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The process to ban the companies from bidding on or receiving contracts with the city — known as debarment — was brought by Chiu in August after his office became aware of illegal tows by Auto Towing.\u003c/p>\n\u003cp>“As we dug into this, we discovered how Auto Towing was engaged in predatory behavior and unfair business practices, intentionally misleading and scamming people out of hundreds of dollars by illegally towing cars,” Chiu said. “It also turns out that their permitted operating location was in one place, but they were towing vehicles to another lot at a different location, making it difficult for owners to find their cars.”\u003c/p>\n\u003cp>Auto Towing illegally towed at least six vehicles from a bank parking lot in the Portola neighborhood between February and May 2023 without the bank’s permission. The law requires the property owner’s authorization to tow from private property.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>On one occasion, employees of the company tried to tow a car while the bank’s manager argued with them and told them to stop, but they eventually left after the manager took photos and threatened to call the police, according to court documents.\u003c/p>\n\u003cp>In April, a \u003ca href=\"https://www.youtube.com/watch?v=gqvDedeuCl0\">video of a Specialty Towing driver attempting to tow a moving vehicle\u003c/a> in San Francisco went viral. The company also pressured car owners to pay in cash to get their cars back, according to court documents.\u003c/p>\n\u003cp>Fuentes and Badillo did not attend the debarment hearing, allowing the city attorney to proceed with the case expeditiously.\u003c/p>\n\u003cp>“They just didn’t show up, which was pretty surprising,” Chiu said. “It made it a bit easier on us to prove our case as no one presented evidence on the other side.”\u003c/p>\n\u003cp>Fuentes and Bardillo are also named in multiple separate civil fraud cases and a criminal welfare fraud case. In an ongoing 2021 civil fraud case against Fuentes, court documents allege that Bardillo was banned by the California attorney general in 2017 from ever operating a towing business in the state, that he then transferred ownership of the business to Fuentes and continued to run it.\u003c/p>\n\u003cp>Separately, the San Francisco District Attorney’s Office in October charged Fuentes with 12 felonies and Badillo with six felonies related to an alleged welfare fraud scheme.[aside postID=news_11996234 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFMayoralDebate2-1020x765.jpg']The couple are alleged to have defrauded multiple benefits programs. In one instance described in court documents, Fuentes, working for the city’s Human Services Agency as a senior eligibility worker, approved Badillo’s application for benefits without disclosing their relationship. Badillo reported $1,000 in monthly income with no assets, property or vehicles, a Human Services Agency investigator wrote in an affidavit.\u003c/p>\n\u003cp>While receiving public benefits, Fuentes and Badillo’s three tow truck companies generated over $2 million in gross annual income, they own four properties in San Francisco, and last year they bought a Lamborghini valued at over $280,000, according to court documents.\u003c/p>\n\u003cp>The criminal case has not been resolved.\u003c/p>\n\u003cp>“It’s still pending. All the facts are still being ascertained. You know, there’s a lot of discovery, there’s a lot of dynamics at play here, and I think people need to keep an open mind,” said Allen Sawyer, an attorney representing Badillo in the case.\u003c/p>\n\u003cp>An attorney representing Fuentes did not immediately respond to a request for comment.\u003c/p>\n\u003cp>An employee for a phone dispatch service that takes calls for Auto Towing said Tuesday that the company had been dissolved.\u003c/p>\n\u003cp>Chiu said he had heard that the company had closed but added, “We don’t know anything for sure.”\u003c/p>\n\u003cp>Debarment proceedings have become more frequent, Chiu said, after legislation adopted in recent years has “made it easier for the city to suspend contractors accused of crimes relevant to their ability to receive city funding and gave us the power to move forward a bit more expeditiously.”\u003c/p>\n\u003cp>During the fiscal year that ended in June, the city attorney’s office issued suspension orders or submitted requests to debar 29 individuals or entities — compared with 11 suspensions or debarments in the prior three years, according to the office.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>On one occasion, employees of the company tried to tow a car while the bank’s manager argued with them and told them to stop, but they eventually left after the manager took photos and threatened to call the police, according to court documents.\u003c/p>\n\u003cp>In April, a \u003ca href=\"https://www.youtube.com/watch?v=gqvDedeuCl0\">video of a Specialty Towing driver attempting to tow a moving vehicle\u003c/a> in San Francisco went viral. The company also pressured car owners to pay in cash to get their cars back, according to court documents.\u003c/p>\n\u003cp>Fuentes and Badillo did not attend the debarment hearing, allowing the city attorney to proceed with the case expeditiously.\u003c/p>\n\u003cp>“They just didn’t show up, which was pretty surprising,” Chiu said. “It made it a bit easier on us to prove our case as no one presented evidence on the other side.”\u003c/p>\n\u003cp>Fuentes and Bardillo are also named in multiple separate civil fraud cases and a criminal welfare fraud case. In an ongoing 2021 civil fraud case against Fuentes, court documents allege that Bardillo was banned by the California attorney general in 2017 from ever operating a towing business in the state, that he then transferred ownership of the business to Fuentes and continued to run it.\u003c/p>\n\u003cp>Separately, the San Francisco District Attorney’s Office in October charged Fuentes with 12 felonies and Badillo with six felonies related to an alleged welfare fraud scheme.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The couple are alleged to have defrauded multiple benefits programs. In one instance described in court documents, Fuentes, working for the city’s Human Services Agency as a senior eligibility worker, approved Badillo’s application for benefits without disclosing their relationship. Badillo reported $1,000 in monthly income with no assets, property or vehicles, a Human Services Agency investigator wrote in an affidavit.\u003c/p>\n\u003cp>While receiving public benefits, Fuentes and Badillo’s three tow truck companies generated over $2 million in gross annual income, they own four properties in San Francisco, and last year they bought a Lamborghini valued at over $280,000, according to court documents.\u003c/p>\n\u003cp>The criminal case has not been resolved.\u003c/p>\n\u003cp>“It’s still pending. All the facts are still being ascertained. You know, there’s a lot of discovery, there’s a lot of dynamics at play here, and I think people need to keep an open mind,” said Allen Sawyer, an attorney representing Badillo in the case.\u003c/p>\n\u003cp>An attorney representing Fuentes did not immediately respond to a request for comment.\u003c/p>\n\u003cp>An employee for a phone dispatch service that takes calls for Auto Towing said Tuesday that the company had been dissolved.\u003c/p>\n\u003cp>Chiu said he had heard that the company had closed but added, “We don’t know anything for sure.”\u003c/p>\n\u003cp>Debarment proceedings have become more frequent, Chiu said, after legislation adopted in recent years has “made it easier for the city to suspend contractors accused of crimes relevant to their ability to receive city funding and gave us the power to move forward a bit more expeditiously.”\u003c/p>\n\u003cp>During the fiscal year that ended in June, the city attorney’s office issued suspension orders or submitted requests to debar 29 individuals or entities — compared with 11 suspensions or debarments in the prior three years, according to the office.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Delta Air Lines struggled for a fourth straight day to recover from \u003ca href=\"https://apnews.com/article/what-is-crowdstrike-worldwide-outage-94b4fc5ac6eed46ddcd565a5f1e4b916\">a worldwide technology outage\u003c/a> caused by a \u003ca href=\"https://apnews.com/article/crowdstrike-tech-outage-connected-ecosystem-b7b9c47b28ed65a5fbf050086834de4f\">faulty software update\u003c/a>, stranding tens of thousands of passengers and drawing unwanted attention from the federal government.\u003c/p>\n\u003cp>The airline’s chief executive said it would take “another couple days” before “the worst is clearly behind us.” Delta’s chief information officer said Monday that the airline was still trying to fix a vital crew-scheduling program.\u003c/p>\n\u003cp>Other carriers were returning to nearly normal levels of service disruptions, intensifying the glare on \u003ca href=\"https://apnews.com/article/delta-crowdstrike-waiver-bc470d7ae7c1627b2b590d2cb01b2b4a\">Delta’s relatively weaker\u003c/a> response to the outage that hit airlines, hospitals and businesses around the world.