Senate-confirmed administrator since Cliff left for the California Air Resources Board in August 2022.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The U.S. government’s highway safety agency has opened another investigation of automated driving systems, this time into crashes involving Waymo’s self-driving vehicles.\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration posted \u003ca href=\"https://s3.documentcloud.org/documents/24662325/732396413-inoa-pe24016-12382.pdf\" target=\"_blank\" rel=\"noopener\">documents\u003c/a> detailing the probe on its website early Tuesday after receiving 22 reports of Waymo vehicles either crashing or doing something that may have violated traffic laws.\u003c/p>\n\u003cp>In the past month, the agency has opened at least four investigations of vehicles that can either drive themselves or take on at least some driving functions, as it appears to be getting more aggressive in regulating the devices.\u003c/p>\n\u003cp>In the probe of Waymo, which was once Google’s self-driving vehicle unit, the agency said it has reports of 17 crashes and five other reports of possible traffic law violations. No injuries were reported.\u003c/p>\n\u003cp>In the crashes, the Waymo vehicles hit stationary objects such as gates, chains or parked vehicles. Some of the incidents happened shortly after the Waymo driving system behaved unexpectedly near traffic control devices, according to the documents.\u003c/p>\n\u003cp>Waymo said in a statement that the NHTSA plays an important role in road safety and that it will continue working with the agency “as part of our mission to become the world’s most trusted driver.”\u003c/p>\n\u003cp>The company said it makes over 50,000 weekly trips with riders in challenging environments. “We are proud of our performance and safety record over tens of millions of autonomous miles driven, as well as our demonstrated commitment to safety transparency,” the statement said.\u003c/p>\n\u003cp>Waymo, based in Mountain View, has been operating around the clock throughout San Francisco since last summer under permits issued by the California Public Utilities Commission and Department of Motor Vehicles. The DMV has permitted the company to operate in 22 Peninsula and Silicon Valley cities and throughout Los Angeles and bordering communities.\u003c/p>\n\u003cp>Michael Brooks, executive director of the nonprofit Center for Auto Safety, said NHTSA’s more aggressive actions show that autonomous vehicles may not be ready for public roads yet.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The agency’s only enforcement power on autonomous vehicles, at present, is to open investigations and seek recalls, which it is doing, Brooks said. NHTSA has been criticized in the past for being slow to regulate Tesla and other companies that offer automated driving systems, but Brooks said things appear to have changed.\u003c/p>\n\u003cp>“Ultimately, I think it’s a good thing here that they’re taking these steps, trying to figure out why these vehicles are acting the way they are,” Brooks said.\u003c/p>\n\u003cp>NHTSA said it would investigate the 22 incidents involving Waymo’s fifth-generation driving system plus similar scenarios “to more closely assess any commonalities in these incidents.”\u003c/p>\n\u003cp>The agency said it understands that Waymo’s automated driving system was engaged throughout each incident, or in some cases involving a test vehicle, a human driver disengaged the system just before an accident happened.\u003c/p>\n\u003cp>The probe will evaluate the system’s performance in detecting and responding to traffic control devices and in avoiding crashes with stationary and semi-stationary objects and vehicles, the documents said.\u003c/p>\n\u003cp>Since late April, NHTSA has opened investigations into collisions involving self-driving vehicles run by Amazon-owned Zoox, as well as partially automated driver-assist systems offered by Tesla and Ford.\u003c/p>\n\u003cp>In 2021, the agency ordered all companies with self-driving vehicles or partially automated systems to report all crashes to the government. The probes rely heavily on data reported by the automakers under that order.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>NHTSA is also investigating General Motors’ Cruise autonomous vehicle unit after receiving reports that the vehicles may not have used proper caution around pedestrians. The DMV and CPUC \u003ca href=\"https://www.kqed.org/news/11965443/california-dmv-pumps-the-brakes-on-cruise-driverless-taxis-in-san-francisco\" target=\"_blank\" rel=\"noopener\">suspended Cruise’s operating permits\u003c/a> last October after an incident in downtown San Francisco in which one of the company’s vehicles struck and dragged a pedestrian.\u003c/p>\n\u003cp>In the Ford investigation, the agency is looking into two nighttime crashes on freeways that killed three people.\u003c/p>\n\u003cp>NHTSA has also questioned whether a recall of Tesla’s Autopilot driver-assist system last year was effective enough to ensure human drivers were paying attention. NHTSA said it ultimately found 467 crashes involving Autopilot, resulting in 54 injuries and 14 deaths.\u003c/p>\n\u003cp>The agency also pressured Tesla to recall its “Full Self Driving” system last year because it can misbehave around intersections and doesn’t always follow speed limits.\u003c/p>\n\u003cp>Despite their names, neither Tesla’s Autopilot nor its “Full Self Driving” systems can drive vehicles themselves, and the company said human drivers must be ready to intervene at all times.\u003c/p>\n\u003cp>In addition, NHTSA has moved to set performance standards for automatic emergency braking systems, requiring them to brake quickly to avoid pedestrians and other vehicles.\u003c/p>\n\u003cp>The standards come after other investigations involving automatic braking systems from Tesla, Honda and Fisker because they can brake for no reason, increasing the risk of a crash.\u003c/p>\n\u003cp>In a 2022 interview, then-NHTSA Administrator Steven Cliff said the agency would step up scrutiny of automated vehicles, and the agency has recently taken more action. NHTSA has been without a Senate-confirmed administrator since Cliff left for the California Air Resources Board in August 2022.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "we-approach-in-peace-are-barts-outreach-efforts-to-help-people-in-crisis-working",
"title": "'We Approach in Peace': Are BART's Efforts to Help People in Crisis Working?",
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"headTitle": "‘We Approach in Peace’: Are BART’s Efforts to Help People in Crisis Working? | KQED",
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"content": "\u003cp>On a recent rainy morning, Stephine Barnes paces slowly through a covered outdoor walkway off the main entrance of the San Leandro BART station.\u003c/p>\n\u003cp>“People like to camp out here because you have shelter. There’s no rain, it’s dry. So people just find little nooks and crannies,” Barnes says, surveying the area. “It’s usually where we find a lot of people in the wee hours of the morning, sleeping, camped out, wandering around.”\u003c/p>\n\u003cp>Barnes is a BART crisis intervention specialist, and her job entails seeking out and offering help to the many people in the sprawling transit system struggling with lack of shelter, mental health problems or addiction. She and her partner for the day, Natalie Robinson, are part of the agency’s ambitious new efforts to address a slew of human crises that show up on BART’s trains and platforms every day — without involving the police.\u003c/p>\n\u003cp>They spot a young woman with glasses and a purple bow in her hair who is hastily pulling belongings from a bike locker. Two roller bags, a dirty blanket and a ragged stuffed octopus are among the random array of possessions splayed on the ground around her.\u003c/p>\n\u003cp>Barnes and Robinson approach cautiously, mindful of a large Rottweiler sitting nearby.\u003c/p>\n\u003cp>“We like to connect people with resources,” Robinson says. “So if you have a need for shelter, housing, anything like that, you can let us know.”\u003c/p>\n\u003cp>The woman, who gives her name as Cat, seems tentative but receptive. She tells them that she and her boyfriend arrived recently from Southern California. They had been living in their car and storing their belongings in the bike locker. But BART police had just ordered them to clear out.\u003c/p>\n\u003cp>Cat nods to the dog, which sports a black-and-white smiley face bandana around its neck. “That’s Einstein,” she says. “He’s our son.”\u003c/p>\n\u003cp>“Oh, my goodness, you’re just a sweetheart,” Barnes exclaims, patting the dog’s head.\u003c/p>\n\u003cfigure id=\"attachment_11979248\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11979248 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED.jpg\" alt=\"A middle-aged Black woman speaks to a younger woman wearing a purple hair decoration.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Outside the San Leandro Bart station, BART Crisis Intervention Specialist Stephine Barnes tells an unhoused person named Cat about a nearby housing assistance program. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>She tells Cat to take her time retrieving her belongings, and emphasizes that she and Robinson are not police officers and aren’t there to pressure her to leave.\u003c/p>\n\u003cp>“If you guys are interested in getting on the list for permanent housing in Alameda County, there’s a place called Hedco in Hayward,” Barnes tells her. “You can get coffee in the morning and all that kind of stuff. And then they put you in line on how to get these resources for housing and all of those things Alameda County offers.”\u003c/p>\n\u003cp>Robinson explains how to get there and hands Cat her card, telling her to call if she needs anything.\u003c/p>\n\u003cp>“I’m really bad with resources, honestly. So this is great,” Cat says, stuffing the card in her jacket pocket and continuing her hurried packing.\u003c/p>\n\u003cp>“You don’t have to be out here forever,” Robinson says as she and Barnes wish Cat luck and head back toward the station.\u003c/p>\n\u003cp>They’ll probably never know if she follows through.\u003c/p>\n\u003cp>“It varies widely,” Robinson says. “We could bring someone to a resource, and they literally don’t walk in the door, or we connect somebody, and they follow all the way through.”\u003c/p>\n\u003ch2>\u003cb>‘Customer service on steroids’\u003c/b>\u003c/h2>\n\u003cp>In 2021, Barnes and Robinson, both seasoned BART employees, were among the first to join the crisis intervention team, now a 20-member crew dispatched throughout the 50-station transit system to offer help to people who appear to be overtly in need of it.\u003c/p>\n\u003cp>Finding that population has gotten a good deal easier in recent years, amid a discernible uptick in the number of people on BART’s trains and platforms experiencing homelessness or suffering from serious mental health issues — a trend that mirrors \u003ca href=\"https://www.sfchronicle.com/bayarea/article/homeless-populations-surge-11-in-san-jose-and-8-17176329.php\">the overall surge\u003c/a> in the Bay Area’s unhoused population since the start of the pandemic.\u003c/p>\n\u003cp>BART realized “a lot of the problems that were happening outside the station were coming inside the station,” says Barnes, 53, who was a station agent for 27 years, most recently at the Coliseum station in Oakland, before taking this job. “And, of course, as an agent, you see that firsthand.”\u003c/p>\n\u003cp>BART’s boots-on-the-ground outreach approach, launched in the depths of the pandemic, marks a notable foray into social services for an agency whose main objective has always been getting people from point A to point B.\u003c/p>\n\u003cp>The effort comes as BART struggles to recoup ridership, which \u003ca href=\"https://www.bart.gov/sites/default/files/2024-04/202403%20MRR.pdf\">still hovers at just over 40%\u003c/a> of pre-pandemic levels, and as riders \u003ca href=\"https://www.bayareacouncil.org/press-releases/new-poll-overwhelming-support-for-more-police-on-bart-greater-focus-on-cleanliness-and-stronger-enforcement-of-rules/\">consistently say in surveys that \u003c/a>they’re most dissatisfied with how the agency addresses homelessness.\u003c/p>\n\u003cfigure id=\"attachment_11986011\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11986011 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut.jpg\" alt=\"Two middle-aged women in dark-blue uniforms speak to an unseen passenger on a BART train.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART Crisis Intervention Specialists Natalie Robinson (left) and Stephine Barnes check on the well-being of a BART passenger they think might need help. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Those factors have prompted BART’s leaders to ratchet up funding for crisis intervention and related services — to the tune of $11 million last year, \u003ca href=\"https://www.bart.gov/sites/default/files/docs/Homeless%20Action%20Plan.pdf\">according to the agency’s 2023 homeless action plan\u003c/a>.\u003c/p>\n\u003cp>“People have seen a need for something different than what everyone was doing before, which was, ‘Call the police, call the police, call the police,’” says Barnes, who describes her job as “customer service on steroids.”\u003c/p>\n\u003cp>Most jobs at BART have existed since the agency started running trains more than 50 years ago, she notes.\u003c/p>\n\u003cp>“There was nothing, though, that really addressed the mental health component or the homelessness crisis that we’re experiencing in the Bay Area,” Barnes says. “So when I first read [about the job], I thought, ‘Wow, this is like the next-level customer service.’ Because some customers need more help than just buying a Clipper Card.”\u003c/p>\n\u003cp>The CISes, as they’re called, operate under the auspices of BART’s Police Department. But they wear distinctive, labeled uniforms and roam the stations and trains of their assigned zone in pairs, unaccompanied by sworn officers.\u003c/p>\n\u003cp>They also have no enforcement power and don’t carry any weapons.\u003c/p>\n\u003cp>They’re armed, instead, with latex gloves, Narcan — used to reverse opioid overdoses — and police radios in the event they need backup. And they use electronic notepads to document and tally their interactions, data the agency hopes will eventually demonstrate the still-undetermined effectiveness of the program.\u003c/p>\n\u003cp>Some CISes, like Robinson, 49, who worked as a BART police dispatcher for 16 years, also load their pockets with snacks to hand out. Others carry extra pairs of clean socks.\u003c/p>\n\u003cp>Much of the help CISes offer comes in the form of referrals to a collection of social service and mental health nonprofits sprinkled throughout BART’s five-county service area.\u003c/p>\n\u003cp>“We get to do God’s work out here,” Robinson says. “We’re helping people who are unhoused, who have substance-abuse issues, mental health issues. And being able to connect them to the proper service — those who are willing to make changes in their life — it’s just really rewarding.”\u003c/p>\n\u003ch2>\u003cb>Signs of distress\u003c/b>\u003c/h2>\n\u003cp>On this morning, Barnes and Robinson are about midway through an 8-hour shift, one that began at 5 a.m. and has taken them back and forth multiple times across their zone, from San Leandro to Lake Merritt stations. Much of that is spent patrolling train cars and platforms, searching for telltale signs of distress.\u003c/p>\n\u003cp>“We pay attention to maybe some drug paraphernalia, someone who might be passed out, and check on their welfare,” Robinson says. “And then we’re also patrolling stations and just interacting with the public and building relationships with individuals that we see on a repeat basis.”\u003c/p>\n\u003cp>BART station agents and train operators can reach out to the CISes for help dealing with difficult but non-threatening situations, Barnes says. Passengers can also now call BART police to request help from a non-sworn officer, and dispatchers are authorized to reroute certain 911 calls to them.\u003c/p>\n\u003cfigure id=\"attachment_11979245\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11979245 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED.jpg\" alt=\"A person in a bathrobe and slippers walks on a train platform.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A person in a bathrobe and slippers walks along the platform of the Fruitvale BART Station — someone that Crisis Intervention Specialist Stephine Barnes says she has interacted with multiple times. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We can be more accessible to the public than the officers can. They’re responding to emergencies, they’re responding to fights, they’re responding to someone with a weapon,” Barnes says. “But we can take the time out. If you need to talk to me for an hour, you have me for an hour. If I need to escort you on the train, and I need to take you to a resource that’s 30, 40 minutes away, I have the time to do that.”\u003c/p>\n\u003cp>Even when people are in their worst state, Barnes says, they’re still generally grateful to have someone checking in on them.\u003c/p>\n\u003cp>“I mean, of course, there are times when you’re going to be called names and told ‘Get away, you’re going to get your ass kicked,’ she says. “But I got that more as a station agent than I have in this position.”[aside label=\"more on homelessness\" tag=\"homelessness\"]BART says CISes “\u003ca href=\"https://www.bart.gov/news/articles/2023/news20230103-2\">have a background in social work\u003c/a>” or related experience and receive a month-long training that focuses on conflict resolution and de-escalation techniques for people suffering from mental health, homelessness and substance-abuse issues.\u003c/p>\n\u003cp>“We’re all trained in how to come in peace. So when we approach, we approach in peace,” Barnes says. “It’s about a greeting. It’s about, ‘Hey, how are you? How are you doing? How can I best support you?’”\u003c/p>\n\u003cp>“And a lot of times, they’re very receptive to it,” she says. “But it takes time. Relationships take time.”\u003c/p>\n\u003cp>Over roughly two hours that morning, Barnes and Robinson ask about 10 people if they need some help, including several semi-conscious riders slumped over on their seats and an older man near the entrance of the Coliseum station wrapped in a dirty blanket, muttering to himself. All, except Cat, the woman they encountered at San Leandro station, wave them off.\u003c/p>\n\u003cp>In the last quarter of 2023, CISes \u003ca href=\"https://www.bart.gov/sites/default/files/2024-02/Quarterly%20Service%20Performance%20Review%20-%20Second%20Quarter%20Fiscal%20Year%202024%20-%20Presentation%20%281%29.pdf\">reported having more than 4,500 contacts\u003c/a>, of which 210 — just under 5% — resulted in verifiable connections to service providers.\u003c/p>\n\u003cp>“It’s a game of patience. It may be the first contact somebody is ready to seek that help. Sometimes it might be the 20th contact,” says Ja’Son Scott, deputy chief of BART’s nascent Progressive Policing and Community Engagement Bureau, which encompasses the CIS program.\u003c/p>\n\u003cp>Scott’s bureau was launched \u003ca href=\"https://www.sfexaminer.com/archives/unarmed-bart-ambassadors-program-formalized-with-a-focus-on-community-service/article_f74c861e-326f-585d-9014-44665369b258.html\">in the fall of 2020\u003c/a>, just months after George Floyd’s murder by Minneapolis police sparked nationwide protests for racial justice and police accountability. BART says its new approach, aimed at helping to restore ridership, came in response to mounting requests from passengers for an increased safety presence in the system but with less reliance on armed officers.\u003c/p>\n\u003cfigure id=\"attachment_11979241\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11979241 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED.jpg\" alt=\"Two women in uniform look through an open BART train door.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART Crisis Intervention Specialists Natalie Robinson (left) and Stephine Barnes speak to passengers on a BART train that’s been stalled on the platform after a man reportedly flung a bag of feces-caked laundry around the first car. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The initiative has an annual budget of roughly $8 million, and in addition to the 20 CISes, it includes up to 10 “transit ambassadors” who also patrol the system, reporting safety concerns and “biohazards.”\u003c/p>\n\u003cp>\u003cb>“\u003c/b>I realize we didn’t have all the tools as police officers to deal with all the issues that you see in BART, and it’s not always necessary for a police officer to do that,” Scott says. “We can’t arrest our way through these problems.”\u003c/p>\n\u003ch2>\u003cb>Outreach vs. enforcement\u003c/b>\u003c/h2>\n\u003cp>BART’s social service efforts, however, haven’t always gone smoothly. The agency’s inspector general \u003ca href=\"https://www.bart.gov/sites/default/files/docs/REPORT_%24350K%20for%20Homeless%20Outreach%20Yielded%20Unclear%20Results_Final_020323.pdf\">reported\u003c/a> last year that a $350,000 multiyear contract with the Salvation Army to address homelessness resulted in just one unsheltered person entering treatment.\u003c/p>\n\u003cp>At the same time, BART’s Police Department has ramped up enforcement, \u003ca href=\"https://www.bart.gov/news/articles/2024/news20240328\">reporting a 62% increase in arrests\u003c/a> last year while aggressively recruiting to fill vacant positions on its force by offering higher salaries and signing bonuses.\u003c/p>\n\u003cp>Those developments come as riders say they want to see more sworn officers in the system.\u003c/p>\n\u003cp>A \u003ca href=\"https://drive.zooce.com/management/builtinapps/fileoperator.aspx?child=1&a=D3B60E43-50D3-46D5-A799-2C3CECF14238&ro=1&fid=13728646727690992504_9832503603610834240\">2023 Bay Area Council poll\u003c/a> found three-fourths of respondents would make that a high priority. Four out of five agreed that people who violate BART’s code of conduct — rules that prohibit smoking, eating, and playing loud music, among other things — should be ejected from the system. And more than two-thirds of respondents said they thought BART should focus exclusively on running a clean, safe and reliable transit operation — while letting other public agencies deal with people in crisis.\u003c/p>\n\u003cp>Debora Allen, a BART Board director, is among that majority. A staunch supporter of tougher law enforcement within the system, Allen was one of just two board members who voted against forming the Progressive Policing Bureau. And she remains dubious of its benefits.\u003c/p>\n\u003cp>“Look, no one wants to help people who are down and out and in crisis more than me. I think all of us on that board have the same interest,” she says. But “transit isn’t the place to start social service programs. We have counties and cities who receive hundreds of millions of dollars each year to do this social service work. We should remain focused on transit.”\u003c/p>\n\u003cfigure id=\"attachment_11979246\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11979246 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED.jpg\" alt=\"A Narcan case on someone's belt.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Stephine Barnes and other crisis intervention specialists always carry Narcan, a drug used to reverse opioid overdoses. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Allen argues that BART is using scarce dollars to deliver services to people inside the system, all but incentivizing them to stay there, while offering little in the way of data to show if the program is actually helping people.\u003c/p>\n\u003cp>“What I have argued all along is our first line of defense should be to keep those people out of the system,” Allen says, decrying BART’s failure to clamp down on rampant fare evasion. \u003cb>“\u003c/b>Having them wandering and sometimes even living inside of a transit system with active moving trains all the time is the most dangerous place for them to decide to live.”\u003c/p>\n\u003ch2>‘We are definitely needed’\u003c/h2>\n\u003cp>At Lake Merritt station, Barnes and Robinson are dispatched to a Dublin-Pleasanton-bound train that’s been stalled on the platform after a man reportedly flung a bag of feces-caked laundry around the first car.\u003c/p>\n\u003cp>\u003cb>“\u003c/b>So it was all over the train car. They say he wiped it out, but it definitely needs disinfecting,” Robinson says after speaking with the train operator.\u003c/p>\n\u003cp>They calmly head up the stairs and out of the station in pursuit of the man and spend about five minutes looking for him.\u003c/p>\n\u003cp>\u003cb>“\u003c/b>We don’t see him anywhere. We always make an attempt to try to find somebody,” says Robinson, who had hoped to refer him to a shower and laundry truck that serves the area.\u003c/p>\n\u003cp>To do this job successfully, she says, it’s important to not get too emotionally involved.\u003c/p>\n\u003cp>“I mean, my personal outlook and training is that, you know, this is their life, their problems, their choices,” Robinson says. “So I can’t dwell necessarily on the feelings that are so associated with seeing so much human misery.”\u003c/p>\n\u003cfigure id=\"attachment_11979243\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11979243\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED.jpg\" alt=\"Two people in dark-blue uniforms talk to a BART train conductor.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART Crisis Intervention Specialists Natalie Robinson (center) and Stephine Barnes speak to a BART train conductor about a man who had been causing a disturbance on the train. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But Robinson says the support she and her team offer can be a game changer — if and when people actually accept it. She recounts trying to build a relationship, over months, with a young man she often saw riding the trains in her zone, obviously intoxicated.\u003c/p>\n\u003cp>“And then one day, he came and asked for us and said he was ready for recovery,” she says. “He needed somebody to dial the phone for him. He needed somebody to talk to his dad for him. He was literally at his lowest point in his life. And you need a hand in those moments.”\u003c/p>\n\u003cp>She paused, waiting for the whine of a departing train to fade.\u003c/p>\n\u003cp>“So yeah, we are definitely needed,” she says. “There needs to be a 100 of us, not just 20.”\u003cbr>\n[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "BART's crisis intervention team is part of the transit agency's ambitious new strategy to reach out to the many people in the sprawling transit system who struggle with lack of shelter, mental health problems or addiction — without involving the police.",