\u003c/p>\n\u003cp>Transportation Secretary \u003ca href=\"https://apnews.com/hub/pete-buttigieg\">Pete Buttigieg\u003c/a> spoke to \u003ca href=\"https://apnews.com/hub/delta-air-lines-inc\">Delta\u003c/a> CEO Ed Bastian on Sunday about the airline’s high number of cancellations since Friday. Buttigieg said his agency had received “hundreds of complaints” about Delta, and he expects the airline to provide hotels and meals for travelers who are delayed and to issue quick refunds to customers who don’t want to be rebooked on a later flight.\u003c/p>\n\u003cp>“No one should be stranded at an airport overnight or stuck on hold for hours waiting to talk to a customer service agent,” Buttigieg said. He vowed to help Delta passengers by enforcing air travel \u003ca href=\"https://apnews.com/article/airline-refunds-congress-faa-cb8ccaa66e25e5af30d852f3411bcc10\">consumer-protection rules\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Bastian said in a video for employees that he told Buttigieg, “You do not need to remind me. I know because we do our very best, particularly in tough times, taking care of our customers.”\u003c/p>\n\u003cp>Delta has canceled more than 5,500 flights since \u003ca href=\"https://www.kqed.org/news/11996430/what-happened-to-crowdstrike-huge-outage-a-wake-up-call-for-tech-reliant-world\">the outage started early Friday morning\u003c/a>, including at least 700 flights canceled on Monday, according to aviation data provider Cirium. Delta and its regional affiliates accounted for about two-thirds of all cancellations worldwide Monday, including nearly all the ones in the United States.\u003c/p>\n\u003cp>United Airlines was the next-worst performer since the onset of the outage, canceling nearly 1,500 flights. United canceled only 17 Monday flights by late morning, however.\u003c/p>\n\u003cp>Other airlines caught up in the first round of groundings also returned mostly to normal operations by Monday. That included American Airlines, Spirit Airlines, Frontier Airlines and Allegiant Air.\u003c/p>\n\u003cp>Bastian, the Delta CEO, said in a message to customers Sunday that the airline was continuing to restore operations that were disrupted. One of the tools Delta uses to track crews was affected and could not process the high number of changes triggered by the outage.\u003c/p>\n\u003cp>“The technology issue occurred on the busiest travel weekend of the summer, with our booked loads exceeding 90%, limiting our re-accommodation capabilities,” Bastian wrote. Loads are the percentage of sold seats on each flight.\u003c/p>\n\u003cp>Airlines have large, layered technology systems, and crew-tracking programs are often among the oldest systems. When the outage began Friday, it also affected systems used to check in passengers and make pre-flight calculations about aircraft weight and balance, airlines reported. United and American reported intermittent problems communicating with crews in the air, contributing to their decisions to \u003ca href=\"https://apnews.com/article/microsoft-crowdstrike-outage-australia-internet-banks-media-0a5f792b6571b37a35181d64028fefc4\">briefly ground all flights\u003c/a>.\u003c/p>\n\u003cp>Some airlines, including Southwest and Alaska, do not use CrowdStrike, the provider of \u003ca href=\"https://apnews.com/article/crowdstrike-microsoft-outage-software-update-ebcba985600530a4689289eae38619bf\">cybersecurity software\u003c/a> whose faulty upgrade to Microsoft Windows triggered the outages. Those carriers saw relatively few cancellations.\u003c/p>\n\u003cp>Delta, however, said that “upward of half” its IT systems are Windows-based. The airline said the outage forced IT employees to manually repair and reboot each affected system and synchronize applications so they start working together.\u003c/p>\n\u003cp>“It is going to take another couple of days before we are in a position to say that … the worst is clearly behind us,” Bastian told employees Monday. “Today will be a better day than yesterday, and hopefully, Tuesday and Wednesday will be that much better again.”\u003c/p>\n\u003cp>In the same video, Delta Chief Information Officer Rahul Samant said two applications were particularly difficult to restart on Friday: One that manages traffic at Hartsfield–Jackson Atlanta International Airport, Delta’s biggest hub, and another that assigns pilots and flight attendants to flights.\u003c/p>\n\u003cp>Technicians had gotten the crew-scheduling program running, “but we have a catch-up to do,” and new issues keep arising, Samant said.\u003c/p>\n\u003cp>Atlanta-based Delta said it \u003cspan style=\"margin: 0px;padding: 0px\">\u003ca href=\"https://apnews.com/article/outage-airlines-flights-canceled-crowdstrike-microsoft-044954aada0fa4f95c0119233c6316a6\" target=\"_blank\" rel=\"noopener\">offers\u003c/a>\u003c/span>\u003ca href=\"https://apnews.com/article/outage-airlines-flights-canceled-crowdstrike-microsoft-044954aada0fa4f95c0119233c6316a6\"> waivers\u003c/a> to make it easier for customers to reschedule trips.\u003c/p>\n\u003cp>That was of little help to Jason Helmes, a fitness coach trying to get home to Detroit from Denver. His flight on Sunday was delayed three times before it was canceled; by the time the plane finally pushed back from the gate, the pilots were at the end of their legally allowed shift.\u003c/p>\n\u003cp>“Everyone was just stranded. No information on hotels. No information on what to do next,” Helmes said. “They said, ‘Go down to the luggage carousel; your luggage should be there.’ There were thousands of bags down there. I found my luggage — I got lucky.”\u003c/p>\n\u003cp>Helmes said Delta offered to rebook him on Wednesday, but he worried that flight would also be canceled. He booked a Tuesday flight home on Frontier Airlines — one of the carriers that has largely recovered. He is saving his receipts, including a hotel room, hoping Delta will reimburse him.\u003c/p>\n\u003cp>“For the last 10 years, I’ve been exclusively on Delta,” he said. “This has me double-thinking about that.”\u003c/p>\n\u003cp>Delta’s meltdown is reminiscent of the \u003ca href=\"https://apnews.com/article/business-transportation-us-department-of-0925834b8cfcf1150358f874334d16d7\">December 2022 debacle\u003c/a> that caused Southwest Airlines to cancel nearly 17,000 flights over a 15-day stretch. After a federal investigation of Southwest’s compliance with consumer-protection rules, the airline agreed to pay a $35 million fine as part of a \u003ca href=\"https://apnews.com/article/southwest-airlines-settlement-canceled-flights-4c2a6bc25b52019a5966f6d5ef702fc6\">$140 million settlement\u003c/a> with the Transportation Department.\u003c/p>\n\u003cp>Southwest’s breakdown started during a winter storm, but the airline’s \u003ca href=\"https://apnews.com/article/business-texas-arizona-california-da3b72f2350b0f77498f7f67316facb5\">recovery took unusually long\u003c/a> because of problems with a crew-scheduling system — a striking similarity to Delta’s current mess.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The \u003ca href=\"https://apnews.com/article/airlines-complaints-transportation-department-7c6ddcec4ebadd4d7222350f6513e6be\">airline industry\u003c/a> might be the most visible victim of the worldwide tech problems caused by the faulty software update from Texas-based cybersecurity firm CrowdStrike. Microsoft said the glitch affected 8.5 million machines. CrowdStrike says it has deployed a fix, but experts say it could take days or even weeks to repair \u003ca href=\"https://apnews.com/article/microsoft-crowdstrike-small-businesses-ad1e4f964d1560d50d08564cce9513d7\">every affected computer\u003c/a>.\u003c/p>\n\n",
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"excerpt": "Other carriers were returning to nearly normal levels of service disruptions, intensifying the glare on Delta’s relatively weaker response to the outage that hit airlines, hospitals and businesses around the world.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Delta Air Lines struggled for a fourth straight day to recover from \u003ca href=\"https://apnews.com/article/what-is-crowdstrike-worldwide-outage-94b4fc5ac6eed46ddcd565a5f1e4b916\">a worldwide technology outage\u003c/a> caused by a \u003ca href=\"https://apnews.com/article/crowdstrike-tech-outage-connected-ecosystem-b7b9c47b28ed65a5fbf050086834de4f\">faulty software update\u003c/a>, stranding tens of thousands of passengers and drawing unwanted attention from the federal government.\u003c/p>\n\u003cp>The airline’s chief executive said it would take “another couple days” before “the worst is clearly behind us.” Delta’s chief information officer said Monday that the airline was still trying to fix a vital crew-scheduling program.\u003c/p>\n\u003cp>Other carriers were returning to nearly normal levels of service disruptions, intensifying the glare on \u003ca href=\"https://apnews.com/article/delta-crowdstrike-waiver-bc470d7ae7c1627b2b590d2cb01b2b4a\">Delta’s relatively weaker\u003c/a> response to the outage that hit airlines, hospitals and businesses around the world.