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"title": "'We Approach in Peace': Are BART's Efforts to Help People in Crisis Working? | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>On a recent rainy morning, Stephine Barnes paces slowly through a covered outdoor walkway off the main entrance of the San Leandro BART station.\u003c/p>\n\u003cp>“People like to camp out here because you have shelter. There’s no rain, it’s dry. So people just find little nooks and crannies,” Barnes says, surveying the area. “It’s usually where we find a lot of people in the wee hours of the morning, sleeping, camped out, wandering around.”\u003c/p>\n\u003cp>Barnes is a BART crisis intervention specialist, and her job entails seeking out and offering help to the many people in the sprawling transit system struggling with lack of shelter, mental health problems or addiction. She and her partner for the day, Natalie Robinson, are part of the agency’s ambitious new efforts to address a slew of human crises that show up on BART’s trains and platforms every day — without involving the police.\u003c/p>\n\u003cp>They spot a young woman with glasses and a purple bow in her hair who is hastily pulling belongings from a bike locker. Two roller bags, a dirty blanket and a ragged stuffed octopus are among the random array of possessions splayed on the ground around her.\u003c/p>\n\u003cp>Barnes and Robinson approach cautiously, mindful of a large Rottweiler sitting nearby.\u003c/p>\n\u003cp>“We like to connect people with resources,” Robinson says. “So if you have a need for shelter, housing, anything like that, you can let us know.”\u003c/p>\n\u003cp>The woman, who gives her name as Cat, seems tentative but receptive. She tells them that she and her boyfriend arrived recently from Southern California. They had been living in their car and storing their belongings in the bike locker. But BART police had just ordered them to clear out.\u003c/p>\n\u003cp>Cat nods to the dog, which sports a black-and-white smiley face bandana around its neck. “That’s Einstein,” she says. “He’s our son.”\u003c/p>\n\u003cp>“Oh, my goodness, you’re just a sweetheart,” Barnes exclaims, patting the dog’s head.\u003c/p>\n\u003cfigure id=\"attachment_11979248\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11979248 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED.jpg\" alt=\"A middle-aged Black woman speaks to a younger woman wearing a purple hair decoration.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Outside the San Leandro Bart station, BART Crisis Intervention Specialist Stephine Barnes tells an unhoused person named Cat about a nearby housing assistance program. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>She tells Cat to take her time retrieving her belongings, and emphasizes that she and Robinson are not police officers and aren’t there to pressure her to leave.\u003c/p>\n\u003cp>“If you guys are interested in getting on the list for permanent housing in Alameda County, there’s a place called Hedco in Hayward,” Barnes tells her. “You can get coffee in the morning and all that kind of stuff. And then they put you in line on how to get these resources for housing and all of those things Alameda County offers.”\u003c/p>\n\u003cp>Robinson explains how to get there and hands Cat her card, telling her to call if she needs anything.\u003c/p>\n\u003cp>“I’m really bad with resources, honestly. So this is great,” Cat says, stuffing the card in her jacket pocket and continuing her hurried packing.\u003c/p>\n\u003cp>“You don’t have to be out here forever,” Robinson says as she and Barnes wish Cat luck and head back toward the station.\u003c/p>\n\u003cp>They’ll probably never know if she follows through.\u003c/p>\n\u003cp>“It varies widely,” Robinson says. “We could bring someone to a resource, and they literally don’t walk in the door, or we connect somebody, and they follow all the way through.”\u003c/p>\n\u003ch2>\u003cb>‘Customer service on steroids’\u003c/b>\u003c/h2>\n\u003cp>In 2021, Barnes and Robinson, both seasoned BART employees, were among the first to join the crisis intervention team, now a 20-member crew dispatched throughout the 50-station transit system to offer help to people who appear to be overtly in need of it.\u003c/p>\n\u003cp>Finding that population has gotten a good deal easier in recent years, amid a discernible uptick in the number of people on BART’s trains and platforms experiencing homelessness or suffering from serious mental health issues — a trend that mirrors \u003ca href=\"https://www.sfchronicle.com/bayarea/article/homeless-populations-surge-11-in-san-jose-and-8-17176329.php\">the overall surge\u003c/a> in the Bay Area’s unhoused population since the start of the pandemic.\u003c/p>\n\u003cp>BART realized “a lot of the problems that were happening outside the station were coming inside the station,” says Barnes, 53, who was a station agent for 27 years, most recently at the Coliseum station in Oakland, before taking this job. “And, of course, as an agent, you see that firsthand.”\u003c/p>\n\u003cp>BART’s boots-on-the-ground outreach approach, launched in the depths of the pandemic, marks a notable foray into social services for an agency whose main objective has always been getting people from point A to point B.\u003c/p>\n\u003cp>The effort comes as BART struggles to recoup ridership, which \u003ca href=\"https://www.bart.gov/sites/default/files/2024-04/202403%20MRR.pdf\">still hovers at just over 40%\u003c/a> of pre-pandemic levels, and as riders \u003ca href=\"https://www.bayareacouncil.org/press-releases/new-poll-overwhelming-support-for-more-police-on-bart-greater-focus-on-cleanliness-and-stronger-enforcement-of-rules/\">consistently say in surveys that \u003c/a>they’re most dissatisfied with how the agency addresses homelessness.\u003c/p>\n\u003cfigure id=\"attachment_11986011\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11986011 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut.jpg\" alt=\"Two middle-aged women in dark-blue uniforms speak to an unseen passenger on a BART train.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART Crisis Intervention Specialists Natalie Robinson (left) and Stephine Barnes check on the well-being of a BART passenger they think might need help. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Those factors have prompted BART’s leaders to ratchet up funding for crisis intervention and related services — to the tune of $11 million last year, \u003ca href=\"https://www.bart.gov/sites/default/files/docs/Homeless%20Action%20Plan.pdf\">according to the agency’s 2023 homeless action plan\u003c/a>.\u003c/p>\n\u003cp>“People have seen a need for something different than what everyone was doing before, which was, ‘Call the police, call the police, call the police,’” says Barnes, who describes her job as “customer service on steroids.”\u003c/p>\n\u003cp>Most jobs at BART have existed since the agency started running trains more than 50 years ago, she notes.\u003c/p>\n\u003cp>“There was nothing, though, that really addressed the mental health component or the homelessness crisis that we’re experiencing in the Bay Area,” Barnes says. “So when I first read [about the job], I thought, ‘Wow, this is like the next-level customer service.’ Because some customers need more help than just buying a Clipper Card.”\u003c/p>\n\u003cp>The CISes, as they’re called, operate under the auspices of BART’s Police Department. But they wear distinctive, labeled uniforms and roam the stations and trains of their assigned zone in pairs, unaccompanied by sworn officers.\u003c/p>\n\u003cp>They also have no enforcement power and don’t carry any weapons.\u003c/p>\n\u003cp>They’re armed, instead, with latex gloves, Narcan — used to reverse opioid overdoses — and police radios in the event they need backup. And they use electronic notepads to document and tally their interactions, data the agency hopes will eventually demonstrate the still-undetermined effectiveness of the program.\u003c/p>\n\u003cp>Some CISes, like Robinson, 49, who worked as a BART police dispatcher for 16 years, also load their pockets with snacks to hand out. Others carry extra pairs of clean socks.\u003c/p>\n\u003cp>Much of the help CISes offer comes in the form of referrals to a collection of social service and mental health nonprofits sprinkled throughout BART’s five-county service area.\u003c/p>\n\u003cp>“We get to do God’s work out here,” Robinson says. “We’re helping people who are unhoused, who have substance-abuse issues, mental health issues. And being able to connect them to the proper service — those who are willing to make changes in their life — it’s just really rewarding.”\u003c/p>\n\u003ch2>\u003cb>Signs of distress\u003c/b>\u003c/h2>\n\u003cp>On this morning, Barnes and Robinson are about midway through an 8-hour shift, one that began at 5 a.m. and has taken them back and forth multiple times across their zone, from San Leandro to Lake Merritt stations. Much of that is spent patrolling train cars and platforms, searching for telltale signs of distress.\u003c/p>\n\u003cp>“We pay attention to maybe some drug paraphernalia, someone who might be passed out, and check on their welfare,” Robinson says. “And then we’re also patrolling stations and just interacting with the public and building relationships with individuals that we see on a repeat basis.”\u003c/p>\n\u003cp>BART station agents and train operators can reach out to the CISes for help dealing with difficult but non-threatening situations, Barnes says. Passengers can also now call BART police to request help from a non-sworn officer, and dispatchers are authorized to reroute certain 911 calls to them.\u003c/p>\n\u003cfigure id=\"attachment_11979245\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11979245 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED.jpg\" alt=\"A person in a bathrobe and slippers walks on a train platform.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A person in a bathrobe and slippers walks along the platform of the Fruitvale BART Station — someone that Crisis Intervention Specialist Stephine Barnes says she has interacted with multiple times. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We can be more accessible to the public than the officers can. They’re responding to emergencies, they’re responding to fights, they’re responding to someone with a weapon,” Barnes says. “But we can take the time out. If you need to talk to me for an hour, you have me for an hour. If I need to escort you on the train, and I need to take you to a resource that’s 30, 40 minutes away, I have the time to do that.”\u003c/p>\n\u003cp>Even when people are in their worst state, Barnes says, they’re still generally grateful to have someone checking in on them.\u003c/p>\n\u003cp>“I mean, of course, there are times when you’re going to be called names and told ‘Get away, you’re going to get your ass kicked,’ she says. “But I got that more as a station agent than I have in this position.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>BART says CISes “\u003ca href=\"https://www.bart.gov/news/articles/2023/news20230103-2\">have a background in social work\u003c/a>” or related experience and receive a month-long training that focuses on conflict resolution and de-escalation techniques for people suffering from mental health, homelessness and substance-abuse issues.\u003c/p>\n\u003cp>“We’re all trained in how to come in peace. So when we approach, we approach in peace,” Barnes says. “It’s about a greeting. It’s about, ‘Hey, how are you? How are you doing? How can I best support you?’”\u003c/p>\n\u003cp>“And a lot of times, they’re very receptive to it,” she says. “But it takes time. Relationships take time.”\u003c/p>\n\u003cp>Over roughly two hours that morning, Barnes and Robinson ask about 10 people if they need some help, including several semi-conscious riders slumped over on their seats and an older man near the entrance of the Coliseum station wrapped in a dirty blanket, muttering to himself. All, except Cat, the woman they encountered at San Leandro station, wave them off.\u003c/p>\n\u003cp>In the last quarter of 2023, CISes \u003ca href=\"https://www.bart.gov/sites/default/files/2024-02/Quarterly%20Service%20Performance%20Review%20-%20Second%20Quarter%20Fiscal%20Year%202024%20-%20Presentation%20%281%29.pdf\">reported having more than 4,500 contacts\u003c/a>, of which 210 — just under 5% — resulted in verifiable connections to service providers.\u003c/p>\n\u003cp>“It’s a game of patience. It may be the first contact somebody is ready to seek that help. Sometimes it might be the 20th contact,” says Ja’Son Scott, deputy chief of BART’s nascent Progressive Policing and Community Engagement Bureau, which encompasses the CIS program.\u003c/p>\n\u003cp>Scott’s bureau was launched \u003ca href=\"https://www.sfexaminer.com/archives/unarmed-bart-ambassadors-program-formalized-with-a-focus-on-community-service/article_f74c861e-326f-585d-9014-44665369b258.html\">in the fall of 2020\u003c/a>, just months after George Floyd’s murder by Minneapolis police sparked nationwide protests for racial justice and police accountability. BART says its new approach, aimed at helping to restore ridership, came in response to mounting requests from passengers for an increased safety presence in the system but with less reliance on armed officers.\u003c/p>\n\u003cfigure id=\"attachment_11979241\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11979241 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED.jpg\" alt=\"Two women in uniform look through an open BART train door.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART Crisis Intervention Specialists Natalie Robinson (left) and Stephine Barnes speak to passengers on a BART train that’s been stalled on the platform after a man reportedly flung a bag of feces-caked laundry around the first car. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The initiative has an annual budget of roughly $8 million, and in addition to the 20 CISes, it includes up to 10 “transit ambassadors” who also patrol the system, reporting safety concerns and “biohazards.”\u003c/p>\n\u003cp>\u003cb>“\u003c/b>I realize we didn’t have all the tools as police officers to deal with all the issues that you see in BART, and it’s not always necessary for a police officer to do that,” Scott says. “We can’t arrest our way through these problems.”\u003c/p>\n\u003ch2>\u003cb>Outreach vs. enforcement\u003c/b>\u003c/h2>\n\u003cp>BART’s social service efforts, however, haven’t always gone smoothly. The agency’s inspector general \u003ca href=\"https://www.bart.gov/sites/default/files/docs/REPORT_%24350K%20for%20Homeless%20Outreach%20Yielded%20Unclear%20Results_Final_020323.pdf\">reported\u003c/a> last year that a $350,000 multiyear contract with the Salvation Army to address homelessness resulted in just one unsheltered person entering treatment.\u003c/p>\n\u003cp>At the same time, BART’s Police Department has ramped up enforcement, \u003ca href=\"https://www.bart.gov/news/articles/2024/news20240328\">reporting a 62% increase in arrests\u003c/a> last year while aggressively recruiting to fill vacant positions on its force by offering higher salaries and signing bonuses.\u003c/p>\n\u003cp>Those developments come as riders say they want to see more sworn officers in the system.\u003c/p>\n\u003cp>A \u003ca href=\"https://drive.zooce.com/management/builtinapps/fileoperator.aspx?child=1&a=D3B60E43-50D3-46D5-A799-2C3CECF14238&ro=1&fid=13728646727690992504_9832503603610834240\">2023 Bay Area Council poll\u003c/a> found three-fourths of respondents would make that a high priority. Four out of five agreed that people who violate BART’s code of conduct — rules that prohibit smoking, eating, and playing loud music, among other things — should be ejected from the system. And more than two-thirds of respondents said they thought BART should focus exclusively on running a clean, safe and reliable transit operation — while letting other public agencies deal with people in crisis.\u003c/p>\n\u003cp>Debora Allen, a BART Board director, is among that majority. A staunch supporter of tougher law enforcement within the system, Allen was one of just two board members who voted against forming the Progressive Policing Bureau. And she remains dubious of its benefits.\u003c/p>\n\u003cp>“Look, no one wants to help people who are down and out and in crisis more than me. I think all of us on that board have the same interest,” she says. But “transit isn’t the place to start social service programs. We have counties and cities who receive hundreds of millions of dollars each year to do this social service work. We should remain focused on transit.”\u003c/p>\n\u003cfigure id=\"attachment_11979246\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11979246 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED.jpg\" alt=\"A Narcan case on someone's belt.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Stephine Barnes and other crisis intervention specialists always carry Narcan, a drug used to reverse opioid overdoses. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Allen argues that BART is using scarce dollars to deliver services to people inside the system, all but incentivizing them to stay there, while offering little in the way of data to show if the program is actually helping people.\u003c/p>\n\u003cp>“What I have argued all along is our first line of defense should be to keep those people out of the system,” Allen says, decrying BART’s failure to clamp down on rampant fare evasion. \u003cb>“\u003c/b>Having them wandering and sometimes even living inside of a transit system with active moving trains all the time is the most dangerous place for them to decide to live.”\u003c/p>\n\u003ch2>‘We are definitely needed’\u003c/h2>\n\u003cp>At Lake Merritt station, Barnes and Robinson are dispatched to a Dublin-Pleasanton-bound train that’s been stalled on the platform after a man reportedly flung a bag of feces-caked laundry around the first car.\u003c/p>\n\u003cp>\u003cb>“\u003c/b>So it was all over the train car. They say he wiped it out, but it definitely needs disinfecting,” Robinson says after speaking with the train operator.\u003c/p>\n\u003cp>They calmly head up the stairs and out of the station in pursuit of the man and spend about five minutes looking for him.\u003c/p>\n\u003cp>\u003cb>“\u003c/b>We don’t see him anywhere. We always make an attempt to try to find somebody,” says Robinson, who had hoped to refer him to a shower and laundry truck that serves the area.\u003c/p>\n\u003cp>To do this job successfully, she says, it’s important to not get too emotionally involved.\u003c/p>\n\u003cp>“I mean, my personal outlook and training is that, you know, this is their life, their problems, their choices,” Robinson says. “So I can’t dwell necessarily on the feelings that are so associated with seeing so much human misery.”\u003c/p>\n\u003cfigure id=\"attachment_11979243\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11979243\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED.jpg\" alt=\"Two people in dark-blue uniforms talk to a BART train conductor.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART Crisis Intervention Specialists Natalie Robinson (center) and Stephine Barnes speak to a BART train conductor about a man who had been causing a disturbance on the train. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But Robinson says the support she and her team offer can be a game changer — if and when people actually accept it. She recounts trying to build a relationship, over months, with a young man she often saw riding the trains in her zone, obviously intoxicated.\u003c/p>\n\u003cp>“And then one day, he came and asked for us and said he was ready for recovery,” she says. “He needed somebody to dial the phone for him. He needed somebody to talk to his dad for him. He was literally at his lowest point in his life. And you need a hand in those moments.”\u003c/p>\n\u003cp>She paused, waiting for the whine of a departing train to fade.\u003c/p>\n\u003cp>“So yeah, we are definitely needed,” she says. “There needs to be a 100 of us, not just 20.”\u003cbr>\n\u003c/p>\u003c/div>",
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"slug": "their-batteries-hurt-the-environment-but-evs-still-beat-gas-cars-heres-why",
"title": "Their Batteries Hurt the Environment, but EVs Still Beat Gas Cars. Here's Why",
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"headTitle": "Their Batteries Hurt the Environment, but EVs Still Beat Gas Cars. Here’s Why | KQED",
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"content": "\u003cp>Electric vehicles are sometimes called “zero-emission vehicles.” But the batteries that go into them are not zero-emission at all. In fact, making those batteries takes \u003ca href=\"https://climate.mit.edu/ask-mit/how-much-co2-emitted-manufacturing-batteries\">a lot of (mostly-not-clean) energy \u003c/a>and \u003ca href=\"https://www.washingtonpost.com/world/interactive/2023/electric-car-batteries-geography/\">hurts the environment in other ways\u003c/a>, a fact that’s become common knowledge after \u003ca href=\"https://www.nationalgeographic.com/science/article/partner-content-audi-nl-the-cost-of-batteries\">widespread \u003c/a>media \u003ca href=\"https://www.theguardian.com/news/audio/2021/jan/11/the-curse-of-white-oil-electric-vehicles-dirty-secret-podcast\">coverage\u003c/a>.\u003c/p>\n\u003cp>Does that environmental damage cancel out the green benefits of giving up gasoline? Or, as Jennifer Sousie, who owns a Nissan Leaf, put it: “Does the manufacturing and ultimate disposal of the batteries completely negate all the good that the no-emission aspect of my car does?”\u003c/p>\n\u003cp>The answer is no. Here’s why.\u003c/p>\n\u003ch2>Batteries do more harm upfront — then less year after year\u003c/h2>\n\u003cp>With all that’s required to mine and process minerals — from giant diesel trucks to fossil-fuel-powered refineries — EV battery production has \u003ca href=\"https://www.kcrw.com/culture/shows/the-anti-dread-climate-podcast/whats-the-downside-of-going-electric\">a significant carbon footprint\u003c/a>. As a result, \u003ca href=\"https://www.iea.org/data-and-statistics/charts/comparative-life-cycle-greenhouse-gas-emissions-of-a-mid-size-bev-and-ice-vehicle\">building an electric vehicle\u003c/a> does more damage to the climate than building a gas car does.\u003c/p>\n\u003cp>But the gas car starts to catch up as soon as it goes its first mile.\u003c/p>\n\u003cp>If you look at the climate impact of building \u003cem>and using \u003c/em>a vehicle — something called a “lifecycle analysis” — \u003ca href=\"https://theicct.org/publication/a-global-comparison-of-the-life-cycle-greenhouse-gas-emissions-of-combustion-engine-and-electric-passenger-cars/\">study \u003c/a>after \u003ca href=\"https://www.osti.gov/biblio/1875764/\">study\u003c/a> has found a clear benefit to EVs. The size of the benefit varies — by vehicle, the source of the electricity it runs on, and a host of other factors — but the overall trend is obvious.\u003c/p>\n\u003cp>“The results were clearer than we thought, actually,” says Georg Bieker, with the International Council on Clean Transportation, who authored one of those reports. (This is the group \u003ca href=\"https://www.npr.org/2015/09/24/443053672/how-a-little-lab-in-west-virginia-caught-volkswagens-big-cheat\">that busted Volkswagen\u003c/a> for cheating on its emissions tests. Holding industries accountable for whether they’re actually reducing emissions is the ICCT’s whole \u003cem>thing.\u003c/em>)\u003c/p>\n\u003cp>Building a battery is an environmental cost that’s paid once. Burning gasoline is a cost that’s paid again, and again, and again.\u003c/p>\n\u003ch2>Gasoline’s environmental cost is ongoing\u003c/h2>\n\u003cp>Several listeners asked NPR about the negative impacts of mines, beyond carbon emissions. There are several: They disrupt habitats. They pollute with runoff or other waste. And people can suffer in other ways: \u003ca href=\"https://www.washingtonpost.com/world/interactive/2023/ev-mineral-manganese-south-africa/\">worker poisonings\u003c/a>, \u003ca href=\"https://www.npr.org/sections/goatsandsoda/2023/02/01/1152893248/red-cobalt-congo-drc-mining-siddharth-kara\">child labor\u003c/a>, \u003ca href=\"https://apnews.com/article/lithium-water-mining-indigenous-cb2f5b1580c12f8ba1b19223648069b7\">indigenous communities’ rights violated\u003c/a> and more.\u003c/p>\n\u003cp>Thea Riofrancos is a political scientist who \u003ca href=\"https://www.npr.org/2023/01/29/1152387283/the-hidden-environmental-costs-of-the-transitioning-to-electric-vehicles\">has sounded the alarm\u003c/a> about these impacts. She’s glad people are asking these questions — which she’d like to see them do for more than just EVs. “The fact that mined products are in basically everything we use should give us pause,” she says.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>And, she says, anybody weighing an EV versus a gas-powered car needs to think just as carefully about the other side of the equation: the cost of relying on fossil fuels.\u003c/p>\n\u003cp>“A traditional car needs mining every day, needs mining every time it’s used. It needs the whole extraction complex of fossil fuels in order to power it,” she said.\u003c/p>\n\u003cp>The carbon pollution from burning gasoline and diesel in vehicles is the \u003ca href=\"https://usafacts.org/articles/what-are-the-main-sources-of-us-greenhouse-gas-emissions/\">top contributor to climate change in the U.S\u003c/a>. And there are other costs: Oil spills; funding for corrupt oil-rich regimes; the illnesses and preventable deaths caused by pollution from fossil fuels.\u003c/p>\n\u003cp>Add it up, she says, and if you’re concerned about all the harms from mining, you’ll still want to choose an EV over a comparable gas car.\u003c/p>\n\u003ch2>New technology and better practices can reduce EVs’ footprint\u003c/h2>\n\u003cp>There are several ways that manufacturing EVs could become cleaner.\u003c/p>\n\u003cp>Public pressure and a shift toward mining in regions with stronger regulations, like the U.S. instead of China, could reduce the harms done in mines. New technology, like \u003ca href=\"https://www.wbur.org/onpoint/2024/03/11/lithium-reserves-boom-mining-elements-energy\">a mining method called “direct lithium extraction,”\u003c/a> could produce minerals with much smaller footprints.\u003c/p>\n\u003cp>Batteries are also changing. A group called Lead the Charge is \u003ca href=\"https://leadthecharge.org/scorecards/\">evaluating automakers\u003c/a> on their efforts to clean up supply chains and source materials ethically; there’s a wide range of ratings.\u003c/p>\n\u003cp>Right now, if you want to avoid cobalt in your battery because of the horrific mining conditions, you could seek out an LFP battery, which is made \u003ca href=\"https://www.reuters.com/business/autos-transportation/ev-batteries-lithium-iron-phosphate-narrows-gap-with-nickel-cobalt-2023-06-22/\">without cobalt\u003c/a> – they’re used in vehicles like the Tesla Model 3 and Ford Mach-E. In the future, batteries based on sodium might be an alternative to lithium.\u003c/p>\n\u003cp>And last but not least, battery minerals \u003ca href=\"https://www.nhpr.org/environment/2022-01-26/mass-startup-transforms-old-electric-car-batteries-into-better-than-new-ones\">can be recycled\u003c/a>. This won’t meaningfully reduce the need for mining until huge numbers of EVs on the road have reached the end of their lifespan. But eventually, the same molecules of lithium and nickel could be used for many generations of cars – something that can’t be said for fossil fuels. (Recycling batteries is also important because it addresses environmental concerns about the risks of throwing them out.)\u003c/p>\n\u003cfigure id=\"attachment_11985790\" class=\"wp-caption alignnone\" style=\"max-width: 1300px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11985790\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/gettyimages-1237977311_wide-fc4aa98bd1e7a13368e09d93ce0698d1c795b3ad-copy.jpg\" alt=\"A platform with four wheels sits parked on the side of the road.\" width=\"1300\" height=\"731\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/gettyimages-1237977311_wide-fc4aa98bd1e7a13368e09d93ce0698d1c795b3ad-copy.jpg 1300w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/gettyimages-1237977311_wide-fc4aa98bd1e7a13368e09d93ce0698d1c795b3ad-copy-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/gettyimages-1237977311_wide-fc4aa98bd1e7a13368e09d93ce0698d1c795b3ad-copy-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/gettyimages-1237977311_wide-fc4aa98bd1e7a13368e09d93ce0698d1c795b3ad-copy-160x90.jpg 160w\" sizes=\"(max-width: 1300px) 100vw, 1300px\">\u003cfigcaption class=\"wp-caption-text\">A battery pack and a GMC Hummer EV stand outside an event in Lansing, Mich., in 2022. Thea Riofrancos says car shoppers concerned about the environmental impacts of mining for batteries can choose a smaller EV, instead of a behemoth like a Hummer, to minimize the harms. \u003ccite>(Jeff Kowalsky/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>What’s best for the planet? Smaller batteries, fewer vehicles\u003c/h2>\n\u003cp>Meanwhile, for people who want to minimize their impact on the environment today, Riofrancos has some advice.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11980088,science_1992222,science_1991185\"]First, ask whether you need a car at all. Riofrancos is a big advocate for bikes and public transit, which have much smaller footprints than an EV. But she also knows first-hand that many parts of the U.S. are not designed for car-free living — after years as a bike commuter, she now lives in Providence, Rhode Island, where that doesn’t work. (She tried.)\u003c/p>\n\u003cp>She and her husband recently replaced their vehicle. “I was not going to buy another car that uses gasoline, knowing what I know about the climate,” she says. “But I also have a lot of question marks about EVs, knowing what I know about EV supply chains.”\u003c/p>\n\u003cp>So after careful consideration, she bought an EV. But not just any EV. A used Chevy Bolt, which is a \u003cem>small \u003c/em>EV — smaller batteries require less mining. And since it was used, it was both more affordable and already had more than made up for the impacts of its manufacturing through the gasoline it had saved.\u003c/p>\n\u003cp>Listeners worried about battery mining impacts are asking the right questions, Riofrancos says. And the answers are more complicated than “yes” or “no” to EVs — they might include what kind of EV, what size and type of battery, and whether to buy a car at all.\u003c/p>\n\u003cp>“You know, there’s no perfect world out there, but there is better and worse and everything in between,” Riofrancos says.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Experts say making the batteries that power electric vehicles is not a zero-emission process and has a significant carbon footprint, but that it's still a better alternative to gasoline vehicles in the long run. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Electric vehicles are sometimes called “zero-emission vehicles.” But the batteries that go into them are not zero-emission at all. In fact, making those batteries takes \u003ca href=\"https://climate.mit.edu/ask-mit/how-much-co2-emitted-manufacturing-batteries\">a lot of (mostly-not-clean) energy \u003c/a>and \u003ca href=\"https://www.washingtonpost.com/world/interactive/2023/electric-car-batteries-geography/\">hurts the environment in other ways\u003c/a>, a fact that’s become common knowledge after \u003ca href=\"https://www.nationalgeographic.com/science/article/partner-content-audi-nl-the-cost-of-batteries\">widespread \u003c/a>media \u003ca href=\"https://www.theguardian.com/news/audio/2021/jan/11/the-curse-of-white-oil-electric-vehicles-dirty-secret-podcast\">coverage\u003c/a>.\u003c/p>\n\u003cp>Does that environmental damage cancel out the green benefits of giving up gasoline? Or, as Jennifer Sousie, who owns a Nissan Leaf, put it: “Does the manufacturing and ultimate disposal of the batteries completely negate all the good that the no-emission aspect of my car does?”\u003c/p>\n\u003cp>The answer is no. Here’s why.\u003c/p>\n\u003ch2>Batteries do more harm upfront — then less year after year\u003c/h2>\n\u003cp>With all that’s required to mine and process minerals — from giant diesel trucks to fossil-fuel-powered refineries — EV battery production has \u003ca href=\"https://www.kcrw.com/culture/shows/the-anti-dread-climate-podcast/whats-the-downside-of-going-electric\">a significant carbon footprint\u003c/a>. As a result, \u003ca href=\"https://www.iea.org/data-and-statistics/charts/comparative-life-cycle-greenhouse-gas-emissions-of-a-mid-size-bev-and-ice-vehicle\">building an electric vehicle\u003c/a> does more damage to the climate than building a gas car does.\u003c/p>\n\u003cp>But the gas car starts to catch up as soon as it goes its first mile.\u003c/p>\n\u003cp>If you look at the climate impact of building \u003cem>and using \u003c/em>a vehicle — something called a “lifecycle analysis” — \u003ca href=\"https://theicct.org/publication/a-global-comparison-of-the-life-cycle-greenhouse-gas-emissions-of-combustion-engine-and-electric-passenger-cars/\">study \u003c/a>after \u003ca href=\"https://www.osti.gov/biblio/1875764/\">study\u003c/a> has found a clear benefit to EVs. The size of the benefit varies — by vehicle, the source of the electricity it runs on, and a host of other factors — but the overall trend is obvious.\u003c/p>\n\u003cp>“The results were clearer than we thought, actually,” says Georg Bieker, with the International Council on Clean Transportation, who authored one of those reports. (This is the group \u003ca href=\"https://www.npr.org/2015/09/24/443053672/how-a-little-lab-in-west-virginia-caught-volkswagens-big-cheat\">that busted Volkswagen\u003c/a> for cheating on its emissions tests. Holding industries accountable for whether they’re actually reducing emissions is the ICCT’s whole \u003cem>thing.\u003c/em>)\u003c/p>\n\u003cp>Building a battery is an environmental cost that’s paid once. Burning gasoline is a cost that’s paid again, and again, and again.\u003c/p>\n\u003ch2>Gasoline’s environmental cost is ongoing\u003c/h2>\n\u003cp>Several listeners asked NPR about the negative impacts of mines, beyond carbon emissions. There are several: They disrupt habitats. They pollute with runoff or other waste. And people can suffer in other ways: \u003ca href=\"https://www.washingtonpost.com/world/interactive/2023/ev-mineral-manganese-south-africa/\">worker poisonings\u003c/a>, \u003ca href=\"https://www.npr.org/sections/goatsandsoda/2023/02/01/1152893248/red-cobalt-congo-drc-mining-siddharth-kara\">child labor\u003c/a>, \u003ca href=\"https://apnews.com/article/lithium-water-mining-indigenous-cb2f5b1580c12f8ba1b19223648069b7\">indigenous communities’ rights violated\u003c/a> and more.\u003c/p>\n\u003cp>Thea Riofrancos is a political scientist who \u003ca href=\"https://www.npr.org/2023/01/29/1152387283/the-hidden-environmental-costs-of-the-transitioning-to-electric-vehicles\">has sounded the alarm\u003c/a> about these impacts. She’s glad people are asking these questions — which she’d like to see them do for more than just EVs. “The fact that mined products are in basically everything we use should give us pause,” she says.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>And, she says, anybody weighing an EV versus a gas-powered car needs to think just as carefully about the other side of the equation: the cost of relying on fossil fuels.\u003c/p>\n\u003cp>“A traditional car needs mining every day, needs mining every time it’s used. It needs the whole extraction complex of fossil fuels in order to power it,” she said.\u003c/p>\n\u003cp>The carbon pollution from burning gasoline and diesel in vehicles is the \u003ca href=\"https://usafacts.org/articles/what-are-the-main-sources-of-us-greenhouse-gas-emissions/\">top contributor to climate change in the U.S\u003c/a>. And there are other costs: Oil spills; funding for corrupt oil-rich regimes; the illnesses and preventable deaths caused by pollution from fossil fuels.\u003c/p>\n\u003cp>Add it up, she says, and if you’re concerned about all the harms from mining, you’ll still want to choose an EV over a comparable gas car.\u003c/p>\n\u003ch2>New technology and better practices can reduce EVs’ footprint\u003c/h2>\n\u003cp>There are several ways that manufacturing EVs could become cleaner.\u003c/p>\n\u003cp>Public pressure and a shift toward mining in regions with stronger regulations, like the U.S. instead of China, could reduce the harms done in mines. New technology, like \u003ca href=\"https://www.wbur.org/onpoint/2024/03/11/lithium-reserves-boom-mining-elements-energy\">a mining method called “direct lithium extraction,”\u003c/a> could produce minerals with much smaller footprints.\u003c/p>\n\u003cp>Batteries are also changing. A group called Lead the Charge is \u003ca href=\"https://leadthecharge.org/scorecards/\">evaluating automakers\u003c/a> on their efforts to clean up supply chains and source materials ethically; there’s a wide range of ratings.\u003c/p>\n\u003cp>Right now, if you want to avoid cobalt in your battery because of the horrific mining conditions, you could seek out an LFP battery, which is made \u003ca href=\"https://www.reuters.com/business/autos-transportation/ev-batteries-lithium-iron-phosphate-narrows-gap-with-nickel-cobalt-2023-06-22/\">without cobalt\u003c/a> – they’re used in vehicles like the Tesla Model 3 and Ford Mach-E. In the future, batteries based on sodium might be an alternative to lithium.\u003c/p>\n\u003cp>And last but not least, battery minerals \u003ca href=\"https://www.nhpr.org/environment/2022-01-26/mass-startup-transforms-old-electric-car-batteries-into-better-than-new-ones\">can be recycled\u003c/a>. This won’t meaningfully reduce the need for mining until huge numbers of EVs on the road have reached the end of their lifespan. But eventually, the same molecules of lithium and nickel could be used for many generations of cars – something that can’t be said for fossil fuels. (Recycling batteries is also important because it addresses environmental concerns about the risks of throwing them out.)\u003c/p>\n\u003cfigure id=\"attachment_11985790\" class=\"wp-caption alignnone\" style=\"max-width: 1300px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11985790\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/gettyimages-1237977311_wide-fc4aa98bd1e7a13368e09d93ce0698d1c795b3ad-copy.jpg\" alt=\"A platform with four wheels sits parked on the side of the road.\" width=\"1300\" height=\"731\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/gettyimages-1237977311_wide-fc4aa98bd1e7a13368e09d93ce0698d1c795b3ad-copy.jpg 1300w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/gettyimages-1237977311_wide-fc4aa98bd1e7a13368e09d93ce0698d1c795b3ad-copy-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/gettyimages-1237977311_wide-fc4aa98bd1e7a13368e09d93ce0698d1c795b3ad-copy-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/gettyimages-1237977311_wide-fc4aa98bd1e7a13368e09d93ce0698d1c795b3ad-copy-160x90.jpg 160w\" sizes=\"(max-width: 1300px) 100vw, 1300px\">\u003cfigcaption class=\"wp-caption-text\">A battery pack and a GMC Hummer EV stand outside an event in Lansing, Mich., in 2022. Thea Riofrancos says car shoppers concerned about the environmental impacts of mining for batteries can choose a smaller EV, instead of a behemoth like a Hummer, to minimize the harms. \u003ccite>(Jeff Kowalsky/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>What’s best for the planet? Smaller batteries, fewer vehicles\u003c/h2>\n\u003cp>Meanwhile, for people who want to minimize their impact on the environment today, Riofrancos has some advice.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>First, ask whether you need a car at all. Riofrancos is a big advocate for bikes and public transit, which have much smaller footprints than an EV. But she also knows first-hand that many parts of the U.S. are not designed for car-free living — after years as a bike commuter, she now lives in Providence, Rhode Island, where that doesn’t work. (She tried.)\u003c/p>\n\u003cp>She and her husband recently replaced their vehicle. “I was not going to buy another car that uses gasoline, knowing what I know about the climate,” she says. “But I also have a lot of question marks about EVs, knowing what I know about EV supply chains.”\u003c/p>\n\u003cp>So after careful consideration, she bought an EV. But not just any EV. A used Chevy Bolt, which is a \u003cem>small \u003c/em>EV — smaller batteries require less mining. And since it was used, it was both more affordable and already had more than made up for the impacts of its manufacturing through the gasoline it had saved.\u003c/p>\n\u003cp>Listeners worried about battery mining impacts are asking the right questions, Riofrancos says. And the answers are more complicated than “yes” or “no” to EVs — they might include what kind of EV, what size and type of battery, and whether to buy a car at all.\u003c/p>\n\u003cp>“You know, there’s no perfect world out there, but there is better and worse and everything in between,” Riofrancos says.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "san-jose-adding-hundreds-of-license-plate-readers-amid-privacy-and-efficacy-concerns",
"title": "San José Adding Hundreds of License Plate Readers Amid Privacy and Efficacy Concerns",
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"headTitle": "San José Adding Hundreds of License Plate Readers Amid Privacy and Efficacy Concerns | KQED",