\u003c/p>\n\u003cp>Transportation Secretary \u003ca href=\"https://apnews.com/hub/pete-buttigieg\">Pete Buttigieg\u003c/a> spoke to \u003ca href=\"https://apnews.com/hub/delta-air-lines-inc\">Delta\u003c/a> CEO Ed Bastian on Sunday about the airline’s high number of cancellations since Friday. Buttigieg said his agency had received “hundreds of complaints” about Delta, and he expects the airline to provide hotels and meals for travelers who are delayed and to issue quick refunds to customers who don’t want to be rebooked on a later flight.\u003c/p>\n\u003cp>“No one should be stranded at an airport overnight or stuck on hold for hours waiting to talk to a customer service agent,” Buttigieg said. He vowed to help Delta passengers by enforcing air travel \u003ca href=\"https://apnews.com/article/airline-refunds-congress-faa-cb8ccaa66e25e5af30d852f3411bcc10\">consumer-protection rules\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Bastian said in a video for employees that he told Buttigieg, “You do not need to remind me. I know because we do our very best, particularly in tough times, taking care of our customers.”\u003c/p>\n\u003cp>Delta has canceled more than 5,500 flights since \u003ca href=\"https://www.kqed.org/news/11996430/what-happened-to-crowdstrike-huge-outage-a-wake-up-call-for-tech-reliant-world\">the outage started early Friday morning\u003c/a>, including at least 700 flights canceled on Monday, according to aviation data provider Cirium. Delta and its regional affiliates accounted for about two-thirds of all cancellations worldwide Monday, including nearly all the ones in the United States.\u003c/p>\n\u003cp>United Airlines was the next-worst performer since the onset of the outage, canceling nearly 1,500 flights. United canceled only 17 Monday flights by late morning, however.\u003c/p>\n\u003cp>Other airlines caught up in the first round of groundings also returned mostly to normal operations by Monday. That included American Airlines, Spirit Airlines, Frontier Airlines and Allegiant Air.\u003c/p>\n\u003cp>Bastian, the Delta CEO, said in a message to customers Sunday that the airline was continuing to restore operations that were disrupted. One of the tools Delta uses to track crews was affected and could not process the high number of changes triggered by the outage.\u003c/p>\n\u003cp>“The technology issue occurred on the busiest travel weekend of the summer, with our booked loads exceeding 90%, limiting our re-accommodation capabilities,” Bastian wrote. Loads are the percentage of sold seats on each flight.\u003c/p>\n\u003cp>Airlines have large, layered technology systems, and crew-tracking programs are often among the oldest systems. When the outage began Friday, it also affected systems used to check in passengers and make pre-flight calculations about aircraft weight and balance, airlines reported. United and American reported intermittent problems communicating with crews in the air, contributing to their decisions to \u003ca href=\"https://apnews.com/article/microsoft-crowdstrike-outage-australia-internet-banks-media-0a5f792b6571b37a35181d64028fefc4\">briefly ground all flights\u003c/a>.\u003c/p>\n\u003cp>Some airlines, including Southwest and Alaska, do not use CrowdStrike, the provider of \u003ca href=\"https://apnews.com/article/crowdstrike-microsoft-outage-software-update-ebcba985600530a4689289eae38619bf\">cybersecurity software\u003c/a> whose faulty upgrade to Microsoft Windows triggered the outages. Those carriers saw relatively few cancellations.\u003c/p>\n\u003cp>Delta, however, said that “upward of half” its IT systems are Windows-based. The airline said the outage forced IT employees to manually repair and reboot each affected system and synchronize applications so they start working together.\u003c/p>\n\u003cp>“It is going to take another couple of days before we are in a position to say that … the worst is clearly behind us,” Bastian told employees Monday. “Today will be a better day than yesterday, and hopefully, Tuesday and Wednesday will be that much better again.”\u003c/p>\n\u003cp>In the same video, Delta Chief Information Officer Rahul Samant said two applications were particularly difficult to restart on Friday: One that manages traffic at Hartsfield–Jackson Atlanta International Airport, Delta’s biggest hub, and another that assigns pilots and flight attendants to flights.\u003c/p>\n\u003cp>Technicians had gotten the crew-scheduling program running, “but we have a catch-up to do,” and new issues keep arising, Samant said.\u003c/p>\n\u003cp>Atlanta-based Delta said it \u003cspan style=\"margin: 0px;padding: 0px\">\u003ca href=\"https://apnews.com/article/outage-airlines-flights-canceled-crowdstrike-microsoft-044954aada0fa4f95c0119233c6316a6\" target=\"_blank\" rel=\"noopener\">offers\u003c/a>\u003c/span>\u003ca href=\"https://apnews.com/article/outage-airlines-flights-canceled-crowdstrike-microsoft-044954aada0fa4f95c0119233c6316a6\"> waivers\u003c/a> to make it easier for customers to reschedule trips.\u003c/p>\n\u003cp>That was of little help to Jason Helmes, a fitness coach trying to get home to Detroit from Denver. His flight on Sunday was delayed three times before it was canceled; by the time the plane finally pushed back from the gate, the pilots were at the end of their legally allowed shift.\u003c/p>\n\u003cp>“Everyone was just stranded. No information on hotels. No information on what to do next,” Helmes said. “They said, ‘Go down to the luggage carousel; your luggage should be there.’ There were thousands of bags down there. I found my luggage — I got lucky.”\u003c/p>\n\u003cp>Helmes said Delta offered to rebook him on Wednesday, but he worried that flight would also be canceled. He booked a Tuesday flight home on Frontier Airlines — one of the carriers that has largely recovered. He is saving his receipts, including a hotel room, hoping Delta will reimburse him.\u003c/p>\n\u003cp>“For the last 10 years, I’ve been exclusively on Delta,” he said. “This has me double-thinking about that.”\u003c/p>\n\u003cp>Delta’s meltdown is reminiscent of the \u003ca href=\"https://apnews.com/article/business-transportation-us-department-of-0925834b8cfcf1150358f874334d16d7\">December 2022 debacle\u003c/a> that caused Southwest Airlines to cancel nearly 17,000 flights over a 15-day stretch. After a federal investigation of Southwest’s compliance with consumer-protection rules, the airline agreed to pay a $35 million fine as part of a \u003ca href=\"https://apnews.com/article/southwest-airlines-settlement-canceled-flights-4c2a6bc25b52019a5966f6d5ef702fc6\">$140 million settlement\u003c/a> with the Transportation Department.\u003c/p>\n\u003cp>Southwest’s breakdown started during a winter storm, but the airline’s \u003ca href=\"https://apnews.com/article/business-texas-arizona-california-da3b72f2350b0f77498f7f67316facb5\">recovery took unusually long\u003c/a> because of problems with a crew-scheduling system — a striking similarity to Delta’s current mess.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The \u003ca href=\"https://apnews.com/article/airlines-complaints-transportation-department-7c6ddcec4ebadd4d7222350f6513e6be\">airline industry\u003c/a> might be the most visible victim of the worldwide tech problems caused by the faulty software update from Texas-based cybersecurity firm CrowdStrike. Microsoft said the glitch affected 8.5 million machines. CrowdStrike says it has deployed a fix, but experts say it could take days or even weeks to repair \u003ca href=\"https://apnews.com/article/microsoft-crowdstrike-small-businesses-ad1e4f964d1560d50d08564cce9513d7\">every affected computer\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "san-francisco-is-ready-to-explore-a-geary-subway-it-would-be-a-massive-undertaking",
"title": "San Francisco Is Ready to Explore a Geary Subway. It Would Be a Massive Undertaking",
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"content": "\u003cp>For almost a century, San Francisco city leaders and transit visionaries have imagined a subway along the Geary Boulevard corridor.\u003c/p>\n\u003cp>Those ideas, which began in the 1930s with a relatively modest proposal to put Muni streetcars underground along Geary’s crowded downtown section and in the 1950s envisioned the route as a key piece of a BART line to Marin County, have never gotten past the early planning stage.\u003c/p>\n\u003cp>But now, as part of an effort to prepare for the city’s future transit needs, the San Francisco County Transportation Authority is exploring a new version of this old idea.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>At \u003ca href=\"https://www.sfcta.org/blogs/virtual-town-halls-learn-more-about-potential-geary19th-subway\">virtual town hall meetings Wednesday night and Saturday\u003c/a>, the agency will outline proposals for a subway that would stretch more than eight miles from downtown along Geary to 19th Avenue, then south to Daly City.\u003c/p>\n\u003cp>If it became a reality, it would be the biggest subway project in San Francisco’s history. And it would not happen overnight: Developing the plan and building it could take 15 years or more and cost at least $15 billion, according to the SFCTA.\u003c/p>\n\u003cp>The Geary/19th Avenue corridor was designated for study under \u003ca href=\"https://connectsf.org/transit-strategy/\">ConnectSF\u003c/a>, a long-term initiative to invest in the city’s transit network, including by expanding and modernizing its rail system.[aside postID=news_11993824 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240712-HYDROGEN-FERRY-JCL-01-KQED-1020x680.jpg']Geary has long been the main east-west route between downtown and neighborhoods west of Van Ness Avenue, and 19th Avenue is a key connector for the Richmond and Sunset districts and San Francisco State University. A subway along the thoroughfares — two of the city’s busiest — could carry as many as 300,000 passengers a day.\u003c/p>\n\u003cp>The line would serve a part of the city that is expected to see a dramatic increase in housing construction in the coming decades. Just on Tuesday, the Board of Supervisors unanimously approved a plan to develop the parking lots around the Stonestown mall \u003ca href=\"https://www.kqed.org/news/11996058/sf-supervisors-greenlight-stonestown-galleria-revamp-to-add-3500-homes\">into nearly 3,500 new homes\u003c/a>, according to Mayor London Breed’s office.\u003c/p>\n\u003cp>The subway would also provide a fast new connection to the city’s existing rail network and future regional rail connections — a second transbay tube, for instance.\u003c/p>\n\u003cp>The SFCTA’s virtual town halls will include Spanish and Chinese language interpretation and take place on Zoom at 7 p.m. Thursday and 10 a.m. Saturday. Participants can sign up for either session \u003ca href=\"https://www.sfcta.org/blogs/virtual-town-halls-learn-more-about-potential-geary19th-subway\">here\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "San Francisco transportation planners will hold town hall meetings to outline a potential subway along the Geary Boulevard corridor — an idea that began nearly a century ago.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>At \u003ca href=\"https://www.sfcta.org/blogs/virtual-town-halls-learn-more-about-potential-geary19th-subway\">virtual town hall meetings Wednesday night and Saturday\u003c/a>, the agency will outline proposals for a subway that would stretch more than eight miles from downtown along Geary to 19th Avenue, then south to Daly City.\u003c/p>\n\u003cp>If it became a reality, it would be the biggest subway project in San Francisco’s history. And it would not happen overnight: Developing the plan and building it could take 15 years or more and cost at least $15 billion, according to the SFCTA.\u003c/p>\n\u003cp>The Geary/19th Avenue corridor was designated for study under \u003ca href=\"https://connectsf.org/transit-strategy/\">ConnectSF\u003c/a>, a long-term initiative to invest in the city’s transit network, including by expanding and modernizing its rail system.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Geary has long been the main east-west route between downtown and neighborhoods west of Van Ness Avenue, and 19th Avenue is a key connector for the Richmond and Sunset districts and San Francisco State University. A subway along the thoroughfares — two of the city’s busiest — could carry as many as 300,000 passengers a day.\u003c/p>\n\u003cp>The line would serve a part of the city that is expected to see a dramatic increase in housing construction in the coming decades. Just on Tuesday, the Board of Supervisors unanimously approved a plan to develop the parking lots around the Stonestown mall \u003ca href=\"https://www.kqed.org/news/11996058/sf-supervisors-greenlight-stonestown-galleria-revamp-to-add-3500-homes\">into nearly 3,500 new homes\u003c/a>, according to Mayor London Breed’s office.\u003c/p>\n\u003cp>The subway would also provide a fast new connection to the city’s existing rail network and future regional rail connections — a second transbay tube, for instance.\u003c/p>\n\u003cp>The SFCTA’s virtual town halls will include Spanish and Chinese language interpretation and take place on Zoom at 7 p.m. Thursday and 10 a.m. Saturday. Participants can sign up for either session \u003ca href=\"https://www.sfcta.org/blogs/virtual-town-halls-learn-more-about-potential-geary19th-subway\">here\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "california-needs-a-million-ev-charging-stations-but-thats-unlikely-and-unrealistic",
"title": "Can California Build a Million EV Charging Stations to Meet Its Clean Energy Goals?",
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"headTitle": "Can California Build a Million EV Charging Stations to Meet Its Clean Energy Goals? | KQED",
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"content": "\u003cp>California will have to build public charging stations at an unprecedented — and some experts say unrealistic — pace to meet the needs of the 7 million electric cars expected on its roads in less than seven years.\u003c/p>\n\u003cp>The sheer scale of the build-out has alarmed many experts and lawmakers, who fear that the state won’t be prepared as Californians purchase more electric cars.\u003c/p>\n\u003cp>A million public chargers are needed in California by the end of 2030, according to the \u003ca href=\"https://www.energy.ca.gov/data-reports/reports/electric-vehicle-charging-infrastructure-assessment-ab-2127\">state’s projections\u003c/a> — almost 10 times more than the \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics-collection/electric\">number available to drivers\u003c/a> in December. To meet that target, 129,000 new stations — more than seven times the current pace — must be built every year for the next seven years. Then, the pace would have to accelerate again to reach a target of 2.1 million chargers in 2035.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>A robust network of public chargers — akin to the state’s more than \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/transportation-energy/california-retail-fuel-outlet-annual-reporting\">8,000 gas stations\u003c/a> — is essential to ensure that drivers will have the confidence to purchase electric vehicles over the next several years.\u003c/p>\n\u003cp>“It is very unlikely that we will hit our goals, and to be completely frank, the EV goals are a noble aspiration but unrealistic,” said Stanford professor Bruce Cain, who coauthored a \u003ca href=\"https://siepr.stanford.edu/publications/policy-brief/overcoming-roadblocks-californias-public-ev-charging-infrastructure\">policy briefing\u003c/a> detailing California’s electric vehicle charging problems. “This is a wakeup call that we address potential institutional and policy obstacles more seriously before we commit blindly.”\u003c/p>\n\u003cp>Under California’s landmark \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/#:~:text=This%20regulation%20will%20essentially%20end,and%20100%25%20for%202035%20models.\">electric car mandate\u003c/a>, a pillar of Gov. Gavin Newsom’s \u003ca href=\"https://calmatters.org/environment/2020/09/california-ban-gasoline-powered-cars-in-2035/\">climate change agenda\u003c/a>, 68% of all new 2030 model cars sold in the state must be zero emissions, increasing to 100% by 2035, when 15 million electric cars are expected in California.\u003c/p>\n\u003cp>“We’re going to look really silly if we are telling people that they can only buy electric vehicles, and we don’t have the charging infrastructure to support that,” said Assemblymember Jesse Gabriel, a Democrat from Encino \u003ca href=\"https://digitaldemocracy.calmatters.org/hearings/256707?t=787&f=9187f5030274d8f03a4f6e590a116f76\">who introduced\u003c/a> a package of unsuccessful bills last year aimed at expanding access to car chargers.\u003c/p>\n\u003cp>“We are way behind where we need to be,” Gabriel told CalMatters.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://graphic-ev-chargers.netlify.app/?initialWidth=780&childId=pym_0&parentTitle=CA%20needs%20a%20million%20EV%20chargers%20but%20experts%20say%20that%E2%80%99s%20unlikely%20-%20CalMatters&parentUrl=https%3A%2F%2Fcalmatters.org%2Fenvironment%2Fclimate-change%2F2024%2F07%2Fcalifornia-electric-car-chargers-unrealistic-goals%2F\" width=\"800\" height=\"550\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Big obstacles stand in the way of amping up the pace of new charging stations in public places. California will need billions of dollars in state, federal and private investments, streamlined city and county permitting processes, \u003ca href=\"https://calmatters.org/environment/2023/01/california-electric-cars-grid/?series=california-electric-vehicles\">major power grid upgrades\u003c/a> and accelerated efforts by utilities to connect chargers to the grid.\u003c/p>\n\u003cp>State officials are also tasked with ensuring that charging stations are available statewide, in \u003ca href=\"https://calmatters.org/environment/2024/05/electric-car-chargers-california-imperial-county/\">rural and less-affluent areas\u003c/a> where private companies are reluctant to invest, and that they are reliable and functioning whenever drivers pull up.\u003c/p>\n\u003cp>In Pacific Gas & Electric’s vast service area, home to 40% of all Californians, electric car purchases are moving twice as fast as the build-out of charging stations, said Lydia Krefta, the utility’s director of clean energy transportation. Californians now own \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics-collection/light\">more than 1.5 million\u003c/a> battery-powered cars.