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"content": "\u003cp>In an effort to address crime, San José is rapidly blanketing the city with hundreds of automated license plate readers.\u003c/p>\n\u003cp>Mayor Matt Mahan helped install the city’s 235th device this week and said San José aims to have 500 up and running by the summer. Leaders say the ALPRs from Atlanta-based Flock Safety are a critical support for investigators.\u003c/p>\n\u003cp>“It has already proven an incredible tool for our thinly staffed police department,” Mahan said Tuesday during a press conference in East San José where a new ALPR was being installed.\u003c/p>\n\u003cp>He said the network of cameras in 2023 alone helped recover $2 million worth of stolen vehicles and led to the arrests of nearly 200 people suspected of crimes.\u003c/p>\n\u003cp>Acting Police Chief Paul Joseph said the ALPRs have been invaluable.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“These cameras make a difference by helping to identify and apprehend suspects, curbing criminal activity and providing crime victims with a feeling of closure and justice,” Joseph said.\u003c/p>\n\u003cp>However, some privacy advocates and residents say the cameras aren’t actually effective at reducing crime and instead create massive logs about the movements of locals and visitors. They worry about the amount of data police are keeping, the length of time it’s retained, and how it is shared across law enforcement agencies.\u003c/p>\n\u003cp>“Complicated issues like safety deserve really well thought out and focused solutions,” said Nick Hidalgo, a staff attorney for the American Civil Liberties Union of Northern California.\u003c/p>\n\u003cp>“Installing hundreds of expensive devices that effectively turn San José into a surveillance city is like using a bazooka instead of a fly swatter. It’s expensive, unnecessary, ineffective and does a lot more harm than good.”\u003c/p>\n\u003cp>The Flock devices capture not only license plates but also a car’s make and model and other characteristics like customizations or bumper stickers. Flock’s software pings police when a car matching a “hotlist” crosses the path of the cameras, and police can also search the data logs for specific cars and plates.\u003c/p>\n\u003cp>Officials say the cameras do not have facial recognition features, nor do they photograph inside a car. City officials said they are proud of the data privacy protections San José follows and noted that the data, under state law requirements, is only shared with other California law enforcement agencies and is prohibited from being used for immigration enforcement.\u003c/p>\n\u003cp>Danny Garza, a 65-year resident of East San José’s Plata Arroyo neighborhood, trusted the police to handle the information securely and said he and others have requested cameras be put up in the area for years.\u003c/p>\n\u003cp>“We’re asking that these license plate readers help protect layer upon layer of community gains,” Garza said. “All we’re interested in is community safety. We’ve had shootings in the past, and they’ve gotten away. Nobody knows where they went.”\u003c/p>\n\u003cp>Though police leaders say the technology is effective and has helped capture people suspected of car theft, rape, and homicide, among other crimes, the department declined to use a specific metric to measure the success of the program over time.\u003c/p>\n\u003cfigure id=\"attachment_11984099\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11984099\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/San-Jose-License-Plate-Readers-08.jpg\" alt=\"A white middle aged man speaks into microphones wearing a blue suit and a white collared shirt with no tie.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/San-Jose-License-Plate-Readers-08.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/San-Jose-License-Plate-Readers-08-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/San-Jose-License-Plate-Readers-08-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/San-Jose-License-Plate-Readers-08-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/San-Jose-License-Plate-Readers-08-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/San-Jose-License-Plate-Readers-08-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">San José Mayor Matt Mahan during a press conference in East San José where a new ALPR was being installed on Tuesday, April 23, 2024. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We like to measure our success in terms of usefulness in our pursuit of public safety by solving and reducing crime,” Sgt. Jorge Garibay, a department spokesperson, told KQED in an email.\u003c/p>\n\u003cp>“Crime trends fluctuate, as do crime types. What most of these have in common is a mode of transportation to and from the scene of crime. When that mode is a vehicle, ALPR success is achieved when a hit has been broadcasted and officers have a tangible lead to follow up on.”\u003c/p>\n\u003cp>The cameras installed to date — 241 of them as of this writing — are already amassing huge troves of data about the cars driving in San José. The current camera network has detected nearly 3 million unique cars per month, according to the city’s Flock portal.\u003c/p>\n\u003cp>In just an 18-day period in December 2022, the city’s cameras captured nearly 16 million total scans, which can include multiple scans of the same vehicle in different locations, according to police. The total scans will only increase as the city’s arsenal of cameras more than doubles.\u003c/p>\n\u003cp>“It casts a net over the entire community, tracking where drivers go and allowing law enforcement to, if they chose, create maps of where drivers work, live, worship, seek medical care, and travel,” said Hidalgo of ACLU Northern California.\u003c/p>\n\u003cp>His research into San José’s ALPR program from 2022 showed that more than 99.99% of the plates scanned do not match any hotlists for police. If the car or plate is not implicated in an investigation, the SJPD then keeps every plate scanned for a year before purging it.\u003c/p>\n\u003cp>Many law enforcement agencies using similar Flock systems purge license plate data every 30 days.\u003c/p>\n\u003cp>Hidalgo said it’s not just invasive that police track that much data on people who aren’t suspected of any crimes, but by keeping it for a year, the city puts the data at further risk for misuse or to be inadvertently disclosed in a data breach.\u003c/p>\n\u003cp>Joseph, the police chief, said the department keeps the data for one year based on the recommendation of the city attorney’s office, indicating the law requires it.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11983106,news_11983119,news_11966615\"]Albert Gehami, San José’s privacy officer, said the city is aware other agencies do not keep similar data for as long as San José does.\u003c/p>\n\u003cp>“When it has nothing to do with an investigation, a year is excessive,” Gehami said of the data. “Police departments up and down, everyone that we speak to, [say] there is no need for that information. It is strictly what our attorney’s office has decided is the current interpretation.”\u003c/p>\n\u003cp>City Attorney Nora Frimann said the retention period has been in place for more than a decade, going back to when the police department trialed other license plate reader technology and before the state required cities to have formal ALPR policies in place.\u003c/p>\n\u003cp>“It just made sense to keep it for a year,” Frimann said. However, she noted the retention time is a policy question that the city council can change if it sees fit. “As a city, we can revisit the time frame,” she said.\u003c/p>\n\u003cp>The extra time San José police choose to keep the data also costs the city more money.\u003c/p>\n\u003cp>San José police could not immediately provide total cost estimates for the program but noted that each camera costs the city about $2,500 per year to lease from Flock, along with a $350 one-time fee.\u003c/p>\n\u003cp>Flock’s head of policy and communication, Josh Thomas, said San José pays an extra $300 per camera each year for the longer data retention periods.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The city’s cameras scan millions of license plates per month and helped recover $2 million in stolen vehicles last year. However, privacy advocates say they don’t help reduce crime.",
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"title": "San José Adding Hundreds of License Plate Readers Amid Privacy and Efficacy Concerns | KQED",
"description": "The city’s cameras scan millions of license plates per month and helped recover $2 million in stolen vehicles last year. However, privacy advocates say they don’t help reduce crime.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In an effort to address crime, San José is rapidly blanketing the city with hundreds of automated license plate readers.\u003c/p>\n\u003cp>Mayor Matt Mahan helped install the city’s 235th device this week and said San José aims to have 500 up and running by the summer. Leaders say the ALPRs from Atlanta-based Flock Safety are a critical support for investigators.\u003c/p>\n\u003cp>“It has already proven an incredible tool for our thinly staffed police department,” Mahan said Tuesday during a press conference in East San José where a new ALPR was being installed.\u003c/p>\n\u003cp>He said the network of cameras in 2023 alone helped recover $2 million worth of stolen vehicles and led to the arrests of nearly 200 people suspected of crimes.\u003c/p>\n\u003cp>Acting Police Chief Paul Joseph said the ALPRs have been invaluable.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“These cameras make a difference by helping to identify and apprehend suspects, curbing criminal activity and providing crime victims with a feeling of closure and justice,” Joseph said.\u003c/p>\n\u003cp>However, some privacy advocates and residents say the cameras aren’t actually effective at reducing crime and instead create massive logs about the movements of locals and visitors. They worry about the amount of data police are keeping, the length of time it’s retained, and how it is shared across law enforcement agencies.\u003c/p>\n\u003cp>“Complicated issues like safety deserve really well thought out and focused solutions,” said Nick Hidalgo, a staff attorney for the American Civil Liberties Union of Northern California.\u003c/p>\n\u003cp>“Installing hundreds of expensive devices that effectively turn San José into a surveillance city is like using a bazooka instead of a fly swatter. It’s expensive, unnecessary, ineffective and does a lot more harm than good.”\u003c/p>\n\u003cp>The Flock devices capture not only license plates but also a car’s make and model and other characteristics like customizations or bumper stickers. Flock’s software pings police when a car matching a “hotlist” crosses the path of the cameras, and police can also search the data logs for specific cars and plates.\u003c/p>\n\u003cp>Officials say the cameras do not have facial recognition features, nor do they photograph inside a car. City officials said they are proud of the data privacy protections San José follows and noted that the data, under state law requirements, is only shared with other California law enforcement agencies and is prohibited from being used for immigration enforcement.\u003c/p>\n\u003cp>Danny Garza, a 65-year resident of East San José’s Plata Arroyo neighborhood, trusted the police to handle the information securely and said he and others have requested cameras be put up in the area for years.\u003c/p>\n\u003cp>“We’re asking that these license plate readers help protect layer upon layer of community gains,” Garza said. “All we’re interested in is community safety. We’ve had shootings in the past, and they’ve gotten away. Nobody knows where they went.”\u003c/p>\n\u003cp>Though police leaders say the technology is effective and has helped capture people suspected of car theft, rape, and homicide, among other crimes, the department declined to use a specific metric to measure the success of the program over time.\u003c/p>\n\u003cfigure id=\"attachment_11984099\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11984099\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/San-Jose-License-Plate-Readers-08.jpg\" alt=\"A white middle aged man speaks into microphones wearing a blue suit and a white collared shirt with no tie.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/San-Jose-License-Plate-Readers-08.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/San-Jose-License-Plate-Readers-08-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/San-Jose-License-Plate-Readers-08-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/San-Jose-License-Plate-Readers-08-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/San-Jose-License-Plate-Readers-08-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/San-Jose-License-Plate-Readers-08-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">San José Mayor Matt Mahan during a press conference in East San José where a new ALPR was being installed on Tuesday, April 23, 2024. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We like to measure our success in terms of usefulness in our pursuit of public safety by solving and reducing crime,” Sgt. Jorge Garibay, a department spokesperson, told KQED in an email.\u003c/p>\n\u003cp>“Crime trends fluctuate, as do crime types. What most of these have in common is a mode of transportation to and from the scene of crime. When that mode is a vehicle, ALPR success is achieved when a hit has been broadcasted and officers have a tangible lead to follow up on.”\u003c/p>\n\u003cp>The cameras installed to date — 241 of them as of this writing — are already amassing huge troves of data about the cars driving in San José. The current camera network has detected nearly 3 million unique cars per month, according to the city’s Flock portal.\u003c/p>\n\u003cp>In just an 18-day period in December 2022, the city’s cameras captured nearly 16 million total scans, which can include multiple scans of the same vehicle in different locations, according to police. The total scans will only increase as the city’s arsenal of cameras more than doubles.\u003c/p>\n\u003cp>“It casts a net over the entire community, tracking where drivers go and allowing law enforcement to, if they chose, create maps of where drivers work, live, worship, seek medical care, and travel,” said Hidalgo of ACLU Northern California.\u003c/p>\n\u003cp>His research into San José’s ALPR program from 2022 showed that more than 99.99% of the plates scanned do not match any hotlists for police. If the car or plate is not implicated in an investigation, the SJPD then keeps every plate scanned for a year before purging it.\u003c/p>\n\u003cp>Many law enforcement agencies using similar Flock systems purge license plate data every 30 days.\u003c/p>\n\u003cp>Hidalgo said it’s not just invasive that police track that much data on people who aren’t suspected of any crimes, but by keeping it for a year, the city puts the data at further risk for misuse or to be inadvertently disclosed in a data breach.\u003c/p>\n\u003cp>Joseph, the police chief, said the department keeps the data for one year based on the recommendation of the city attorney’s office, indicating the law requires it.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Albert Gehami, San José’s privacy officer, said the city is aware other agencies do not keep similar data for as long as San José does.\u003c/p>\n\u003cp>“When it has nothing to do with an investigation, a year is excessive,” Gehami said of the data. “Police departments up and down, everyone that we speak to, [say] there is no need for that information. It is strictly what our attorney’s office has decided is the current interpretation.”\u003c/p>\n\u003cp>City Attorney Nora Frimann said the retention period has been in place for more than a decade, going back to when the police department trialed other license plate reader technology and before the state required cities to have formal ALPR policies in place.\u003c/p>\n\u003cp>“It just made sense to keep it for a year,” Frimann said. However, she noted the retention time is a policy question that the city council can change if it sees fit. “As a city, we can revisit the time frame,” she said.\u003c/p>\n\u003cp>The extra time San José police choose to keep the data also costs the city more money.\u003c/p>\n\u003cp>San José police could not immediately provide total cost estimates for the program but noted that each camera costs the city about $2,500 per year to lease from Flock, along with a $350 one-time fee.\u003c/p>\n\u003cp>Flock’s head of policy and communication, Josh Thomas, said San José pays an extra $300 per camera each year for the longer data retention periods.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "in-fresnos-chinatown-high-speed-rail-sparks-hope-and-debate-within-residents",
"title": "In Fresno’s Chinatown, High-Speed Rail Sparks Hope and Debate Within Residents",
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"headTitle": "In Fresno’s Chinatown, High-Speed Rail Sparks Hope and Debate Within Residents | KQED",
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"content": "\u003cp>On a recent weekday in Fresno’s Chinatown, a steady stream of customers flow into the Central Fish Company. The Japanese grocery store doubles as a modest restaurant, where owner Morgan Doizaki serves up catfish nuggets and fish and chips.\u003c/p>\n\u003cp>This business is bustling, but around the shop, there’s not a lot of activity.\u003c/p>\n\u003cp>“When my great uncle opened the store, this was the downtown for communities of color,” Doizaki said. “Then, it became a ghost town.”\u003c/p>\n\u003cp>That’s because, in the 1960s, Fresno’s Chinatown was hit hard by \u003ca href=\"https://www.urbandisplacement.org/wp-content/uploads/2022/03/Fresno.pdf\">urban renewal\u003c/a>. A major highway cut through the once-vibrant neighborhood, resulting in demolished buildings and shuttered stores.\u003c/p>\n\u003cp>Now, the California High-Speed Rail Authority promises to bring economic prosperity back to this area by constructing a new station — one of the first to be built along the line.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But while some Chinatown residents said this station will be a boon to the local economy, others worry it will be a catalyst for gentrification, ultimately pushing out the very people and businesses the new station aims to benefit.\u003c/p>\n\u003cp>Margaret Cederoth, the director of planning and sustainability at the California High-Speed Rail Authority, said that after decades of segregation, she hopes the new station — with entrances on both the Chinatown and downtown sides of the tracks — will be a bridge to reknit the two neighborhoods.\u003c/p>\n\u003cp>“It’s actually a fantastic opportunity for reconnecting downtown and Chinatown,” Cederoth said.\u003c/p>\n\u003cfigure id=\"attachment_11983935\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11983935\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-Crossing-Path-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-Crossing-Path-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-Crossing-Path-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-Crossing-Path-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-Crossing-Path-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-Crossing-Path.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A 2024 rendering of the high-speed rail station in Fresno. \u003ccite>(Courtesy California High-Speed Rail Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To jumpstart economic activity, the authority secured a \u003ca href=\"https://hsr.ca.gov/wp-content/uploads/2023/08/RAISE-2023-Factsheet-Revised-A11Y.pdf\">$20 million grant\u003c/a> from the federal government to build a plaza in front of the new station that will host food trucks and street vendors.\u003c/p>\n\u003cp>The plaza, which will sit on the downtown side of the tracks, is slated to open in 2026, a full four years before trains are expected to start running. On the Chinatown side, the authority plans to build an electric vehicle charging station for residents. The funding will also help restore the historic train depot, which will be incorporated into the new station’s design and is believed to be one of Fresno’s oldest buildings, according to the High-Speed Rail Authority.\u003c/p>\n\u003cp>“[Fresno] was a city that was really born out of the railway, and having that historic station next to the future high-speed rail station creates this real chemistry between old and new,” Cederoth said. “We want these to be places that are enjoyed by the public, even in advance of high-speed rail service.”\u003c/p>\n\u003ch2>The history of Fresno’s Chinatown\u003c/h2>\n\u003cp>Chinese immigrants were among the first to settle in Fresno after they helped build the transcontinental railroad in the 1860s. When white landlords in the city agreed not to sell or lease homes east of the railroad to Chinese residents, they were forced to relocate to the west side of the tracks, where Chinatown is now, separating downtown Fresno from Chinese residents.\u003c/p>\n\u003cp>These residents created a bustling neighborhood filled with shops, restaurants and civic organizations. But, Jan Minami, director of the Chinatown Fresno Foundation Project, said it was also a locus of illicit activity, which took place inside a warren of underground tunnels.\u003c/p>\n\u003cp>“At one point, Chinatown was a red light district,” Minami said. “Many of the underground tunnels and basements were created to escape the heat, but they were also used to essentially hide gambling and prostitution.”\u003c/p>\n\u003cp>Chinese immigrants continued to move to the neighborhood and began working at nearby farms, picking figs, grapes, cotton and wheat.\u003c/p>\n\u003cp>Then, in the 1880s, the Chinese Exclusion Act diminished the Chinese workforce. Japanese immigrants, including Doizaki’s family, moved in with many replacing Chinese workers in the region.\u003c/p>\n\u003cfigure id=\"attachment_11983937\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11983937\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/8A450199-F2F2-4509-AAE8-C6ED1F7A34D1_1_105_c_qut.jpg\" alt=\"\" width=\"1024\" height=\"769\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/8A450199-F2F2-4509-AAE8-C6ED1F7A34D1_1_105_c_qut.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/8A450199-F2F2-4509-AAE8-C6ED1F7A34D1_1_105_c_qut-800x601.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/8A450199-F2F2-4509-AAE8-C6ED1F7A34D1_1_105_c_qut-1020x766.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/8A450199-F2F2-4509-AAE8-C6ED1F7A34D1_1_105_c_qut-160x120.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">Morgan Doizaki stands outside his family business, Central Fish Company, in Fresno’s Chinatown on March 26, 2024. Doizaki’s family has run the shop since 1950. \u003ccite>(Madi Bolanos/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Doizaki’s great-grandpa first moved from Japan to Fowler, a small rural town south of Fresno, in 1898. He and his family relocated to Fresno’s Chinatown years later and began creating a life there — until World War II when Japanese immigrants were forced into internment camps.\u003c/p>\n\u003cp>Doizaki’s family was one of the few that was able to rebuild and maintain a business in the area. Over time, Fresno’s Chinatown would become home to 11 different cultures.\u003c/p>\n\u003cp>“We’ve had our ups and downs, but we’re starting to see improvements,” Doizaki said of his neighborhood. ” High-speed rail definitely has helped put a lot of focus into Chinatown.”\u003c/p>\n\u003ch2>Chinatown revitalization\u003c/h2>\n\u003cp>The High-Speed Rail Authority estimates it will spend more than \u003ca href=\"https://hsr.ca.gov/2023/06/28/news-release-high-speed-rail-authority-receives-20-million-from-federal-government-to-revitalize-historic-fresno-train-depot/#:~:text=NEWS%20RELEASE%3A%E2%80%8B%20High%2DSpeed,Revitalize%20Historic%20Fresno%20Train%20Depot&text=FRESNO%2C%20Calif.\">$33 million\u003c/a> on the plaza and other early work near the new station — an investment that’s also prompting city officials to get in on the revitalization effort.\u003c/p>\n\u003cp>Fresno City Council members recently approved a $10 million contract, with funding from the \u003ca href=\"https://sgc.ca.gov/grant-programs/tcc/\">Transforming Climate Communities Program\u003c/a>, to construct median islands with greenery and new sidewalks, as well as install street lights with Chinese lanterns to honor the neighborhood’s culture.\u003c/p>\n\u003cfigure id=\"attachment_11983940\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11983940\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A 2024 rendering of the high-speed rail station in Fresno. \u003ccite>(Courtesy California High-Speed Rail Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the last year, the city has opened an apartment building with \u003ca href=\"https://fresnohousing.org/properties/the-monarch-chinatown/\">57 affordable units\u003c/a> just three blocks from the Chinatown station. Councilmember Miguel Arias, who represents the district, said the city has also acquired old motels and historic buildings that will eventually be converted into market-rate and affordable housing.\u003c/p>\n\u003cp>“We have a responsibility to these communities to not allow the next modern transit system to continue that historical redlining because the freeway system, the train system fundamentally killed Chinatown,” Arias said. “Our goal is to have about half a dozen housing projects be opened or in the final stages of construction by 2026.” [aside label='Related Coverage' tag='central-valley']But housing advocates said building more is just one piece of a much larger puzzle. Marisa Moraza, a campaign director with Power California, said the city needs to ensure that all this new development does not price out tenants and business owners.\u003c/p>\n\u003cp>For that, she’s advocating for the city to impose a rent cap, increase tenant protections and institute a new oversight board to oversee these efforts.\u003c/p>\n\u003cp>The state’s Department of Housing and Community Development has mandated that Fresno build nearly \u003ca href=\"https://fresnocog.wpenginepowered.com/wp-content/uploads/2022/11/FCOG_RHNP_Public_Review_Final_November_2022_Compiled.pdf\">37,000 new homes and apartments\u003c/a> by 2031 as part of California’s broader goal to construct \u003ca href=\"https://statewide-housing-plan-cahcd.hub.arcgis.com/\">2.5 million homes\u003c/a> in that time. And in a \u003ca href=\"https://drive.google.com/file/d/1eZOB6B6RPRgSnWfKu27p8iYwbPij2vaU/view?usp=sharing\">letter to the city\u003c/a> (PDF), the department recommended it listen and incorporate comments from community groups, such as Power California, as it plans for its share of that new housing.\u003c/p>\n\u003cp>“We want to continue to see the city of Fresno grow,” Moraza said. “However, we want to ensure that we are not increasing displacement in downtown and in southwest Fresno as well.”\u003c/p>\n\u003cp>For Doizaki, whose family business has been in Chinatown since 1950, he hopes the city and businesses can work together to provide enough housing for residents with a healthy range of incomes and backgrounds.\u003c/p>\n\u003cp>“Some of the plans that I’m seeing right now is to fill Chinatown with affordable housing. That’s not how you build a thriving community,” he said. “It’s 2024; we should be able to foresee that this is not how you treat a cultural minority district that was born through racism.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "California High-Speed Rail Authorities are promising to revitalize Fresno’s Chinatown years before the first trains leave the station, intending to spur economic growth for the struggling neighborhood.",