\u003c/p>\n\u003cp>Patty Monahan, who’s on the Energy Commission, the state agency responsible for funding and guiding the ramp-up, told CalMatters that she is confident that California can build the chargers its residents need in time.\u003c/p>\n\u003cp>The agency’s estimate of the current chargers is likely an undercount, she said. In addition, fast-charging stations could play a bigger role than initially projected, meaning hundreds of thousands of fewer chargers might be needed. Also, as the ranges and charging speeds on cars improve, there may be less demand for public chargers.\u003c/p>\n\u003cp>“California has a history of defying the odds,” Monahan said. “We have a history of advancing clean cars, clean energy, writ-large. We have naysayers left and right saying you can’t do it, and then we do it.”\u003c/p>\n\u003ch2>Barriers to private investments: an uncertain market\u003c/h2>\n\u003cp>On a September day last year, Monahan spoke behind a podium in the parking lot of a Bay Area grocery store. A row of newly constructed car chargers rose behind her.\u003c/p>\n\u003cp>“Let’s celebrate for a moment,” she said.\u003c/p>\n\u003cp>California had met its goal of 10,000 fast electric chargers statewide — two years ahead of the \u003ca href=\"https://archive.gov.ca.gov/archive/gov39/2018/01/26/governor-brown-takes-action-to-increase-zero-emission-vehicles-fund-new-climate-investments/index.html\">target\u003c/a> set in 2018.\u003c/p>\n\u003cfigure id=\"attachment_11995800\" class=\"wp-caption alignnone\" style=\"max-width: 1568px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995800\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy.jpg\" alt=\"\" width=\"1568\" height=\"1045\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy.jpg 1568w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-1536x1024.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003cfigcaption class=\"wp-caption-text\">California Energy Commissioner Patty Monahan speaks during the launch of an EVgo fast charging station in Union City on Sept. 25, 2023. \u003ccite>(Loren Elliott for CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Fast chargers, like the new ones at the grocery store, are increasingly seen as critical to meeting the needs of drivers. They can \u003ca href=\"https://www.transportation.gov/urban-e-mobility-toolkit/e-mobility-basics/charging-speeds\">power a car to 80%\u003c/a> in 20 minutes to an hour, while the typical charger in use today, a slower Level 2, takes from four to 10 hours.\u003c/p>\n\u003cp>But installing and operating fast chargers is an expensive business — one that doesn’t easily turn a profit.\u003c/p>\n\u003cp>\u003ca href=\"https://www.nrel.gov/docs/fy23osti/85654.pdf#page=46\">Nationwide, each fast charger (PDF)\u003c/a> can cost up to $117,000, according to a 2023 study. And in California, it could be even more — between $122,000 and $440,000 each, according to \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S2213624X23000238\">a separate study\u003c/a>, although the Energy Commission said the range was $110,000 to $125,000 for \u003ca href=\"https://calevip.org/\">one of its programs\u003c/a>.\u003c/p>\n\u003cp>Most of America’s publicly traded charger companies have been forced to seek more financing, lay off workers and slow their network build-outs, analysts said. \u003ca href=\"https://www.google.com/finance/quote/EVGO:NASDAQ?window=MAX\">EVgo\u003c/a>, for instance, has seen its share price crater, as has \u003ca href=\"https://www.google.com/finance/quote/CHPT:NYSE?window=MAX\">ChargePoint\u003c/a>, which specializes in selling the slower Level 2 hardware.\u003c/p>\n\u003cp>California stands apart from other states — it has by far the most chargers and electric car sales and more incentives and policies encouraging them.\u003c/p>\n\u003cp>Tesla, America’s top-selling electric car manufacturer, dominates fast-charging in both California and the U.S. — but the company didn’t get into the business to sell charges to drivers; it got into the charger business to sell its electric cars. Initially Tesla Superchargers were exclusive to its drivers, but \u003ca href=\"https://www.tesla.com/support/supercharging-other-evs#charge-if-not-tesla-vehicle\">starting this year\u003c/a> other EV drivers can use them after Tesla \u003ca href=\"https://media.ford.com/content/fordmedia/fna/us/en/news/2023/05/25/ford-ev-customers-to-gain-access-to-12-000-tesla-superchargers--.html\">provided ports to Ford\u003c/a> and other automakers.\u003c/p>\n\u003cp>Tesla’s manufacturing prowess, supply chain dominance and decade-plus of experience with fast chargers have given it an edge over competitors — a coterie of unprofitable, publicly traded startups, as well as private companies that often benefit from public subsidies, according to analysts.\u003c/p>\n\u003cp>“All the automakers joined forces with their biggest competitor,” said Loren McDonald, chief executive of the consulting firm EVAdoption. “If that doesn’t tell you how bad fast-charging networks and infrastructure were, I don’t know what else does.”\u003c/p>\n\u003cfigure id=\"attachment_11995801\" class=\"wp-caption alignnone\" style=\"max-width: 1568px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995801\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy.jpg\" alt=\"\" width=\"1568\" height=\"1045\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy.jpg 1568w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-1536x1024.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003cfigcaption class=\"wp-caption-text\">Tesla vehicles charge at a Supercharger lot in Kettleman City on June 23, 2024. \u003ccite>(Larry Valenzuela/CalMatters/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11995832\" class=\"wp-caption alignnone\" style=\"max-width: 2500px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995832\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1.jpg\" alt=\"\" width=\"2500\" height=\"834\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1.jpg 2500w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-800x267.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-1020x340.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-1536x512.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-2048x683.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-1920x641.jpg 1920w\" sizes=\"(max-width: 2500px) 100vw, 2500px\">\u003cfigcaption class=\"wp-caption-text\">Left: An EVgo fast charger at El Mercado Plaza Shopping Center in Union City. Right: A Hyundai Ioniq 6 charges at an Electrify America station in Oakland. \u003ccite>(Loren Elliott and Camille Cohen for CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Now, Tesla is showing \u003ca href=\"https://www.reuters.com/business/autos-transportation/inside-story-elon-musks-mass-firings-tesla-supercharger-staff-2024-05-15/\">uncertainty about the future of its charging business\u003c/a> amid slumping car sales and \u003ca href=\"https://www.reuters.com/business/autos-transportation/inside-story-elon-musks-mass-firings-tesla-supercharger-staff-2024-05-15/\">eliminating nearly its entire\u003c/a> 500-member Supercharger team in April. Then chief executive Elon Musk said in May that he would \u003ca href=\"https://x.com/elonmusk/status/1788834859110002716?lang=en\">spend $500 million\u003c/a> to expand the network and \u003ca href=\"https://www.bloomberg.com/news/articles/2024-05-13/tesla-rehires-some-supercharger-workers-weeks-after-musk-s-culling?accessToken=eyJhbGciOiJIUzI1NiIsInR5cCI6IkpXVCJ9.eyJzb3VyY2UiOiJTdWJzY3JpYmVyR2lmdGVkQXJ0aWNsZSIsImlhdCI6MTcxNTYyMjU0MiwiZXhwIjoxNzE2MjI3MzQyLCJhcnRpY2xlSWQiOiJTREVRQjJUMEFGQjQwMCIsImJjb25uZWN0SWQiOiIzNDVFQTA0MjNBMUQ0NTI2QjY1QkNBNUZDRUJGQThGNiJ9.2RNvF37kKk0-xvIIdZ-YnoQY2ND7fdX3l67QJ5XqjBk\">hired back\u003c/a> some fired workers.\u003c/p>\n\u003cp>In California, Electrify America, a privately held company, was created by Volkswagen as a settlement for \u003ca href=\"https://ww2.arb.ca.gov/news/california-receive-153m-final-settlement-volkswagen\">cheating on emissions tests\u003c/a> for its gas-powered cars. The company is spending $800 million on California chargers, building a robust network of 260 stations, with more than half in lower-income communities, including \u003ca href=\"https://calmatters.org/environment/2024/05/electric-car-chargers-california-imperial-county/\">the state’s worst charging desert\u003c/a>, Imperial County.\u003c/p>\n\u003cp>The problem is Electrify America was ranked dead last in a \u003ca href=\"https://www.jdpower.com/business/press-releases/2023-us-electric-vehicle-experience-evx-public-charging-study\">consumer survey\u003c/a> last year, and reliability problems and customer complaints have plagued its chargers. The California Air Resources Board in January \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/board/books/2024/012524/prores24-2.pdf#page=5\">directed Electrify America (PDF)\u003c/a> to “strive to achieve charger reliability consistent with the state of the industry.” A company spokesperson said the dissatisfaction showed “an industry in its growth trajectory.” There are signs of improvement, based on \u003ca href=\"https://www.jdpower.com/business/resources/are-recent-improvements-public-ev-charging-infrastructure-enough-reverse\">consumer data from the first three months\u003c/a> of this year.\u003c/p>\n\u003cp>Startups continue to jump into the charging business, with the number of companies offering fast chargers growing from 14 in 2020 to 41 in 2024, EVAdoption said. Seven carmakers formed a \u003ca href=\"https://www.nytimes.com/2023/07/26/business/energy-environment/electric-vehicles-fast-chargers-automakers.html\">$1 billion venture\u003c/a> to build a 30,000-charger network in North America. And \u003ca href=\"https://www.eenews.net/articles/big-winner-in-bidens-ev-charging-revolution-gas-stations/\">gas stations\u003c/a> such as Circle K offer more charging because electric car customers spend more time shopping while waiting for their rides to juice up.\u003c/p>\n\u003cp>But the realization that charging is a costly business has set in on Wall Street, and that doesn’t seem likely to change anytime soon. “Can public EV fast-charging stations be profitable in the United States?” the \u003ca href=\"https://www.mckinsey.com/features/mckinsey-center-for-future-mobility/our-insights/can-public-ev-fast-charging-stations-be-profitable-in-the-united-states\">consultancy McKinsey & Company asked\u003c/a>.\u003c/p>\n\u003cp>“The fervor, the excitement from the investor base, has definitely dwindled quite a bit, given the prospects that EV adoption in the U.S. is going to be slower, revenue growth is really slower, the path to profitability is going to be slower, and they might need more capital than everyone originally expected,” said Christopher Dendrinos, a financial analyst who covers electric car charging companies for the investment bank RBC Capital Markets.\u003c/p>\n\u003cp>The stakes are high for California when it comes to encouraging investments in expensive fast chargers: If 63,000 additional ones were built, California might need 402,000 fewer slower Level 2 chargers in 2030, according to an alternative \u003ca href=\"https://s3.documentcloud.org/documents/24795161/assembly-bill-2127-second-electric-vehicle-charging-infrastructure-second-assessment-revised-staff-report.pdf#page=18\">forecast (PDF)\u003c/a> by the Energy Commission.\u003c/p>\n\u003ch2 class=\"wp-block-heading\">Billions of public dollars: Will it be enough?\u003c/h2>\n\u003cp>Nationwide, $53 billion to $127 billion in private investments and public funding is needed by 2030 to build chargers for about 33 million electric cars, \u003ca href=\"https://www.nrel.gov/docs/fy23osti/85654.pdf#page=7\">according to a federal estimate (PDF)\u003c/a>. Of that, about half would be for public chargers.\u003c/p>\n\u003cp>Congress and the Biden administration have set aside $5 billion for a national network of fast chargers. So far, only 33 of the eight locations have been built, but more than 14,000 others are in the works, according to the Federal Highway Administration. California’s share of the federal money totals $384 million; about 500 fast chargers will be built with an initial $40.5 million, Energy Commission spokesperson Lindsay Buckley said.\u003c/p>\n\u003cp>In addition, the state has spent $584 million to build more than \u003ca href=\"https://calmatters.org/wp-content/uploads/2024/07/Clean-Transportation-Program-Plan.pdf#page=27\">33,000 electric car chargers (PDF)\u003c/a> through its Clean Transportation Program, funded by fees drivers pay when they register cars. The Legislature \u003ca href=\"https://calmatters.org/environment/2023/09/hydrogen-cars-california-funding-legislature/\">extended that program\u003c/a> for an additional decade last year.\u003c/p>\n\u003cp>Newsom has committed to spending $1 billion through 2028 on chargers with his “\u003ca href=\"https://www.gov.ca.gov/wp-content/uploads/2022/09/Fact-Sheet-California-Climate-Commitment.pdf\">California Climate Commitment (PDF)\u003c/a>,” Buckley said. But this year, Newsom and the Legislature trimmed $167 million from the charger budget as the state faces a record deficit. A lobbyist for the Electric Vehicle Charging Association said, “The state pullback sends a very challenging message” to the industry.\u003c/p>\n\u003cp>California’s commitment to charger funding is “solid,” despite the cuts, Buckley said. They have not yet estimated the total investment needed in California to meet the targets.\u003c/p>\n\u003cp>However, Ted Lamm, a UC Berkeley Law researcher who studies electric car infrastructure, said the magnitude of building what California needs in coming years likely dwarfs the public funding available.\u003c/p>\n\u003cp>State and federal programs will “only fund a fraction,” and the state needs to spend that money on lower-income communities, he said.\u003c/p>\n\u003cp>Another possible funding source is California’s \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/low-carbon-fuel-standard\">Low Carbon Fuel Standard, which is expected to be revised in November\u003c/a>. The program requires carbon-intensive fuel companies to pay for cleaner-burning transportation. Utilities get credits and use that money to pay for chargers, rebates to car buyers and grid improvements, said Laura Renger, executive director of the California Electric Transportation Coalition, which represents utilities.\u003c/p>\n\u003cp>“I think with that, we would have enough money,” Renger said. She said the program’s overhaul could help utilities invest “billions” in chargers and other electric car programs over the next two decades.\u003c/p>\n\u003ch2>Backlogged local permits and grid delays\u003c/h2>\n\u003cp>One of the biggest barriers to more chargers isn’t money. It’s that cities and counties are slow to approve plans for the vast number of stations needed.\u003c/p>\n\u003cp>State officials only have so much political power to compel local jurisdictions to do what they want — a reality made \u003ca href=\"https://calmatters.org/housing/2024/01/california-zoning/\">abundantly clear\u003c/a> by the \u003ca href=\"https://calmatters.org/tag/housing-crisis/\">housing crisis\u003c/a>, for instance. California relies on grants and persuasion to accomplish its goals, and the slow build-out of chargers shows how those strategies can fall short, said Stanford’s Cain.\u003c/p>\n\u003cp>“The locals cannot be compelled by regulatory agencies to make land and resources available for what the state wants to achieve,” Cain said.\u003c/p>\n\u003cp>The same obstacles have marked the state’s broader effort to electrify California and switch to clean energy. Local opposition and environmental reviews sometimes hold up \u003ca href=\"https://calmatters.org/environment/2022/08/renewable-energy-california-counties/\">large solar projects\u003c/a> and \u003ca href=\"https://calmatters.org/politics/2024/07/ceqa-california-energy-grid-state-parks/\">transmission projects\u003c/a> for years.\u003c/p>\n\u003cp>California has created a “culture of regulation that emphasizes the need to be extra careful and extra perfect, but this takes an incredible amount of time,” Steve Bohlen, senior director of government affairs at Lawrence Livermore National Laboratory, said last month at the \u003ca href=\"https://digitaldemocracy.calmatters.org/hearings/258152?t=2513&f=37ff81eefb4f72eb25bbcb88ea60fd30\">inaugural hearing of the state Assembly’s Select Committee on Permitting Reform\u003c/a>.\u003c/p>\n\u003cp>“We’re moving into a period of rapid change, and so perfect can’t be the enemy of the good.”\u003c/p>\n\u003cfigure id=\"attachment_11995836\" class=\"wp-caption alignnone\" style=\"max-width: 2500px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995836\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1.jpg\" alt=\"\" width=\"2500\" height=\"834\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1.jpg 2500w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-800x267.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-1020x340.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-1536x512.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-2048x683.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-1920x641.jpg 1920w\" sizes=\"(max-width: 2500px) 100vw, 2500px\">\u003cfigcaption class=\"wp-caption-text\">Left: Workers install a transformer to power electric car chargers in Calexico. Right: A row of new public chargers there. \u003ccite>(Adriana Heldiz/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Chargers aren’t as complicated as large-scale solar or \u003ca href=\"https://calmatters.org/environment/2023/10/california-offshore-wind-humboldt/\">offshore wind projects\u003c/a>. However, most chargers installed in public spaces need a land-use or encroachment permit, among other approvals.\u003cstrong> \u003c/strong>California has \u003ca href=\"https://business.ca.gov/industries/zero-emission-vehicles/plug-in-readiness/permitting-electric-vehicle-charging-stations-best-practices/\">passed laws\u003c/a> requiring local jurisdictions to streamline permits for chargers. What’s more, the Governor’s Office of Business Development now grades cities and counties using a \u003ca href=\"https://business.ca.gov/wp-content/uploads/2020/01/Permitting-Electric-Vehicle-Charging-Stations-Scorecard.pdf\">scorecard (PDF)\u003c/a> and \u003ca href=\"https://business.ca.gov/industries/zero-emission-vehicles/plug-in-readiness/\">maintains a map\u003c/a> displaying who has or hasn’t made life easier for car charger builders. But these strategies only go so far.