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"title": "In Fresno’s Chinatown, High-Speed Rail Sparks Hope and Debate Within Residents | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>On a recent weekday in Fresno’s Chinatown, a steady stream of customers flow into the Central Fish Company. The Japanese grocery store doubles as a modest restaurant, where owner Morgan Doizaki serves up catfish nuggets and fish and chips.\u003c/p>\n\u003cp>This business is bustling, but around the shop, there’s not a lot of activity.\u003c/p>\n\u003cp>“When my great uncle opened the store, this was the downtown for communities of color,” Doizaki said. “Then, it became a ghost town.”\u003c/p>\n\u003cp>That’s because, in the 1960s, Fresno’s Chinatown was hit hard by \u003ca href=\"https://www.urbandisplacement.org/wp-content/uploads/2022/03/Fresno.pdf\">urban renewal\u003c/a>. A major highway cut through the once-vibrant neighborhood, resulting in demolished buildings and shuttered stores.\u003c/p>\n\u003cp>Now, the California High-Speed Rail Authority promises to bring economic prosperity back to this area by constructing a new station — one of the first to be built along the line.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But while some Chinatown residents said this station will be a boon to the local economy, others worry it will be a catalyst for gentrification, ultimately pushing out the very people and businesses the new station aims to benefit.\u003c/p>\n\u003cp>Margaret Cederoth, the director of planning and sustainability at the California High-Speed Rail Authority, said that after decades of segregation, she hopes the new station — with entrances on both the Chinatown and downtown sides of the tracks — will be a bridge to reknit the two neighborhoods.\u003c/p>\n\u003cp>“It’s actually a fantastic opportunity for reconnecting downtown and Chinatown,” Cederoth said.\u003c/p>\n\u003cfigure id=\"attachment_11983935\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11983935\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-Crossing-Path-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-Crossing-Path-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-Crossing-Path-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-Crossing-Path-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-Crossing-Path-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-Crossing-Path.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A 2024 rendering of the high-speed rail station in Fresno. \u003ccite>(Courtesy California High-Speed Rail Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To jumpstart economic activity, the authority secured a \u003ca href=\"https://hsr.ca.gov/wp-content/uploads/2023/08/RAISE-2023-Factsheet-Revised-A11Y.pdf\">$20 million grant\u003c/a> from the federal government to build a plaza in front of the new station that will host food trucks and street vendors.\u003c/p>\n\u003cp>The plaza, which will sit on the downtown side of the tracks, is slated to open in 2026, a full four years before trains are expected to start running. On the Chinatown side, the authority plans to build an electric vehicle charging station for residents. The funding will also help restore the historic train depot, which will be incorporated into the new station’s design and is believed to be one of Fresno’s oldest buildings, according to the High-Speed Rail Authority.\u003c/p>\n\u003cp>“[Fresno] was a city that was really born out of the railway, and having that historic station next to the future high-speed rail station creates this real chemistry between old and new,” Cederoth said. “We want these to be places that are enjoyed by the public, even in advance of high-speed rail service.”\u003c/p>\n\u003ch2>The history of Fresno’s Chinatown\u003c/h2>\n\u003cp>Chinese immigrants were among the first to settle in Fresno after they helped build the transcontinental railroad in the 1860s. When white landlords in the city agreed not to sell or lease homes east of the railroad to Chinese residents, they were forced to relocate to the west side of the tracks, where Chinatown is now, separating downtown Fresno from Chinese residents.\u003c/p>\n\u003cp>These residents created a bustling neighborhood filled with shops, restaurants and civic organizations. But, Jan Minami, director of the Chinatown Fresno Foundation Project, said it was also a locus of illicit activity, which took place inside a warren of underground tunnels.\u003c/p>\n\u003cp>“At one point, Chinatown was a red light district,” Minami said. “Many of the underground tunnels and basements were created to escape the heat, but they were also used to essentially hide gambling and prostitution.”\u003c/p>\n\u003cp>Chinese immigrants continued to move to the neighborhood and began working at nearby farms, picking figs, grapes, cotton and wheat.\u003c/p>\n\u003cp>Then, in the 1880s, the Chinese Exclusion Act diminished the Chinese workforce. Japanese immigrants, including Doizaki’s family, moved in with many replacing Chinese workers in the region.\u003c/p>\n\u003cfigure id=\"attachment_11983937\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11983937\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/8A450199-F2F2-4509-AAE8-C6ED1F7A34D1_1_105_c_qut.jpg\" alt=\"\" width=\"1024\" height=\"769\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/8A450199-F2F2-4509-AAE8-C6ED1F7A34D1_1_105_c_qut.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/8A450199-F2F2-4509-AAE8-C6ED1F7A34D1_1_105_c_qut-800x601.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/8A450199-F2F2-4509-AAE8-C6ED1F7A34D1_1_105_c_qut-1020x766.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/8A450199-F2F2-4509-AAE8-C6ED1F7A34D1_1_105_c_qut-160x120.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">Morgan Doizaki stands outside his family business, Central Fish Company, in Fresno’s Chinatown on March 26, 2024. Doizaki’s family has run the shop since 1950. \u003ccite>(Madi Bolanos/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Doizaki’s great-grandpa first moved from Japan to Fowler, a small rural town south of Fresno, in 1898. He and his family relocated to Fresno’s Chinatown years later and began creating a life there — until World War II when Japanese immigrants were forced into internment camps.\u003c/p>\n\u003cp>Doizaki’s family was one of the few that was able to rebuild and maintain a business in the area. Over time, Fresno’s Chinatown would become home to 11 different cultures.\u003c/p>\n\u003cp>“We’ve had our ups and downs, but we’re starting to see improvements,” Doizaki said of his neighborhood. ” High-speed rail definitely has helped put a lot of focus into Chinatown.”\u003c/p>\n\u003ch2>Chinatown revitalization\u003c/h2>\n\u003cp>The High-Speed Rail Authority estimates it will spend more than \u003ca href=\"https://hsr.ca.gov/2023/06/28/news-release-high-speed-rail-authority-receives-20-million-from-federal-government-to-revitalize-historic-fresno-train-depot/#:~:text=NEWS%20RELEASE%3A%E2%80%8B%20High%2DSpeed,Revitalize%20Historic%20Fresno%20Train%20Depot&text=FRESNO%2C%20Calif.\">$33 million\u003c/a> on the plaza and other early work near the new station — an investment that’s also prompting city officials to get in on the revitalization effort.\u003c/p>\n\u003cp>Fresno City Council members recently approved a $10 million contract, with funding from the \u003ca href=\"https://sgc.ca.gov/grant-programs/tcc/\">Transforming Climate Communities Program\u003c/a>, to construct median islands with greenery and new sidewalks, as well as install street lights with Chinese lanterns to honor the neighborhood’s culture.\u003c/p>\n\u003cfigure id=\"attachment_11983940\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11983940\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A 2024 rendering of the high-speed rail station in Fresno. \u003ccite>(Courtesy California High-Speed Rail Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the last year, the city has opened an apartment building with \u003ca href=\"https://fresnohousing.org/properties/the-monarch-chinatown/\">57 affordable units\u003c/a> just three blocks from the Chinatown station. Councilmember Miguel Arias, who represents the district, said the city has also acquired old motels and historic buildings that will eventually be converted into market-rate and affordable housing.\u003c/p>\n\u003cp>“We have a responsibility to these communities to not allow the next modern transit system to continue that historical redlining because the freeway system, the train system fundamentally killed Chinatown,” Arias said. “Our goal is to have about half a dozen housing projects be opened or in the final stages of construction by 2026.” \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But housing advocates said building more is just one piece of a much larger puzzle. Marisa Moraza, a campaign director with Power California, said the city needs to ensure that all this new development does not price out tenants and business owners.\u003c/p>\n\u003cp>For that, she’s advocating for the city to impose a rent cap, increase tenant protections and institute a new oversight board to oversee these efforts.\u003c/p>\n\u003cp>The state’s Department of Housing and Community Development has mandated that Fresno build nearly \u003ca href=\"https://fresnocog.wpenginepowered.com/wp-content/uploads/2022/11/FCOG_RHNP_Public_Review_Final_November_2022_Compiled.pdf\">37,000 new homes and apartments\u003c/a> by 2031 as part of California’s broader goal to construct \u003ca href=\"https://statewide-housing-plan-cahcd.hub.arcgis.com/\">2.5 million homes\u003c/a> in that time. And in a \u003ca href=\"https://drive.google.com/file/d/1eZOB6B6RPRgSnWfKu27p8iYwbPij2vaU/view?usp=sharing\">letter to the city\u003c/a> (PDF), the department recommended it listen and incorporate comments from community groups, such as Power California, as it plans for its share of that new housing.\u003c/p>\n\u003cp>“We want to continue to see the city of Fresno grow,” Moraza said. “However, we want to ensure that we are not increasing displacement in downtown and in southwest Fresno as well.”\u003c/p>\n\u003cp>For Doizaki, whose family business has been in Chinatown since 1950, he hopes the city and businesses can work together to provide enough housing for residents with a healthy range of incomes and backgrounds.\u003c/p>\n\u003cp>“Some of the plans that I’m seeing right now is to fill Chinatown with affordable housing. That’s not how you build a thriving community,” he said. “It’s 2024; we should be able to foresee that this is not how you treat a cultural minority district that was born through racism.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Ready for another Battle of the Bay?\u003c/p>\n\u003cp>San Francisco on Thursday sued Oakland to block the city from renaming Oakland International Airport to “San Francisco Bay Oakland International Airport.”\u003c/p>\n\u003cp>Filed in U.S. district court, the suit accuses Oakland of infringing on San Francisco International Airport’s (SFO) trademark. It comes a week after the Port of Oakland’s board of commissioners \u003ca href=\"https://www.kqed.org/news/11982744/oakland-officials-to-proceed-with-controversial-move-to-rename-airport\">voted unanimously\u003c/a> to move forward with the name change in a bid to draw more traffic to the airport.\u003c/p>\n\u003cp>But San Francisco City Attorney David Chiu said the renaming would lead to widespread confusion and chaos for travelers, particularly non-English speakers. He noted that at least one international airline — Portugal’s \u003ca href=\"https://www.azoresairlines.pt/\">Azores Airlines\u003c/a> — has already started using the new name on its flight reservations system.\u003c/p>\n\u003cp>“We believe that Oakland intentionally designed their new rename to divert those who were unfamiliar with Bay Area geography, and also is trying to mislead the public in suggesting that Oakland might have a business relationship with SFO, which it does not,” Chiu told KQED.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>He said the name change would likely cause many travelers to go to the wrong airport and miss their flights and could result in major economic losses and damage to the regional travel industry.\u003c/p>\n\u003cp>Chiu added that his office only learned about the proposed name change about a half hour before the Oakland Port \u003ca href=\"https://www.youtube.com/watch?v=W7IDRj5KUF4\">publicly announced it last month\u003c/a>. Since then, he said, Oakland has rebuffed his repeated attempts to work with the city to come up with a more reasonable alternative.\u003c/p>\n\u003cp>“Litigation, from our perspective, is a last resort,” he said, “but given that Oakland has refused to engage with us, we’re forced to move forward with a lawsuit today.”\u003c/p>\n\u003cp>The suit seeks to force Oakland to stop using the new name, destroy all physical and digital materials that display it, and to pay any related damages and fees.\u003c/p>\n\u003cp>[aside postID=\"news_11982744\" label=\"Related Story\"]In a statement on Thursday, Port of Oakland Attorney Mary Richardson dismissed the notion that the proposed renaming in any way violated SFO’s trademark and said the port would “take all reasonable measures to ensure clarity for travelers.”\u003c/p>\n\u003cp>“SFO cannot lay claim to the geographically descriptive term ‘San Francisco,’ let alone claim exclusive rights to the San Francisco Bay,” she said. “The Port trusts that travelers understand that the San Francisco Bay — like virtually every other major metropolitan area throughout the world — can contain more than one airport.”\u003c/p>\n\u003cp>In its late March video announcement, Oakland Board of Port Commissioners President Barbara Leslie said increasing the public’s awareness of the airport’s central geographic location in the Bay Area was key to increasing the number of available flights and destinations.\u003c/p>\n\u003cp>“We’ve found that over half of frequent international travelers and nearly a third of domestic travelers are unaware of OAK’s amazing location in the heart of Northern California and the San Francisco Bay Area,” she said in the video.\u003c/p>\n\u003cp>Leslie added that the lack of awareness has meant flights haven’t performed as well as they could, leading to a loss of existing routes and a reluctance among airlines to add new routes.\u003c/p>\n\u003cp>Port officials last week also released the results of two surveys asking residents of Oakland and the broader East Bay region to weigh in on the proposed name change. Initially, only a slim majority said they were comfortable with the change. But after the rationale for the change was explained to them, roughly two-thirds of respondents said they approved of it.\u003c/p>\n\u003cp>But Chiu argued that there are many other ways for Oakland’s airport to reference its geographic location without infringing on SFO’s trademark and confusing countless travelers.\u003c/p>\n\u003cp>“Oakland is trying to profit off of the fact that SFO has invested billions of dollars over decades in the reputation of the name San Francisco International Airport, the services at San Francisco International Airport,” he said. “And that’s not fair.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED’s Juan Carlos Lara.\u003c/em>\u003c/p>\n\n",
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"excerpt": "The federal lawsuit argues that Oakland is intentionally trying to confuse passengers and divert traffic from SFO by renaming its airport ‘San Francisco Bay Oakland International Airport.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Ready for another Battle of the Bay?\u003c/p>\n\u003cp>San Francisco on Thursday sued Oakland to block the city from renaming Oakland International Airport to “San Francisco Bay Oakland International Airport.”\u003c/p>\n\u003cp>Filed in U.S. district court, the suit accuses Oakland of infringing on San Francisco International Airport’s (SFO) trademark. It comes a week after the Port of Oakland’s board of commissioners \u003ca href=\"https://www.kqed.org/news/11982744/oakland-officials-to-proceed-with-controversial-move-to-rename-airport\">voted unanimously\u003c/a> to move forward with the name change in a bid to draw more traffic to the airport.\u003c/p>\n\u003cp>But San Francisco City Attorney David Chiu said the renaming would lead to widespread confusion and chaos for travelers, particularly non-English speakers. He noted that at least one international airline — Portugal’s \u003ca href=\"https://www.azoresairlines.pt/\">Azores Airlines\u003c/a> — has already started using the new name on its flight reservations system.\u003c/p>\n\u003cp>“We believe that Oakland intentionally designed their new rename to divert those who were unfamiliar with Bay Area geography, and also is trying to mislead the public in suggesting that Oakland might have a business relationship with SFO, which it does not,” Chiu told KQED.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>He said the name change would likely cause many travelers to go to the wrong airport and miss their flights and could result in major economic losses and damage to the regional travel industry.\u003c/p>\n\u003cp>Chiu added that his office only learned about the proposed name change about a half hour before the Oakland Port \u003ca href=\"https://www.youtube.com/watch?v=W7IDRj5KUF4\">publicly announced it last month\u003c/a>. Since then, he said, Oakland has rebuffed his repeated attempts to work with the city to come up with a more reasonable alternative.\u003c/p>\n\u003cp>“Litigation, from our perspective, is a last resort,” he said, “but given that Oakland has refused to engage with us, we’re forced to move forward with a lawsuit today.”\u003c/p>\n\u003cp>The suit seeks to force Oakland to stop using the new name, destroy all physical and digital materials that display it, and to pay any related damages and fees.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>In a statement on Thursday, Port of Oakland Attorney Mary Richardson dismissed the notion that the proposed renaming in any way violated SFO’s trademark and said the port would “take all reasonable measures to ensure clarity for travelers.”\u003c/p>\n\u003cp>“SFO cannot lay claim to the geographically descriptive term ‘San Francisco,’ let alone claim exclusive rights to the San Francisco Bay,” she said. “The Port trusts that travelers understand that the San Francisco Bay — like virtually every other major metropolitan area throughout the world — can contain more than one airport.”\u003c/p>\n\u003cp>In its late March video announcement, Oakland Board of Port Commissioners President Barbara Leslie said increasing the public’s awareness of the airport’s central geographic location in the Bay Area was key to increasing the number of available flights and destinations.\u003c/p>\n\u003cp>“We’ve found that over half of frequent international travelers and nearly a third of domestic travelers are unaware of OAK’s amazing location in the heart of Northern California and the San Francisco Bay Area,” she said in the video.\u003c/p>\n\u003cp>Leslie added that the lack of awareness has meant flights haven’t performed as well as they could, leading to a loss of existing routes and a reluctance among airlines to add new routes.\u003c/p>\n\u003cp>Port officials last week also released the results of two surveys asking residents of Oakland and the broader East Bay region to weigh in on the proposed name change. Initially, only a slim majority said they were comfortable with the change. But after the rationale for the change was explained to them, roughly two-thirds of respondents said they approved of it.\u003c/p>\n\u003cp>But Chiu argued that there are many other ways for Oakland’s airport to reference its geographic location without infringing on SFO’s trademark and confusing countless travelers.\u003c/p>\n\u003cp>“Oakland is trying to profit off of the fact that SFO has invested billions of dollars over decades in the reputation of the name San Francisco International Airport, the services at San Francisco International Airport,” he said. “And that’s not fair.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED’s Juan Carlos Lara.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Protesters Shut Down I-880 Freeway in Oakland as Part of 'Economic Blockade' for Gaza",
"headTitle": "Protesters Shut Down I-880 Freeway in Oakland as Part of ‘Economic Blockade’ for Gaza | KQED",
"content": "\u003cp>\u003cstrong>Update, 2:05 p.m.: \u003c/strong>\u003cbr>\nAs traffic starts moving again — albeit slowly through previously blocked sections of Interstate 880 in Oakland and U.S. 101 over the Golden Gate Bridge — officials with the California Highway Patrol said certain methods used by protesters necessitated an “intricate operation” and made things particularly difficult for law enforcement.\u003c/p>\n\u003cp>In a \u003ca href=\"https://www.facebook.com/220921013407304/posts/823018529864213\">statement posted to Facebook\u003c/a>, CHP said the protesters who shut down northbound I-880 at Embarcadero had chained themselves to 55-gallon drums filled with cement. The protesters who shut down the Golden Gate Bridge chained themselves to stationary vehicles, the statement said.\u003c/p>\n\u003cp>CHP officials said arrests of protesters who blocked southbound I-880 in West Oakland and refused orders to disperse are ongoing. Approximately 20 people were arrested at the Golden Gate Bridge, according to the statement, and CHP promised arrests of the protesters who chained themselves to the drums of cement.\u003c/p>\n\u003cfigure id=\"attachment_11983082\" class=\"wp-caption aligncenter\" style=\"max-width: 1620px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0378.jpg\" alt=\"\" width=\"1620\" height=\"1080\" class=\"size-full wp-image-11983082\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0378.jpg 1620w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0378-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0378-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0378-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0378-1536x1024.jpg 1536w\" sizes=\"(max-width: 1620px) 100vw, 1620px\">\u003cfigcaption class=\"wp-caption-text\">California Highway Patrol officers arrest a demonstrator who joined approximately 300 protesters in blocking southbound I-880 in West Oakland Monday morning. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 1:10 p.m.: \u003c/strong>\u003cbr>\nTraffic is trickling through on northbound I-880 in Oakland. \u003ca href=\"https://x.com/mike_dewald/status/1779944935065780401\">Two lanes are now open\u003c/a>, but protesters and CHP officers remain on the roadway.\u003c/p>\n\u003cp>One lane of southbound I-880 in West Oakland has just been reopened, with two lanes remaining blocked, according to CHP.\u003c/p>\n\u003cp>Meanwhile, in San Francisco, \u003ca href=\"https://x.com/CHPMarin/status/1779953159387091040\">both directions of the Golden Gate Bridge are open again\u003c/a> after protesters blocked traffic for more than four hours.\u003c/p>\n\u003cp>\u003cstrong>Original story: \u003c/strong>\u003cbr>\nBeginning shortly before 7 a.m. Monday, protesters blocked all lanes of the northbound I-880 freeway in Oakland north of the 23rd Ave exit to decry Israel’s ongoing military assault and blockade of Gaza.\u003c/p>\n\u003cp>Dozens of activists converged on the freeway and sat in the roadway, with CHP officers in riot gear \u003ca href=\"https://x.com/mike_dewald/status/1779873179584147818\">gathering in front of and behind the demonstrators\u003c/a>.\u003c/p>\n\u003cp>Another group of approximately 300 protesters marched from the West Oakland BART station\u003ca href=\"https://x.com/MsHossaini/status/1779884027052544407\"> onto southbound I-880 via the 7th Street on-ramp\u003c/a> at about 8 a.m., effectively shutting down both directions of the freeway through Oakland. By 9:45 a.m. California Highway Patrol officers were attempting to disperse the demonstrators. At least one protester \u003ca href=\"https://x.com/MsHossaini/status/1779909917874544736\">has been arrested\u003c/a>.\u003c/p>\n\u003cp>“Calls for a ceasefire and for aid to be let in [to Gaza] have been unheard,” said Hay Sha Wiya Falcon, a Bay Area-based Lakota activist who joined the West Oakland demonstrators. “It’s very clear if you look at who’s funding our representatives… money is what talks to them. And I think to have this worldwide economic blockade, which has spread to 55 cities and six continents, the world is speaking very loudly about what we want to see, and that’s a liberated Palestine.”\u003c/p>\n\u003cp>Monday’s action is part of a \u003ca href=\"https://www.a15action.com/\">multi-city coordinated economic protest\u003c/a>, referred to as A15, aiming to disrupt local and global economies in order to put pressure on people and governments to divest from Israel and weapons manufacturers that supply its military.\u003c/p>\n\u003cfigure id=\"attachment_11982967\" class=\"wp-caption aligncenter\" style=\"max-width: 1620px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11982967\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0209.jpg\" alt=\"\" width=\"1620\" height=\"1080\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0209.jpg 1620w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0209-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0209-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0209-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0209-1536x1024.jpg 1536w\" sizes=\"(max-width: 1620px) 100vw, 1620px\">\u003cfigcaption class=\"wp-caption-text\">Traffic backs up as protesters shut down the southbound lanes of I-880 Monday morning in West Oakland, just before the Broadway/Alameda off-ramp. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Oakland remains a place where we rebel against all of the injustices carried out in the interest of the US led, global economy. We must do that now for Palestine,” organizers of the event in Oakland \u003ca href=\"https://www.instagram.com/p/C5gKqW9u4uu/?igsh=MzRlODBiNWFlZA%3D%3D\">wrote in an Instagram post\u003c/a> ahead of the protest. “Clog the arteries of capital! Free Palestine!”\u003c/p>\n\u003cp>“I’m a health care worker, and one of the things that has been most disturbing to me about the genocide that’s happening in Palestine is the total disregard for human life,” said Mike Sweeney, who joined the West Oakland protesters. “The Israeli military is essentially… destroying every pillar of health and wellness in Palestine, destroying hospitals… specifically targeting centers of healing [including] doctors and nurses. I’ve never seen this level of violence in my life. And so that’s why I’m here.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.instagram.com/a15actions/?g=5\">On Instagram\u003c/a>, A15 organizers said their effort was born out of “frustration with symbolic actions” and that their goals are to “cause impact to the global economy complicit in genocide.”\u003c/p>\n\u003cp>Related actions are planned throughout the Bay Area on Monday, including at \u003ca href=\"https://www.instagram.com/p/C5rJEdEul1K/?igsh=MzRlODBiNWFlZA%3D%3D\">Warm Springs Bart station at 5:30 p.m.\u003c/a>, when protesters plan to march to the Fremont Tesla factory.\u003c/p>\n\u003cp>In San Francisco, dozens of protesters \u003ca href=\"https://www.nbcbayarea.com/news/local/san-francisco/protest-golden-gate-bridge/3510362/\">shut down all southbound lanes across the Golden Gate Bridge\u003c/a> at 7:30 a.m. Organizers also plan to hold a rally at noon in United Nations Plaza and march to the Internal Revenue Service offices to hold a teach-in.\u003c/p>\n\u003cp>https://twitter.com/KCBSAMFMTraffic/status/1779899457674576271\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Outside the Bay Area, protesters demonstrated similar economic blockades on Monday in Seattle, San Diego, Philadelphia, San Antonio, Chicago, Tallahassee and internationally in Mexico City, Melbourne, Ho Chi Minh City, Johannesburg and others.\u003c/p>\n\u003cp>Numerous protests blocking major freeways and other transportation arteries had occurred around the Bay Area since Israel announced its military operations in Gaza, following Hamas’ attack on October 7 when approximately 1,200 Israelis were killed and 250 were taken hostage.\u003c/p>\n\u003cp>According to the Gaza Health Ministry, \u003ca href=\"https://apnews.com/article/israel-palestinians-gaza-west-bank-7e75e1ef8f5307946d24f8b9a190fd66\">more than 33,000 Palestinians have now been killed\u003c/a> and millions displaced by more than six months of heavy Israeli attacks on the besieged territory. Gaza remains under military blockade by Israel, with \u003ca href=\"https://press.un.org/en/2024/sc15658.doc.htm\">members of the UN Security Council reiterating concerns over imminent famine\u003c/a> there and calling for “the immediate lifting of all barriers to the delivery of humanitarian aid at scale to the civilian population.”\u003c/p>\n\u003cfigure id=\"attachment_11982969\" class=\"wp-caption aligncenter\" style=\"max-width: 1620px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11982969\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0201.jpg\" alt=\"\" width=\"1620\" height=\"1080\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0201.jpg 1620w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0201-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0201-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0201-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0201-1536x1024.jpg 1536w\" sizes=\"(max-width: 1620px) 100vw, 1620px\">\u003cfigcaption class=\"wp-caption-text\">Protesters stand on the roadway of southbound I-880 in West Oakland Monday morning. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Past Bay Area pro-Palestinian protests have included a \u003ca href=\"https://www.kqed.org/news/11967536/protesters-calling-for-gaza-ceasefire-block-bay-bridges-westbound-lanes\">shutdown of the upper deck of the Bay Bridge\u003c/a> in November to call for a cease-fire; in January, activists attempted to climb aboard and delayed a military supply shift from departing the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/port-of-oakland-protest-18603166.php\">Port of Oakland\u003c/a>; and pro-Palestinian activists \u003ca href=\"https://www.kqed.org/news/11976328/protesters-briefly-block-highway-101-in-sf-call-for-end-to-war-in-gaza\">briefly blocked Highway 101 in San Francisco\u003c/a> in February.\u003c/p>\n\u003cp>In March, \u003ca href=\"https://www.kqed.org/news/11979206/protesters-demanding-gaza-cease-fire-block-international-terminal-at-sfo\">protesters at San Francisco International Airport’s international terminal\u003c/a> called for a cease-fire in Gaza and demanded divestment from the Israeli military.\u003c/p>\n\u003cp>United Nations officials have warned of a genocide in Gaza. Speaking at the UN Human Rights Council in Geneva last week, UN Special Rapporteur Francesca Albanese presented a report entitled “Anatomy of a Genocide.”\u003c/p>\n\u003cp>“There are reasonable grounds to believe that the threshold indicating the commission of the crime of genocide … has been met,” she said, according to UN News.\u003c/p>\n\u003cp>\u003cem>This story has been updated. \u003c/em>\u003c/p>\n\u003cp>\u003cem>KQED’s Annelise Finney and Sara Hossaini contributed to this story.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 2:05 p.m.: \u003c/strong>\u003cbr>\nAs traffic starts moving again — albeit slowly through previously blocked sections of Interstate 880 in Oakland and U.S. 101 over the Golden Gate Bridge — officials with the California Highway Patrol said certain methods used by protesters necessitated an “intricate operation” and made things particularly difficult for law enforcement.\u003c/p>\n\u003cp>In a \u003ca href=\"https://www.facebook.com/220921013407304/posts/823018529864213\">statement posted to Facebook\u003c/a>, CHP said the protesters who shut down northbound I-880 at Embarcadero had chained themselves to 55-gallon drums filled with cement. The protesters who shut down the Golden Gate Bridge chained themselves to stationary vehicles, the statement said.\u003c/p>\n\u003cp>CHP officials said arrests of protesters who blocked southbound I-880 in West Oakland and refused orders to disperse are ongoing. Approximately 20 people were arrested at the Golden Gate Bridge, according to the statement, and CHP promised arrests of the protesters who chained themselves to the drums of cement.\u003c/p>\n\u003cfigure id=\"attachment_11983082\" class=\"wp-caption aligncenter\" style=\"max-width: 1620px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0378.jpg\" alt=\"\" width=\"1620\" height=\"1080\" class=\"size-full wp-image-11983082\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0378.jpg 1620w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0378-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0378-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0378-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0378-1536x1024.jpg 1536w\" sizes=\"(max-width: 1620px) 100vw, 1620px\">\u003cfigcaption class=\"wp-caption-text\">California Highway Patrol officers arrest a demonstrator who joined approximately 300 protesters in blocking southbound I-880 in West Oakland Monday morning. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 1:10 p.m.: \u003c/strong>\u003cbr>\nTraffic is trickling through on northbound I-880 in Oakland. \u003ca href=\"https://x.com/mike_dewald/status/1779944935065780401\">Two lanes are now open\u003c/a>, but protesters and CHP officers remain on the roadway.\u003c/p>\n\u003cp>One lane of southbound I-880 in West Oakland has just been reopened, with two lanes remaining blocked, according to CHP.\u003c/p>\n\u003cp>Meanwhile, in San Francisco, \u003ca href=\"https://x.com/CHPMarin/status/1779953159387091040\">both directions of the Golden Gate Bridge are open again\u003c/a> after protesters blocked traffic for more than four hours.\u003c/p>\n\u003cp>\u003cstrong>Original story: \u003c/strong>\u003cbr>\nBeginning shortly before 7 a.m. Monday, protesters blocked all lanes of the northbound I-880 freeway in Oakland north of the 23rd Ave exit to decry Israel’s ongoing military assault and blockade of Gaza.\u003c/p>\n\u003cp>Dozens of activists converged on the freeway and sat in the roadway, with CHP officers in riot gear \u003ca href=\"https://x.com/mike_dewald/status/1779873179584147818\">gathering in front of and behind the demonstrators\u003c/a>.\u003c/p>\n\u003cp>Another group of approximately 300 protesters marched from the West Oakland BART station\u003ca href=\"https://x.com/MsHossaini/status/1779884027052544407\"> onto southbound I-880 via the 7th Street on-ramp\u003c/a> at about 8 a.m., effectively shutting down both directions of the freeway through Oakland. By 9:45 a.m. California Highway Patrol officers were attempting to disperse the demonstrators. At least one protester \u003ca href=\"https://x.com/MsHossaini/status/1779909917874544736\">has been arrested\u003c/a>.\u003c/p>\n\u003cp>“Calls for a ceasefire and for aid to be let in [to Gaza] have been unheard,” said Hay Sha Wiya Falcon, a Bay Area-based Lakota activist who joined the West Oakland demonstrators. “It’s very clear if you look at who’s funding our representatives… money is what talks to them. And I think to have this worldwide economic blockade, which has spread to 55 cities and six continents, the world is speaking very loudly about what we want to see, and that’s a liberated Palestine.”\u003c/p>\n\u003cp>Monday’s action is part of a \u003ca href=\"https://www.a15action.com/\">multi-city coordinated economic protest\u003c/a>, referred to as A15, aiming to disrupt local and global economies in order to put pressure on people and governments to divest from Israel and weapons manufacturers that supply its military.\u003c/p>\n\u003cfigure id=\"attachment_11982967\" class=\"wp-caption aligncenter\" style=\"max-width: 1620px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11982967\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0209.jpg\" alt=\"\" width=\"1620\" height=\"1080\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0209.jpg 1620w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0209-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0209-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0209-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0209-1536x1024.jpg 1536w\" sizes=\"(max-width: 1620px) 100vw, 1620px\">\u003cfigcaption class=\"wp-caption-text\">Traffic backs up as protesters shut down the southbound lanes of I-880 Monday morning in West Oakland, just before the Broadway/Alameda off-ramp. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Oakland remains a place where we rebel against all of the injustices carried out in the interest of the US led, global economy. We must do that now for Palestine,” organizers of the event in Oakland \u003ca href=\"https://www.instagram.com/p/C5gKqW9u4uu/?igsh=MzRlODBiNWFlZA%3D%3D\">wrote in an Instagram post\u003c/a> ahead of the protest. “Clog the arteries of capital! Free Palestine!”\u003c/p>\n\u003cp>“I’m a health care worker, and one of the things that has been most disturbing to me about the genocide that’s happening in Palestine is the total disregard for human life,” said Mike Sweeney, who joined the West Oakland protesters. “The Israeli military is essentially… destroying every pillar of health and wellness in Palestine, destroying hospitals… specifically targeting centers of healing [including] doctors and nurses. I’ve never seen this level of violence in my life. And so that’s why I’m here.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.instagram.com/a15actions/?g=5\">On Instagram\u003c/a>, A15 organizers said their effort was born out of “frustration with symbolic actions” and that their goals are to “cause impact to the global economy complicit in genocide.”\u003c/p>\n\u003cp>Related actions are planned throughout the Bay Area on Monday, including at \u003ca href=\"https://www.instagram.com/p/C5rJEdEul1K/?igsh=MzRlODBiNWFlZA%3D%3D\">Warm Springs Bart station at 5:30 p.m.\u003c/a>, when protesters plan to march to the Fremont Tesla factory.\u003c/p>\n\u003cp>In San Francisco, dozens of protesters \u003ca href=\"https://www.nbcbayarea.com/news/local/san-francisco/protest-golden-gate-bridge/3510362/\">shut down all southbound lanes across the Golden Gate Bridge\u003c/a> at 7:30 a.m. Organizers also plan to hold a rally at noon in United Nations Plaza and march to the Internal Revenue Service offices to hold a teach-in.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Outside the Bay Area, protesters demonstrated similar economic blockades on Monday in Seattle, San Diego, Philadelphia, San Antonio, Chicago, Tallahassee and internationally in Mexico City, Melbourne, Ho Chi Minh City, Johannesburg and others.\u003c/p>\n\u003cp>Numerous protests blocking major freeways and other transportation arteries had occurred around the Bay Area since Israel announced its military operations in Gaza, following Hamas’ attack on October 7 when approximately 1,200 Israelis were killed and 250 were taken hostage.\u003c/p>\n\u003cp>According to the Gaza Health Ministry, \u003ca href=\"https://apnews.com/article/israel-palestinians-gaza-west-bank-7e75e1ef8f5307946d24f8b9a190fd66\">more than 33,000 Palestinians have now been killed\u003c/a> and millions displaced by more than six months of heavy Israeli attacks on the besieged territory. Gaza remains under military blockade by Israel, with \u003ca href=\"https://press.un.org/en/2024/sc15658.doc.htm\">members of the UN Security Council reiterating concerns over imminent famine\u003c/a> there and calling for “the immediate lifting of all barriers to the delivery of humanitarian aid at scale to the civilian population.”\u003c/p>\n\u003cfigure id=\"attachment_11982969\" class=\"wp-caption aligncenter\" style=\"max-width: 1620px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11982969\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0201.jpg\" alt=\"\" width=\"1620\" height=\"1080\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0201.jpg 1620w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0201-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0201-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0201-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/DSC_0201-1536x1024.jpg 1536w\" sizes=\"(max-width: 1620px) 100vw, 1620px\">\u003cfigcaption class=\"wp-caption-text\">Protesters stand on the roadway of southbound I-880 in West Oakland Monday morning. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Past Bay Area pro-Palestinian protests have included a \u003ca href=\"https://www.kqed.org/news/11967536/protesters-calling-for-gaza-ceasefire-block-bay-bridges-westbound-lanes\">shutdown of the upper deck of the Bay Bridge\u003c/a> in November to call for a cease-fire; in January, activists attempted to climb aboard and delayed a military supply shift from departing the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/port-of-oakland-protest-18603166.php\">Port of Oakland\u003c/a>; and pro-Palestinian activists \u003ca href=\"https://www.kqed.org/news/11976328/protesters-briefly-block-highway-101-in-sf-call-for-end-to-war-in-gaza\">briefly blocked Highway 101 in San Francisco\u003c/a> in February.\u003c/p>\n\u003cp>In March, \u003ca href=\"https://www.kqed.org/news/11979206/protesters-demanding-gaza-cease-fire-block-international-terminal-at-sfo\">protesters at San Francisco International Airport’s international terminal\u003c/a> called for a cease-fire in Gaza and demanded divestment from the Israeli military.\u003c/p>\n\u003cp>United Nations officials have warned of a genocide in Gaza. Speaking at the UN Human Rights Council in Geneva last week, UN Special Rapporteur Francesca Albanese presented a report entitled “Anatomy of a Genocide.”\u003c/p>\n\u003cp>“There are reasonable grounds to believe that the threshold indicating the commission of the crime of genocide … has been met,” she said, according to UN News.\u003c/p>\n\u003cp>\u003cem>This story has been updated. \u003c/em>\u003c/p>\n\u003cp>\u003cem>KQED’s Annelise Finney and Sara Hossaini contributed to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Oakland Officials to Proceed With Controversial Move to Rename Airport",
"headTitle": "Oakland Officials to Proceed With Controversial Move to Rename Airport | KQED",