\u003c/p>\n\u003cp>“It doesn’t matter how many requirements you put on [local governments],” Lamm said. “If they just don’t have the time in the day to do it … it’s going to sit in the backlog because that’s how it works.”\u003c/p>\n\u003cp>The delays have consequences. Getting a station permitted in California, on average, \u003ca href=\"https://media.electrifyamerica.com/assets/documents/original/1160-2023CARBAnnualReportFinal43024Public2.pdf#page=19\">takes 26% longer (PDF)\u003c/a> than the national average, Electrify America reported. Designing and constructing a station in California can cost, on average, \u003ca href=\"https://media.electrifyamerica.com/assets/documents/original/1160-2023CARBAnnualReportFinal43024Public2.pdf#page=19\">37% more (PDF)\u003c/a> than in other states because of delays in permitting and grid connections. A utility, on average, takes 17 weeks after work is completed to connect chargers to the grid, Electric America said.\u003c/p>\n\u003cp>Powering large charging projects often requires grid upgrades, which can take a year or more for approval, said Chanel Parson, a director at Southern California Edison. Supply chain issues also make getting the right equipment a challenge.\u003c/p>\n\u003cp>Edison, which has a 10-year plan to meet expected demand, has asked the utilities commission for approval to upgrade the grid where it anticipates high charging demand.\u003c/p>\n\u003cp>“Every EV charging infrastructure project is a major construction project,” Parson said. “There are a number of variables that influence how long it takes to complete the project.”\u003c/p>\n\u003ch2>Impatient with broken chargers, bad service\u003c/h2>\n\u003cp>Inspired to help the nation reduce its dependence on fossil fuels, Zach Schiff-Abrams of Los Angeles bought a Genesis GV60. As a renter, he has relied on public charging, primarily using Electrify America stations — and that’s been his biggest problem about owning an electric car.\u003c/p>\n\u003cp>Charging speeds have been inconsistent, he said, with half-hour sessions providing only a 15% to 30% charge, and he often encounters broken chargers.\u003c/p>\n\u003cp>“I believe in electrical, so I’m really actually trying to be a responsible consumer,” Schiff-Abrams said. “I want to report them when they’re down, but the customer service is horrible.”\u003c/p>\n\u003cfigure id=\"attachment_11995802\" class=\"wp-caption alignnone\" style=\"max-width: 1568px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995802\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy.jpg\" alt=\"\" width=\"1568\" height=\"1045\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy.jpg 1568w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-1536x1024.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003cfigcaption class=\"wp-caption-text\">Electric vehicles line up at a busy Electrify America charging station in Kettleman City, Kings County. \u003ccite>(Larry Valenzuela/CalMatters/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For years, the reliability of charging networks has been a well-documented problem. Only \u003ca href=\"https://papers.ssrn.com/sol3/papers.cfm?abstract_id=4077554\">73% of fast chargers in the San Francisco Bay Area were functional\u003c/a> in a 2022 study. The growth of the EV market has put increasing strain on public charging stations, \u003ca href=\"https://www.jdpower.com/business/press-releases/2022-us-electric-vehicle-experience-evx-public-charging-study\">a consumer survey found\u003c/a>.\u003c/p>\n\u003cp>In \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/board/mt/2024/mt012524.pdf#page=31\">January (PDF)\u003c/a>, the California Air Resources Board approved a final $200 million spending plan for Electrify America — but not before board chair Liane Randolph scolded its CEO.\u003c/p>\n\u003cp>Randolph — arguably one of America’s top climate regulators — told CEO Robert Barrosa about an exchange she had with his company’s customer service line after finding a broken charger at a station along Interstate 5.\u003c/p>\n\u003cp>“It didn’t work,” Randolph said during the board meeting. “Called the customer service line, waited like 10-ish minutes. … [The charger] was showing operable on the app and the guy goes, ‘Oh, my data is showing me that it has not had a successful charge in three days.’”\u003c/p>\n\u003cp>“These issues are not easy,” Barrosa responded. “Our head is not in the sand,” he \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/board/mt/2024/mt012524.pdf#page=45\">told board members (PDF)\u003c/a> earlier. “We are listening to customers.”\u003c/p>\n\u003cp>But Randolph, addressing journalists at a \u003ca href=\"https://www.sej.org/initiatives/coverage-sejs-33rd-annual-conference#mini-workshop8-04062024\">conference in Philadelphia\u003c/a>, pushed back against the idea that because the transition to electric vehicles is happening gradually that, it’s a failure. Many people will rely on charging at home or work, and batteries are becoming more efficient.\u003c/p>\n\u003cp>“The infrastructure is continuing to be rolled out at a rapid pace,” Randolph said. “It doesn’t all have to be perfect instantly. It’s a process. And it’s a process that’s continuing to move.”\u003c/p>\n\u003cp>\u003cem>Data journalists Erica Yee and Arfa Momin contributed to this report.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Public chargers must be built at an unprecedented pace to meet the target in less than seven years and then doubled to 2 million in 2035. The high cost is just one obstacle.",
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"title": "Can California Build a Million EV Charging Stations to Meet Its Clean Energy Goals? | KQED",
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"nprByline": "\u003ca href=\"https://calmatters.org/author/alejandro-lazo/\">Alejandro Lazo\u003c/a>, CalMatters",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California will have to build public charging stations at an unprecedented — and some experts say unrealistic — pace to meet the needs of the 7 million electric cars expected on its roads in less than seven years.\u003c/p>\n\u003cp>The sheer scale of the build-out has alarmed many experts and lawmakers, who fear that the state won’t be prepared as Californians purchase more electric cars.\u003c/p>\n\u003cp>A million public chargers are needed in California by the end of 2030, according to the \u003ca href=\"https://www.energy.ca.gov/data-reports/reports/electric-vehicle-charging-infrastructure-assessment-ab-2127\">state’s projections\u003c/a> — almost 10 times more than the \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics-collection/electric\">number available to drivers\u003c/a> in December. To meet that target, 129,000 new stations — more than seven times the current pace — must be built every year for the next seven years. Then, the pace would have to accelerate again to reach a target of 2.1 million chargers in 2035.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>A robust network of public chargers — akin to the state’s more than \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/transportation-energy/california-retail-fuel-outlet-annual-reporting\">8,000 gas stations\u003c/a> — is essential to ensure that drivers will have the confidence to purchase electric vehicles over the next several years.\u003c/p>\n\u003cp>“It is very unlikely that we will hit our goals, and to be completely frank, the EV goals are a noble aspiration but unrealistic,” said Stanford professor Bruce Cain, who coauthored a \u003ca href=\"https://siepr.stanford.edu/publications/policy-brief/overcoming-roadblocks-californias-public-ev-charging-infrastructure\">policy briefing\u003c/a> detailing California’s electric vehicle charging problems. “This is a wakeup call that we address potential institutional and policy obstacles more seriously before we commit blindly.”\u003c/p>\n\u003cp>Under California’s landmark \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/#:~:text=This%20regulation%20will%20essentially%20end,and%20100%25%20for%202035%20models.\">electric car mandate\u003c/a>, a pillar of Gov. Gavin Newsom’s \u003ca href=\"https://calmatters.org/environment/2020/09/california-ban-gasoline-powered-cars-in-2035/\">climate change agenda\u003c/a>, 68% of all new 2030 model cars sold in the state must be zero emissions, increasing to 100% by 2035, when 15 million electric cars are expected in California.\u003c/p>\n\u003cp>“We’re going to look really silly if we are telling people that they can only buy electric vehicles, and we don’t have the charging infrastructure to support that,” said Assemblymember Jesse Gabriel, a Democrat from Encino \u003ca href=\"https://digitaldemocracy.calmatters.org/hearings/256707?t=787&f=9187f5030274d8f03a4f6e590a116f76\">who introduced\u003c/a> a package of unsuccessful bills last year aimed at expanding access to car chargers.\u003c/p>\n\u003cp>“We are way behind where we need to be,” Gabriel told CalMatters.