"content": "\u003cp>\u003cem>Updated 7:30 p.m. Thursday\u003c/em>\u003c/p>\n\u003cp>Oakland Port commissioners voted unanimously Thursday night to move forward with changing the name of Metropolitan Oakland International Airport to San Francisco Bay Oakland International Airport.\u003c/p>\n\u003cp>The change is an effort to bank on name recognition to increase traffic through the airport. In a \u003ca href=\"https://www.youtube.com/watch?v=W7IDRj5KUF4\">late March video announcement\u003c/a>, Oakland Board of Port Commissioners President Barbara Leslie said increasing the public’s geographic awareness of the airport was key to increasing the number of flights and destinations available to local flyers.\u003c/p>\n\u003cp>“We’ve found that over half of frequent international travelers and nearly a third of domestic travelers are unaware of OAK’s amazing location in the heart of Northern California and the San Francisco Bay Area,” Leslie said in the video.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"David Chiu, city attorney, San Francisco\"]‘They’ve forced us to have no choice but to take legal action.’[/pullquote]The commission president added that the lack of awareness has meant flights haven’t performed as well as they could, leading to a loss of routes and a reluctance among airlines to add new routes.\u003c/p>\n\u003cp>“From July 2008 to March 2024, the airport added 54 new routes; 39 of these and six preexisting destinations were lost,” Port of Oakland Interim Director of Aviation Craig Simon said.\u003c/p>\n\u003cp>Port officials released the \u003ca href=\"https://www.portofoakland.com/wp-content/uploads/OAK-Branding-Surveys-Key-Findings.pdf\">results of two surveys\u003c/a>, including more than 1,400 respondents, this week, one focusing on residents within Oakland specifically and the other focusing on residents in the broader East Bay area. There a slim majority of respondents said they were comfortable with the name change. Roughly two-thirds of both groups said they were comfortable with the change after receiving further explanation of the reasons for the change.\u003c/p>\n\u003cp>But not everyone was happy about it.\u003c/p>\n\u003cp>San Francisco City Attorney David Chiu said the new name would infringe on the San Francisco International Airport’s trademark, and the city — which owns and operates SFO — will pursue legal action if the port goes through with the change.\u003c/p>\n\u003cp>“Any reasonable person can see that the proposed name change is going to create confusion for passengers,” Chiu told KQED after the vote results were announced. “We believe that the proposal appears intentionally designed to divert travelers who may be unfamiliar with Bay Area geography and also lead them to believe that Oakland Airport has a business relationship with SFO, which it does not.”\u003c/p>\n\u003cp>“They’ve forced us to have no choice but to take legal action,” Chiu added. “As soon as I get to the office tomorrow, I’ll be huddling with my attorneys, and we will figure out next steps.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Port of Oakland Executive Director Danny Wan told KQED after the vote that he is not concerned about the threat of legal action based on trademark infringement.\u003c/p>\n\u003cp>“San Francisco Bay belongs to the whole San Francisco Bay Area region,” Wan said. “We hope not to go through litigation, but if they feel that they must, they must.”\u003c/p>\n\u003cp>The San Mateo County Board of Supervisors, which leads the county where San Francisco’s airport is located, also opposes the move. Earlier this week, the Board voted unanimously to pass a resolution opposing the change.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Danny Wan, executive director, Port of Oakland\"]‘San Francisco Bay belongs to the whole San Francisco Bay Area region. We hope not to go through litigation, but if they feel that they must, they must.’[/pullquote]“SFO is a critical economic driver for San Mateo County, being one of the top five employers in the County with approximately 10,000 on-airport employees earning almost $1 billion in FY 2021,” reads the resolution, adding that the change has the potential to “cause adverse economic impacts for businesses that have products delivered by plane.”\u003c/p>\n\u003cp>SFO leaders also requested that the change not go through. In \u003ca href=\"https://www.flysfo.com/about/media/press-releases/sfo-expresses-serious-concerns-over-oakland-international-airports\">a written statement\u003c/a>, SFO Director Ivar C. Satero said, “We are deeply concerned about the potential for customer confusion and disservice that could result from this proposed renaming.”\u003c/p>\n\u003cp>Port commissioners will need to go through a second hearing to finalize the decision. That will happen on May 9.\u003c/p>\n\u003cp>Wan said implementing the change, including changing stationary \u003cspan style=\"font-weight: 400\">and signs\u003c/span> and asking airlines and travel agencies to change the name in their records, would cost roughly $150,000 and take anywhere from a few weeks to just under half a year.\u003c/p>\n\u003cp>\u003cem>Editor’s Note: The Port of Oakland is among KQED’s financial supporters.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 7:30 p.m. Thursday\u003c/em>\u003c/p>\n\u003cp>Oakland Port commissioners voted unanimously Thursday night to move forward with changing the name of Metropolitan Oakland International Airport to San Francisco Bay Oakland International Airport.\u003c/p>\n\u003cp>The change is an effort to bank on name recognition to increase traffic through the airport. In a \u003ca href=\"https://www.youtube.com/watch?v=W7IDRj5KUF4\">late March video announcement\u003c/a>, Oakland Board of Port Commissioners President Barbara Leslie said increasing the public’s geographic awareness of the airport was key to increasing the number of flights and destinations available to local flyers.\u003c/p>\n\u003cp>“We’ve found that over half of frequent international travelers and nearly a third of domestic travelers are unaware of OAK’s amazing location in the heart of Northern California and the San Francisco Bay Area,” Leslie said in the video.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The commission president added that the lack of awareness has meant flights haven’t performed as well as they could, leading to a loss of routes and a reluctance among airlines to add new routes.\u003c/p>\n\u003cp>“From July 2008 to March 2024, the airport added 54 new routes; 39 of these and six preexisting destinations were lost,” Port of Oakland Interim Director of Aviation Craig Simon said.\u003c/p>\n\u003cp>Port officials released the \u003ca href=\"https://www.portofoakland.com/wp-content/uploads/OAK-Branding-Surveys-Key-Findings.pdf\">results of two surveys\u003c/a>, including more than 1,400 respondents, this week, one focusing on residents within Oakland specifically and the other focusing on residents in the broader East Bay area. There a slim majority of respondents said they were comfortable with the name change. Roughly two-thirds of both groups said they were comfortable with the change after receiving further explanation of the reasons for the change.\u003c/p>\n\u003cp>But not everyone was happy about it.\u003c/p>\n\u003cp>San Francisco City Attorney David Chiu said the new name would infringe on the San Francisco International Airport’s trademark, and the city — which owns and operates SFO — will pursue legal action if the port goes through with the change.\u003c/p>\n\u003cp>“Any reasonable person can see that the proposed name change is going to create confusion for passengers,” Chiu told KQED after the vote results were announced. “We believe that the proposal appears intentionally designed to divert travelers who may be unfamiliar with Bay Area geography and also lead them to believe that Oakland Airport has a business relationship with SFO, which it does not.”\u003c/p>\n\u003cp>“They’ve forced us to have no choice but to take legal action,” Chiu added. “As soon as I get to the office tomorrow, I’ll be huddling with my attorneys, and we will figure out next steps.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Port of Oakland Executive Director Danny Wan told KQED after the vote that he is not concerned about the threat of legal action based on trademark infringement.\u003c/p>\n\u003cp>“San Francisco Bay belongs to the whole San Francisco Bay Area region,” Wan said. “We hope not to go through litigation, but if they feel that they must, they must.”\u003c/p>\n\u003cp>The San Mateo County Board of Supervisors, which leads the county where San Francisco’s airport is located, also opposes the move. Earlier this week, the Board voted unanimously to pass a resolution opposing the change.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“SFO is a critical economic driver for San Mateo County, being one of the top five employers in the County with approximately 10,000 on-airport employees earning almost $1 billion in FY 2021,” reads the resolution, adding that the change has the potential to “cause adverse economic impacts for businesses that have products delivered by plane.”\u003c/p>\n\u003cp>SFO leaders also requested that the change not go through. In \u003ca href=\"https://www.flysfo.com/about/media/press-releases/sfo-expresses-serious-concerns-over-oakland-international-airports\">a written statement\u003c/a>, SFO Director Ivar C. Satero said, “We are deeply concerned about the potential for customer confusion and disservice that could result from this proposed renaming.”\u003c/p>\n\u003cp>Port commissioners will need to go through a second hearing to finalize the decision. That will happen on May 9.\u003c/p>\n\u003cp>Wan said implementing the change, including changing stationary \u003cspan style=\"font-weight: 400\">and signs\u003c/span> and asking airlines and travel agencies to change the name in their records, would cost roughly $150,000 and take anywhere from a few weeks to just under half a year.\u003c/p>\n\u003cp>\u003cem>Editor’s Note: The Port of Oakland is among KQED’s financial supporters.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Gov. Gavin Newsom \u003ca href=\"https://www.gov.ca.gov/2024/03/29/flock-cameras-oakland/\">announced\u003c/a> on Friday that the California Highway Patrol had signed a contract with a private company to install 480 high-tech cameras around Oakland in an effort to help crack down on crime in the city.\u003c/p>\n\u003cp>According to the announcement, 290 of the cameras will be installed on the streets of Oakland and 190 along freeways that cut through the city and surrounding areas. The cameras will reportedly not just identify car license plates but also catalog vehicles by make, model, color and unique features.\u003c/p>\n\u003cp>“This investment marks another step forward in our commitment to bolstering public safety and tackling organized crime and roadway violence in Oakland and across California,” Newsom said in a statement.\u003c/p>\n\u003cp>“This is proven technology where privacy is foundational,” Newsom added in a video message accompanying the announcement.\u003c/p>\n\u003cp>[aside postID=news_11974920,news_11975161,news_11979891,news_11981018 label='More on Oakland Law Enforcement']The governor underscored that footage from the cameras would be deleted after 28 days and would not be shared with third parties, and that CHP would continue complying with \u003ca href=\"https://oag.ca.gov/news/press-releases/attorney-general-bonta-advises-california-law-enforcement-legal-uses-and\">a state order\u003c/a> prohibiting automated license plate reader data from being shared with other states that could use the information to track people seeking or providing abortions.\u003c/p>\n\u003cp>The cameras will come from \u003ca href=\"https://www.flocksafety.com/\">Flock Safety\u003c/a>, a company based in Atlanta, that makes and sells security systems and surveillance cameras to public agencies and private neighborhood watch groups.\u003c/p>\n\u003cp>The company was awarded the contract through a non-competitive bid in the amount of just over $1.6 million for the first year and nearly $1.5 million for each of the two optional one-year extensions, according to CHP spokesperson Jaime Coffee. The funding comes from the governor’s approved 2022-2023 budget, she said.\u003c/p>\n\u003cp>Officials did not disclose the exact locations of where the cameras will be installed.\u003c/p>\n\u003cp>“The CHP has been working in partnership with the city of Oakland throughout the process, to purchase, place, and install cameras,” Coffee said in an email.\u003c/p>\n\u003cp>While concern about crime has risen in and around Oakland, the announcement was also criticized by groups and residents about how the surveillance data would be used.\u003c/p>\n\u003cp>“For every dollar we spend on surveillance cameras, that’s a dollar not spent on proven public safety strategies,” said Cat Brooks, executive director of the Anti Police-Terror Project, in a statement about the new cameras. She also noted that the cameras will most likely be installed in low-income neighborhoods, where residents of color will be disproportionately impacted.\u003c/p>\n\u003cp>The announcement comes as Oakland struggles to stem a surge in violent crime and follows several previous safety interventions initiated by Newsom’s office. \u003ca href=\"https://cityofoakland2.app.box.com/s/sjiq7usfy27gy9dfe51hp8arz5l1ixad/file/1404598604813\">According to the police department’s end-of-year data (PDF)\u003c/a>, violent crime increased by 21% in 2023, compared to the previous year — with the number of homicides plateauing at 120 — while robberies climbed 38% and vehicle theft went up 45%.\u003c/p>\n\u003cp>“This is building on efforts we made just a few weeks ago,” Newsom said, referring to \u003ca href=\"https://www.kqed.org/news/11974920/newsom-to-deploy-120-chp-officers-to-fight-crime-surge-in-oakland\">his announcement last month\u003c/a> to deploy 120 CHP officers in a short-term “surge” operation to crack down on theft and violent crime. His office \u003ca href=\"https://www.kqed.org/news/11975161/newsom-to-send-state-prosecutors-to-oakland-to-help-crack-down-on-rising-crime\">also sent a handful of state prosecutors\u003c/a> to assist the Alameda County District Attorney’s Office in prosecuting the mounting number of cases resulting from the uptick in arrests.\u003c/p>\n\u003cp>Newsom said the surge had already led to 200 arrests and 400 recovered vehicles.\u003c/p>\n\u003cp>Oakland Mayor Sheng Thao earlier this month also \u003ca href=\"https://www.kqed.org/news/11979891/oakland-mayor-says-crime-reduction-efforts-on-airports-hegenberger-corridor-are-working\">announced\u003c/a> that an increased law enforcement presence along the beleaguered Hegenberger corridor leading to Oakland International Airport had already resulted in a noticeable drop in crime in that area.\u003c/p>\n\u003cp>Notably, Newsom chose to make his Friday video announcement from that same street.\u003c/p>\n\u003cp>https://twitter.com/cagovernor/status/1773698779020996676\u003c/p>\n\u003cp>The cameras, he said, are “part of a broad strategy” that would include more than just law enforcement, though he did not specify what he meant by that.\u003c/p>\n\u003cp>Newsom’s camera announcement also comes a week after Thao \u003ca href=\"https://www.kqed.org/news/11981018/new-police-chief-floyd-mitchell-pledges-to-work-with-the-citizens-of-oakland-to-address-citys-challenges\">announced\u003c/a> the hire of a new police chief following a more than year-long search process. Floyd Mitchell, the former police chief of Lubbock, Texas, is expected to begin his role leading the Oakland Police Department in late April or early May. Earlier this week, in his first Oakland press conference, Mitchell echoed Newsom’s sentiments that he will work with community groups to address the city’s crime surge, among a spate of other public safety issues.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The governor underscored that footage from the cameras would be deleted after 28 days and would not be shared with third parties, and that CHP would continue complying with \u003ca href=\"https://oag.ca.gov/news/press-releases/attorney-general-bonta-advises-california-law-enforcement-legal-uses-and\">a state order\u003c/a> prohibiting automated license plate reader data from being shared with other states that could use the information to track people seeking or providing abortions.\u003c/p>\n\u003cp>The cameras will come from \u003ca href=\"https://www.flocksafety.com/\">Flock Safety\u003c/a>, a company based in Atlanta, that makes and sells security systems and surveillance cameras to public agencies and private neighborhood watch groups.\u003c/p>\n\u003cp>The company was awarded the contract through a non-competitive bid in the amount of just over $1.6 million for the first year and nearly $1.5 million for each of the two optional one-year extensions, according to CHP spokesperson Jaime Coffee. The funding comes from the governor’s approved 2022-2023 budget, she said.\u003c/p>\n\u003cp>Officials did not disclose the exact locations of where the cameras will be installed.\u003c/p>\n\u003cp>“The CHP has been working in partnership with the city of Oakland throughout the process, to purchase, place, and install cameras,” Coffee said in an email.\u003c/p>\n\u003cp>While concern about crime has risen in and around Oakland, the announcement was also criticized by groups and residents about how the surveillance data would be used.\u003c/p>\n\u003cp>“For every dollar we spend on surveillance cameras, that’s a dollar not spent on proven public safety strategies,” said Cat Brooks, executive director of the Anti Police-Terror Project, in a statement about the new cameras. She also noted that the cameras will most likely be installed in low-income neighborhoods, where residents of color will be disproportionately impacted.\u003c/p>\n\u003cp>The announcement comes as Oakland struggles to stem a surge in violent crime and follows several previous safety interventions initiated by Newsom’s office. \u003ca href=\"https://cityofoakland2.app.box.com/s/sjiq7usfy27gy9dfe51hp8arz5l1ixad/file/1404598604813\">According to the police department’s end-of-year data (PDF)\u003c/a>, violent crime increased by 21% in 2023, compared to the previous year — with the number of homicides plateauing at 120 — while robberies climbed 38% and vehicle theft went up 45%.\u003c/p>\n\u003cp>“This is building on efforts we made just a few weeks ago,” Newsom said, referring to \u003ca href=\"https://www.kqed.org/news/11974920/newsom-to-deploy-120-chp-officers-to-fight-crime-surge-in-oakland\">his announcement last month\u003c/a> to deploy 120 CHP officers in a short-term “surge” operation to crack down on theft and violent crime. His office \u003ca href=\"https://www.kqed.org/news/11975161/newsom-to-send-state-prosecutors-to-oakland-to-help-crack-down-on-rising-crime\">also sent a handful of state prosecutors\u003c/a> to assist the Alameda County District Attorney’s Office in prosecuting the mounting number of cases resulting from the uptick in arrests.\u003c/p>\n\u003cp>Newsom said the surge had already led to 200 arrests and 400 recovered vehicles.\u003c/p>\n\u003cp>Oakland Mayor Sheng Thao earlier this month also \u003ca href=\"https://www.kqed.org/news/11979891/oakland-mayor-says-crime-reduction-efforts-on-airports-hegenberger-corridor-are-working\">announced\u003c/a> that an increased law enforcement presence along the beleaguered Hegenberger corridor leading to Oakland International Airport had already resulted in a noticeable drop in crime in that area.\u003c/p>\n\u003cp>Notably, Newsom chose to make his Friday video announcement from that same street.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cp>After nearly a year of frantic lobbying and debate, the EPA has finalized strict new rules on vehicle emissions that will push the auto industry to accelerate its transition to electric vehicles.\u003c/p>\n\u003cp>The EPA expects that under the new rules, EVs could account for up to 56% of new passenger vehicles sold for model years 2030 through 2032, meeting a goal that \u003ca href=\"https://www.whitehouse.gov/briefing-room/statements-releases/2021/08/05/fact-sheet-president-biden-announces-steps-to-drive-american-leadership-forward-on-clean-cars-and-trucks/\">President Biden set in 2021\u003c/a>.\u003c/p>\n\u003cp>The regulations are a cornerstone of the Biden administration’s efforts to fight climate change.\u003c/p>\n\u003cp>Combined with investments the U.S. is making in battery and electric vehicle manufacturing, the auto regulations will help shift the U.S. away from relying on fossil fuels for transportation, a senior administration official said during a call with reporters.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cdiv>\n\u003cp>“Three years ago, I set an ambitious target: that half of all new cars and trucks sold in 2030 would be zero-emission,” Biden said in a statement, adding that the country will meet that goal “and race forward in the years ahead.”\u003c/p>\n\u003cp>Biden added that U.S. workers “will lead the world on autos making clean cars and trucks, each stamped ‘Made in America.'”\u003c/p>\n\u003cp>The new rules require auto manufacturers to slash emissions of greenhouse gases like carbon dioxide that are heating the planet, as well as air pollutants that contribute to soot and smog. The administration said the new standards will avoid more than 7 billion tons of carbon dioxide emissions and deliver almost $100 billion in annual benefits, including $13 billion in health benefits as a result of less pollution.\u003c/p>\n\u003cp>“That’s going to have immediate benefits in improving air quality, but also improving people’s health,” Cara Cook, director of programs at the Alliance of Nurses for Healthy Environments, told reporters ahead of the EPA’s announcement. “So they’re not breathing in dirty air, especially for those who are living near major roadways and highways, heavy traffic [areas]. Those are the ones that are going to really experience a significant amount of benefits from these rules.”\u003c/p>\n\u003ch2>Entire fleets, not individual cars, must meet strict rules\u003c/h2>\n\u003cp>The rules cover light- and medium-duty vehicles — cars, SUVs, vans and pickup trucks, but not 18-wheelers — from model years 2027 to 2032.\u003c/p>\n\u003cp>For light-duty vehicles, the EPA expects the rules will result in an industry-wide average emissions target of 85 grams of carbon dioxide per mile, representing an almost 50% reduction compared to existing standards for model year 2026 vehicles. The agency expects the average CO2 emissions target for medium-duty vehicles to fall by 44%.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Cara Cook, director of programs, Alliance of Nurses for Healthy Environments\"]‘That’s going to have immediate benefits in improving air quality, but also improving people’s health. … especially for those who are living near major roadways and highways.’[/pullquote]The EPA rules are not written as an EV mandate or a ban on the sale of gas cars, like some states and other countries have adopted. Instead, the EPA sets standards that apply across an entire fleet — meaning an automaker still can make vehicles with higher emissions, as long as they also make enough very low or zero-emission vehicles that it averages out.\u003c/p>\n\u003cp>That means over the next decade, automakers can continue offering a range of vehicle types, but the “menu” available to consumers will shift to be cleaner overall.\u003c/p>\n\u003cp>The rules will likely drive a shift not just among automakers but among their suppliers and in infrastructure, said Thomas Boylan, regulatory director at the Zero Emission Transportation Association, which advocates for electric vehicles.\u003c/p>\n\u003cp>“I think it creates a substantial tailwind in the EV market itself, but I think it’s even more pronounced throughout the supply chain” for things like parts manufacturing and charging infrastructure, Boylan said.\u003c/p>\n\u003cp>“It’s really that full supply chain that has an additional level of certainty with these types of rules.”\u003c/p>\n\u003cp>The EPA said consumers can also opt for gas-powered vehicles with particulate filters and gas-electric hybrids.\u003c/p>\n\u003cp>Electric vehicles have higher price tags, on average, than gas-powered vehicles, although the gap has been narrowing and federal tax credits sometimes exceed the difference. Consumer groups have expressed\u003ca href=\"https://advocacy.consumerreports.org/research/clean-vehicle-standards-deliver-benefits-for-consumers/\"> support\u003c/a> for the EPA’s rules, noting that EVs save drivers money over the life of the vehicle because it’s almost always cheaper to charge than to fuel up. Researchers last year found the proposed rule would\u003ca href=\"https://www.resources.org/common-resources/new-proposed-emissions-standards-for-passenger-vehicles-who-benefits-the-most/\"> save all drivers money\u003c/a>, with the biggest savings for lower-income Americans.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Chris Harto, senior policy analyst for transportation and energy, Consumer Reports\"]‘This is one of the biggest pieces of climate regulation in history.’[/pullquote]The EPA said it expects the new rules will deliver fuel savings to consumers of up to $46 billion annually, plus savings on maintenance and repairs that the agency values at $16 billion annually.\u003c/p>\n\u003cp>“This is one of the biggest pieces of climate regulation in history,” Chris Harto, senior policy analyst for transportation and energy at Consumer Reports, said on a call with reporters.\u003c/p>\n\u003cp>“It’s going to have opponents,” Harto added because the money consumers will save is “coming out of the pockets of the oil industry.”\u003c/p>\n\u003cp>In addition to reducing greenhouse gas emissions, the rules also call for reducing other types of tailpipe pollution. A senior Biden administration official said those pollution regulations will reduce hospitalizations and prevent 2,500 premature deaths in 2055.\u003c/p>\n\u003ch2>Auto industry asked for a slower start\u003c/h2>\n\u003cp>The auto industry is in the midst of a dramatic transformation, with virtually all major companies pivoting toward making electric vehicles — albeit at different speeds.\u003c/p>\n\u003cp>In the U.S., EV sales increased by 50% last year to just under 10% of new car sales. Automakers are also looking to Europe and China, which have embraced the idea of an electric future and are shifting their global plans accordingly.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11980045,news_11974466,science_1991185\"]But U.S. charging infrastructure is not increasing fast enough to keep pace with EV growth. Most EVs for sale right now are luxury vehicles, with relatively fewer options on the cheaper end of the scale. And, significantly, legacy automakers are making far more money on their gas-powered vehicles than their EVs, some of which are not yet profitable at all.\u003c/p>\n\u003cp>The Alliance for Automotive Innovation, a trade group representing auto manufacturers, asked the EPA to adjust the timeline for the new rules, dialing down the ambition for the next few years and then cranking up the pace toward the end of the time frame. The United Auto Workers union made a similar appeal.\u003c/p>\n\u003cp>The approach reflected what the Alliance calls a “Goldilocks problem”: Automakers see huge risks if they move too slowly \u003cem>or \u003c/em>too quickly toward EVs.\u003c/p>\n\u003cp>Of course, the auto industry is not a monolith. All-electric automakers like Tesla and Rivian encouraged the EPA to set even more stringent rules. Dealers, who have generally been more skeptical of EVs than manufacturers, sharply criticized the EPA’s original proposed rules.\u003c/p>\n\u003cp>The final rules the EPA settled on reflect the input from automakers, labor unions and car dealers, a senior administration official said. Manufacturers will be able to make more gradual cuts to emissions in the early years, the official said, but the rules will ultimately deliver the same reductions as the agency’s initial proposal.\u003c/p>\n\u003ch2>The oil industry is fundamentally opposed\u003c/h2>\n\u003cp>The oil industry, meanwhile, has been an even more vocal critic of these rules and other policies promoting EVs. Rising adoption of electric vehicles is expected to reduce oil demand over time, although it will take decades for the global fleet of vehicles to turn over.\u003c/p>\n\u003cp>Oil trade groups call the new EPA rule a ban on gas-powered cars, although the regulations allow the continued sale of gas vehicles. The American Petroleum Institute has\u003ca href=\"https://www.api.org/news-policy-and-issues/blog/2023/07/11/epas-tailpipe-emissions-rule-threatens-freedom-reliability-security\"> said\u003c/a> the rule “threatens consumer freedom, energy reliability and national security.”\u003c/p>\n\u003cp>The American Fuel and Petrochemical Manufacturers, which has spent millions on ads against the EPA rules and other policies, also criticized the EPA for not considering the environmental impact of manufacturing a giant battery or charging an EV. A\u003ca href=\"https://theicct.org/publication/a-global-comparison-of-the-life-cycle-greenhouse-gas-emissions-of-combustion-engine-and-electric-passenger-cars/\"> large body of research\u003c/a> has found that even\u003ca href=\"https://www.osti.gov/biblio/1875764/\"> with those impacts factored in\u003c/a>, EVs are still\u003ca href=\"https://www.ucsusa.org/resources/driving-cleaner\"> vastly better for the planet\u003c/a> than comparable fossil fuel vehicles. It’s true, however, that larger, less efficient EVs have a bigger environmental footprint than smaller ones.\u003c/p>\n\u003cp>But the oil industry’s opposition goes even further. The attorney general of Texas has previously\u003ca href=\"https://climatecasechart.com/case/texas-v-epa-2/\"> filed a lawsuit\u003c/a> challenging the EPA’s authority to set rules designed to promote electric vehicles. Multiple oil trade groups backed Texas in the case. The auto industry sided with the EPA, noting that carmakers are investing billions in going electric and that reducing greenhouse gas emissions is a “national priority.”\u003c/p>\n\u003cp>In fact, cutting greenhouse gas emissions is a global priority. The world \u003ca href=\"https://www.npr.org/2023/12/13/1218125835/climate-talks-end-on-a-first-ever-call-for-the-world-to-move-away-from-fossil-fu\">has now agreed\u003c/a> that transitioning away from fossil fuels is key to reducing the devastating impacts of climate change that, even in the best-case scenario, will disrupt ecosystems and human lives around the world.\u003c/p>\n\u003cp>And as the EPA sets rules designed to accelerate the shift away from fossil fuels, carmakers and oil producers are responding very differently.\u003c/p>\n\u003cp>The auto industry sees a profitable zero-emissions future — if it can figure out how (and when) to get there. The oil industry is fighting to defend its core product.\u003c/p>\n\u003cp>On a call with reporters earlier this month, Chet Thompson, the CEO of the AFPM, lambasted media reports that the EPA was considering a “compromise” that would give the auto industry a few more years of more lenient standards, buying companies time to prepare for the EV transition.\u003c/p>\n\u003cp>Thompson emphasized that the EPA rules would still fundamentally aim to make most cars sold in the U.S. run on batteries.\u003c/p>\n\u003cp>“At 2032, it’s the same outcome,” Thompson said, frustrated. “This administration should not be calling that a compromise when, in fact, they want to take us to the same place.”\u003c/p>\n\u003c/div>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After nearly a year of frantic lobbying and debate, the EPA has finalized strict new rules on vehicle emissions that will push the auto industry to accelerate its transition to electric vehicles.\u003c/p>\n\u003cp>The EPA expects that under the new rules, EVs could account for up to 56% of new passenger vehicles sold for model years 2030 through 2032, meeting a goal that \u003ca href=\"https://www.whitehouse.gov/briefing-room/statements-releases/2021/08/05/fact-sheet-president-biden-announces-steps-to-drive-american-leadership-forward-on-clean-cars-and-trucks/\">President Biden set in 2021\u003c/a>.\u003c/p>\n\u003cp>The regulations are a cornerstone of the Biden administration’s efforts to fight climate change.\u003c/p>\n\u003cp>Combined with investments the U.S. is making in battery and electric vehicle manufacturing, the auto regulations will help shift the U.S. away from relying on fossil fuels for transportation, a senior administration official said during a call with reporters.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cdiv>\n\u003cp>“Three years ago, I set an ambitious target: that half of all new cars and trucks sold in 2030 would be zero-emission,” Biden said in a statement, adding that the country will meet that goal “and race forward in the years ahead.”\u003c/p>\n\u003cp>Biden added that U.S. workers “will lead the world on autos making clean cars and trucks, each stamped ‘Made in America.'”\u003c/p>\n\u003cp>The new rules require auto manufacturers to slash emissions of greenhouse gases like carbon dioxide that are heating the planet, as well as air pollutants that contribute to soot and smog. The administration said the new standards will avoid more than 7 billion tons of carbon dioxide emissions and deliver almost $100 billion in annual benefits, including $13 billion in health benefits as a result of less pollution.\u003c/p>\n\u003cp>“That’s going to have immediate benefits in improving air quality, but also improving people’s health,” Cara Cook, director of programs at the Alliance of Nurses for Healthy Environments, told reporters ahead of the EPA’s announcement. “So they’re not breathing in dirty air, especially for those who are living near major roadways and highways, heavy traffic [areas]. Those are the ones that are going to really experience a significant amount of benefits from these rules.”\u003c/p>\n\u003ch2>Entire fleets, not individual cars, must meet strict rules\u003c/h2>\n\u003cp>The rules cover light- and medium-duty vehicles — cars, SUVs, vans and pickup trucks, but not 18-wheelers — from model years 2027 to 2032.\u003c/p>\n\u003cp>For light-duty vehicles, the EPA expects the rules will result in an industry-wide average emissions target of 85 grams of carbon dioxide per mile, representing an almost 50% reduction compared to existing standards for model year 2026 vehicles. The agency expects the average CO2 emissions target for medium-duty vehicles to fall by 44%.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The EPA rules are not written as an EV mandate or a ban on the sale of gas cars, like some states and other countries have adopted. Instead, the EPA sets standards that apply across an entire fleet — meaning an automaker still can make vehicles with higher emissions, as long as they also make enough very low or zero-emission vehicles that it averages out.\u003c/p>\n\u003cp>That means over the next decade, automakers can continue offering a range of vehicle types, but the “menu” available to consumers will shift to be cleaner overall.\u003c/p>\n\u003cp>The rules will likely drive a shift not just among automakers but among their suppliers and in infrastructure, said Thomas Boylan, regulatory director at the Zero Emission Transportation Association, which advocates for electric vehicles.\u003c/p>\n\u003cp>“I think it creates a substantial tailwind in the EV market itself, but I think it’s even more pronounced throughout the supply chain” for things like parts manufacturing and charging infrastructure, Boylan said.\u003c/p>\n\u003cp>“It’s really that full supply chain that has an additional level of certainty with these types of rules.”\u003c/p>\n\u003cp>The EPA said consumers can also opt for gas-powered vehicles with particulate filters and gas-electric hybrids.\u003c/p>\n\u003cp>Electric vehicles have higher price tags, on average, than gas-powered vehicles, although the gap has been narrowing and federal tax credits sometimes exceed the difference. Consumer groups have expressed\u003ca href=\"https://advocacy.consumerreports.org/research/clean-vehicle-standards-deliver-benefits-for-consumers/\"> support\u003c/a> for the EPA’s rules, noting that EVs save drivers money over the life of the vehicle because it’s almost always cheaper to charge than to fuel up. Researchers last year found the proposed rule would\u003ca href=\"https://www.resources.org/common-resources/new-proposed-emissions-standards-for-passenger-vehicles-who-benefits-the-most/\"> save all drivers money\u003c/a>, with the biggest savings for lower-income Americans.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The EPA said it expects the new rules will deliver fuel savings to consumers of up to $46 billion annually, plus savings on maintenance and repairs that the agency values at $16 billion annually.\u003c/p>\n\u003cp>“This is one of the biggest pieces of climate regulation in history,” Chris Harto, senior policy analyst for transportation and energy at Consumer Reports, said on a call with reporters.\u003c/p>\n\u003cp>“It’s going to have opponents,” Harto added because the money consumers will save is “coming out of the pockets of the oil industry.”\u003c/p>\n\u003cp>In addition to reducing greenhouse gas emissions, the rules also call for reducing other types of tailpipe pollution. A senior Biden administration official said those pollution regulations will reduce hospitalizations and prevent 2,500 premature deaths in 2055.\u003c/p>\n\u003ch2>Auto industry asked for a slower start\u003c/h2>\n\u003cp>The auto industry is in the midst of a dramatic transformation, with virtually all major companies pivoting toward making electric vehicles — albeit at different speeds.\u003c/p>\n\u003cp>In the U.S., EV sales increased by 50% last year to just under 10% of new car sales. Automakers are also looking to Europe and China, which have embraced the idea of an electric future and are shifting their global plans accordingly.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But U.S. charging infrastructure is not increasing fast enough to keep pace with EV growth. Most EVs for sale right now are luxury vehicles, with relatively fewer options on the cheaper end of the scale. And, significantly, legacy automakers are making far more money on their gas-powered vehicles than their EVs, some of which are not yet profitable at all.\u003c/p>\n\u003cp>The Alliance for Automotive Innovation, a trade group representing auto manufacturers, asked the EPA to adjust the timeline for the new rules, dialing down the ambition for the next few years and then cranking up the pace toward the end of the time frame. The United Auto Workers union made a similar appeal.\u003c/p>\n\u003cp>The approach reflected what the Alliance calls a “Goldilocks problem”: Automakers see huge risks if they move too slowly \u003cem>or \u003c/em>too quickly toward EVs.\u003c/p>\n\u003cp>Of course, the auto industry is not a monolith. All-electric automakers like Tesla and Rivian encouraged the EPA to set even more stringent rules. Dealers, who have generally been more skeptical of EVs than manufacturers, sharply criticized the EPA’s original proposed rules.\u003c/p>\n\u003cp>The final rules the EPA settled on reflect the input from automakers, labor unions and car dealers, a senior administration official said. Manufacturers will be able to make more gradual cuts to emissions in the early years, the official said, but the rules will ultimately deliver the same reductions as the agency’s initial proposal.\u003c/p>\n\u003ch2>The oil industry is fundamentally opposed\u003c/h2>\n\u003cp>The oil industry, meanwhile, has been an even more vocal critic of these rules and other policies promoting EVs. Rising adoption of electric vehicles is expected to reduce oil demand over time, although it will take decades for the global fleet of vehicles to turn over.\u003c/p>\n\u003cp>Oil trade groups call the new EPA rule a ban on gas-powered cars, although the regulations allow the continued sale of gas vehicles. The American Petroleum Institute has\u003ca href=\"https://www.api.org/news-policy-and-issues/blog/2023/07/11/epas-tailpipe-emissions-rule-threatens-freedom-reliability-security\"> said\u003c/a> the rule “threatens consumer freedom, energy reliability and national security.”\u003c/p>\n\u003cp>The American Fuel and Petrochemical Manufacturers, which has spent millions on ads against the EPA rules and other policies, also criticized the EPA for not considering the environmental impact of manufacturing a giant battery or charging an EV. A\u003ca href=\"https://theicct.org/publication/a-global-comparison-of-the-life-cycle-greenhouse-gas-emissions-of-combustion-engine-and-electric-passenger-cars/\"> large body of research\u003c/a> has found that even\u003ca href=\"https://www.osti.gov/biblio/1875764/\"> with those impacts factored in\u003c/a>, EVs are still\u003ca href=\"https://www.ucsusa.org/resources/driving-cleaner\"> vastly better for the planet\u003c/a> than comparable fossil fuel vehicles. It’s true, however, that larger, less efficient EVs have a bigger environmental footprint than smaller ones.\u003c/p>\n\u003cp>But the oil industry’s opposition goes even further. The attorney general of Texas has previously\u003ca href=\"https://climatecasechart.com/case/texas-v-epa-2/\"> filed a lawsuit\u003c/a> challenging the EPA’s authority to set rules designed to promote electric vehicles. Multiple oil trade groups backed Texas in the case. The auto industry sided with the EPA, noting that carmakers are investing billions in going electric and that reducing greenhouse gas emissions is a “national priority.”\u003c/p>\n\u003cp>In fact, cutting greenhouse gas emissions is a global priority. The world \u003ca href=\"https://www.npr.org/2023/12/13/1218125835/climate-talks-end-on-a-first-ever-call-for-the-world-to-move-away-from-fossil-fu\">has now agreed\u003c/a> that transitioning away from fossil fuels is key to reducing the devastating impacts of climate change that, even in the best-case scenario, will disrupt ecosystems and human lives around the world.\u003c/p>\n\u003cp>And as the EPA sets rules designed to accelerate the shift away from fossil fuels, carmakers and oil producers are responding very differently.\u003c/p>\n\u003cp>The auto industry sees a profitable zero-emissions future — if it can figure out how (and when) to get there. The oil industry is fighting to defend its core product.\u003c/p>\n\u003cp>On a call with reporters earlier this month, Chet Thompson, the CEO of the AFPM, lambasted media reports that the EPA was considering a “compromise” that would give the auto industry a few more years of more lenient standards, buying companies time to prepare for the EV transition.\u003c/p>\n\u003cp>Thompson emphasized that the EPA rules would still fundamentally aim to make most cars sold in the U.S. run on batteries.\u003c/p>\n\u003cp>“At 2032, it’s the same outcome,” Thompson said, frustrated. “This administration should not be calling that a compromise when, in fact, they want to take us to the same place.”\u003c/p>\n\u003c/div>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "SF Enforces Stricter Rules for Batteries in Electric Bikes, Scooters Amid Rising Fire Concerns",
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"content": "\u003cp>San Francisco Board of Supervisors President Aaron Peskin still remembers the night he visited a \u003ca href=\"https://www.sfchronicle.com/bayarea/article/2-injured-as-fire-erupts-on-balcony-of-S-F-high-15741803.php\">fire at the Golden Gateway\u003c/a>, an apartment complex near the Embarcadero, which is part of the district he represents. Peskin said the fire was started by the lithium-ion battery in one of the five e-scooters a person in the building was charging. People living in the 15-unit building were displaced for a long period.\u003c/p>\n\u003cp>Peskin said, at this point, he realized these batteries could be dangerous and that something had to be done. [pullquote size=\"medium\" align=\"right\" citation=\"San Francisco Board of Supervisors President Aaron Peskin\"]‘The federal government is not regulating the inflow of inferior, poorly made devices that have been exploding and bursting into flames.’[/pullquote] Last month, the city’s Board of Supervisors unanimously voted to approve the legislation, which Supervisor Peskin introduced last November in an attempt to curb the number of such incidents.\u003c/p>\n\u003cp>Since then, between 2020 and 2023, the San Francisco Fire Department has recorded 65 incidents related to rechargeable batteries. In addition, these numbers have steadily increased every year since 2017 — another reason why Peskin introduced the legislation. He said that at least one person had already died in San Francisco from one of these incidents. In New York, \u003ca href=\"https://www.nytimes.com/2024/02/28/nyregion/fazil-khan-fire-lithium-ion-battery.html#:~:text=ion%2Dbattery.html-,E%2DBike%20Battery%20Caused%20Fire%20That%20Killed%20Young%20Journalist%2C%20Officials,of%20justice%2C%20his%20friends%20said.\">a journalist died\u003c/a> in February when a fire sparked by one of these batteries.\u003c/p>\n\u003cp>“Unfortunately, lithium-ion batteries, which are subject to … very hot, fast-moving fires, have increased in number exponentially over the last several years, not only in San Francisco but around the country,” Peskin said. “The federal government is not regulating the inflow of inferior, poorly made devices that have been exploding and bursting into flames. So now that happens, it looks like, every week in San Francisco, and with our dense, mostly wooden-framed building environment, it poses serious risks to the lives and homes of San Franciscans.” [aside postID=news_11978707 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240305-ELECTIONFILESF-117-BL-KQED-1020x680.jpg']San Francisco Fire Department Capt. Justin Schorr said that many of these fires are caused by batteries that run popular power-mobility devices such as electric bikes, scooters, hoverboards and skateboards. He said that these fires are difficult to fight because of the incredible heat they emit when they burn.\u003c/p>\n\u003cp>“What we’re seeing is that not everyone is reading the owner’s manual and the users’ instructions when it comes to storage and charging of the devices, so it’s leading to some unsafe situations,” Schorr said. “These batteries can have such an incredible amount of energy released that it is described as fireworks or small explosions from folks that have seen these batteries fail.”\u003c/p>\n\u003cp>The new regulations say that single housing units can only store and charge a limit of four batteries, and for those units with more, additional measures such as sprinklers, a smoke detection system and a minimum space of 3 feet between batteries are required. [pullquote size=\"medium\" align=\"right\" citation=\"San Francisco Fire Department Capt. Justin Schorr\"]‘What we’re seeing is that not everyone is reading the owner’s manual and the users’ instructions when it comes to storage and charging of the devices, so it’s leading to some unsafe situations.’[/pullquote]The legislation also says that every battery must be plugged directly into a wall outlet, avoiding extension cords and power strips, and that users must follow the instructions provided by manufacturers never to use a battery that is damaged or reassembled.\u003c/p>\n\u003cp>Schorr said that San Franciscans can take other steps to ensure they can always stay safe while charging.\u003c/p>\n\u003cp>“We want to make sure that people keep those devices away from exit routes. Make sure you set a timer and never let it charge overnight or when you’re not there. These steps, if taken, will decrease the risk of injury and fatality from fires from these batteries., Schorr said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "San Francisco’s fire code now mandates new rules for safe lithium-ion battery storage and charging, prompted by a surge in fires caused by batteries in electric bikes and scooters.",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"marketplace": {
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"masters-of-scale": {
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},
"mindshift": {
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"morning-edition": {
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"onourwatch": {
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"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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},
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},
"pbs-newshour": {
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},
"perspectives": {
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"order": 14
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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"link": "/radio/program/planet-money",
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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"order": 5
},
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
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