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://graphic-ev-chargers.netlify.app/?initialWidth=780&childId=pym_0&parentTitle=CA%20needs%20a%20million%20EV%20chargers%20but%20experts%20say%20that%E2%80%99s%20unlikely%20-%20CalMatters&parentUrl=https%3A%2F%2Fcalmatters.org%2Fenvironment%2Fclimate-change%2F2024%2F07%2Fcalifornia-electric-car-chargers-unrealistic-goals%2F\" width=\"800\" height=\"550\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Big obstacles stand in the way of amping up the pace of new charging stations in public places. California will need billions of dollars in state, federal and private investments, streamlined city and county permitting processes, \u003ca href=\"https://calmatters.org/environment/2023/01/california-electric-cars-grid/?series=california-electric-vehicles\">major power grid upgrades\u003c/a> and accelerated efforts by utilities to connect chargers to the grid.\u003c/p>\n\u003cp>State officials are also tasked with ensuring that charging stations are available statewide, in \u003ca href=\"https://calmatters.org/environment/2024/05/electric-car-chargers-california-imperial-county/\">rural and less-affluent areas\u003c/a> where private companies are reluctant to invest, and that they are reliable and functioning whenever drivers pull up.\u003c/p>\n\u003cp>In Pacific Gas & Electric’s vast service area, home to 40% of all Californians, electric car purchases are moving twice as fast as the build-out of charging stations, said Lydia Krefta, the utility’s director of clean energy transportation. Californians now own \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics-collection/light\">more than 1.5 million\u003c/a> battery-powered cars.\u003c/p>\n\u003cp>Patty Monahan, who’s on the Energy Commission, the state agency responsible for funding and guiding the ramp-up, told CalMatters that she is confident that California can build the chargers its residents need in time.\u003c/p>\n\u003cp>The agency’s estimate of the current chargers is likely an undercount, she said. In addition, fast-charging stations could play a bigger role than initially projected, meaning hundreds of thousands of fewer chargers might be needed. Also, as the ranges and charging speeds on cars improve, there may be less demand for public chargers.\u003c/p>\n\u003cp>“California has a history of defying the odds,” Monahan said. “We have a history of advancing clean cars, clean energy, writ-large. We have naysayers left and right saying you can’t do it, and then we do it.”\u003c/p>\n\u003ch2>Barriers to private investments: an uncertain market\u003c/h2>\n\u003cp>On a September day last year, Monahan spoke behind a podium in the parking lot of a Bay Area grocery store. A row of newly constructed car chargers rose behind her.\u003c/p>\n\u003cp>“Let’s celebrate for a moment,” she said.\u003c/p>\n\u003cp>California had met its goal of 10,000 fast electric chargers statewide — two years ahead of the \u003ca href=\"https://archive.gov.ca.gov/archive/gov39/2018/01/26/governor-brown-takes-action-to-increase-zero-emission-vehicles-fund-new-climate-investments/index.html\">target\u003c/a> set in 2018.\u003c/p>\n\u003cfigure id=\"attachment_11995800\" class=\"wp-caption alignnone\" style=\"max-width: 1568px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995800\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy.jpg\" alt=\"\" width=\"1568\" height=\"1045\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy.jpg 1568w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-1536x1024.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003cfigcaption class=\"wp-caption-text\">California Energy Commissioner Patty Monahan speaks during the launch of an EVgo fast charging station in Union City on Sept. 25, 2023. \u003ccite>(Loren Elliott for CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Fast chargers, like the new ones at the grocery store, are increasingly seen as critical to meeting the needs of drivers. They can \u003ca href=\"https://www.transportation.gov/urban-e-mobility-toolkit/e-mobility-basics/charging-speeds\">power a car to 80%\u003c/a> in 20 minutes to an hour, while the typical charger in use today, a slower Level 2, takes from four to 10 hours.\u003c/p>\n\u003cp>But installing and operating fast chargers is an expensive business — one that doesn’t easily turn a profit.\u003c/p>\n\u003cp>\u003ca href=\"https://www.nrel.gov/docs/fy23osti/85654.pdf#page=46\">Nationwide, each fast charger (PDF)\u003c/a> can cost up to $117,000, according to a 2023 study. And in California, it could be even more — between $122,000 and $440,000 each, according to \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S2213624X23000238\">a separate study\u003c/a>, although the Energy Commission said the range was $110,000 to $125,000 for \u003ca href=\"https://calevip.org/\">one of its programs\u003c/a>.\u003c/p>\n\u003cp>Most of America’s publicly traded charger companies have been forced to seek more financing, lay off workers and slow their network build-outs, analysts said. \u003ca href=\"https://www.google.com/finance/quote/EVGO:NASDAQ?window=MAX\">EVgo\u003c/a>, for instance, has seen its share price crater, as has \u003ca href=\"https://www.google.com/finance/quote/CHPT:NYSE?window=MAX\">ChargePoint\u003c/a>, which specializes in selling the slower Level 2 hardware.\u003c/p>\n\u003cp>California stands apart from other states — it has by far the most chargers and electric car sales and more incentives and policies encouraging them.\u003c/p>\n\u003cp>Tesla, America’s top-selling electric car manufacturer, dominates fast-charging in both California and the U.S. — but the company didn’t get into the business to sell charges to drivers; it got into the charger business to sell its electric cars. Initially Tesla Superchargers were exclusive to its drivers, but \u003ca href=\"https://www.tesla.com/support/supercharging-other-evs#charge-if-not-tesla-vehicle\">starting this year\u003c/a> other EV drivers can use them after Tesla \u003ca href=\"https://media.ford.com/content/fordmedia/fna/us/en/news/2023/05/25/ford-ev-customers-to-gain-access-to-12-000-tesla-superchargers--.html\">provided ports to Ford\u003c/a> and other automakers.\u003c/p>\n\u003cp>Tesla’s manufacturing prowess, supply chain dominance and decade-plus of experience with fast chargers have given it an edge over competitors — a coterie of unprofitable, publicly traded startups, as well as private companies that often benefit from public subsidies, according to analysts.\u003c/p>\n\u003cp>“All the automakers joined forces with their biggest competitor,” said Loren McDonald, chief executive of the consulting firm EVAdoption. “If that doesn’t tell you how bad fast-charging networks and infrastructure were, I don’t know what else does.”\u003c/p>\n\u003cfigure id=\"attachment_11995801\" class=\"wp-caption alignnone\" style=\"max-width: 1568px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995801\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy.jpg\" alt=\"\" width=\"1568\" height=\"1045\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy.jpg 1568w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-1536x1024.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003cfigcaption class=\"wp-caption-text\">Tesla vehicles charge at a Supercharger lot in Kettleman City on June 23, 2024. \u003ccite>(Larry Valenzuela/CalMatters/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11995832\" class=\"wp-caption alignnone\" style=\"max-width: 2500px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995832\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1.jpg\" alt=\"\" width=\"2500\" height=\"834\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1.jpg 2500w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-800x267.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-1020x340.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-1536x512.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-2048x683.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-1920x641.jpg 1920w\" sizes=\"(max-width: 2500px) 100vw, 2500px\">\u003cfigcaption class=\"wp-caption-text\">Left: An EVgo fast charger at El Mercado Plaza Shopping Center in Union City. Right: A Hyundai Ioniq 6 charges at an Electrify America station in Oakland. \u003ccite>(Loren Elliott and Camille Cohen for CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Now, Tesla is showing \u003ca href=\"https://www.reuters.com/business/autos-transportation/inside-story-elon-musks-mass-firings-tesla-supercharger-staff-2024-05-15/\">uncertainty about the future of its charging business\u003c/a> amid slumping car sales and \u003ca href=\"https://www.reuters.com/business/autos-transportation/inside-story-elon-musks-mass-firings-tesla-supercharger-staff-2024-05-15/\">eliminating nearly its entire\u003c/a> 500-member Supercharger team in April. Then chief executive Elon Musk said in May that he would \u003ca href=\"https://x.com/elonmusk/status/1788834859110002716?lang=en\">spend $500 million\u003c/a> to expand the network and \u003ca href=\"https://www.bloomberg.com/news/articles/2024-05-13/tesla-rehires-some-supercharger-workers-weeks-after-musk-s-culling?accessToken=eyJhbGciOiJIUzI1NiIsInR5cCI6IkpXVCJ9.eyJzb3VyY2UiOiJTdWJzY3JpYmVyR2lmdGVkQXJ0aWNsZSIsImlhdCI6MTcxNTYyMjU0MiwiZXhwIjoxNzE2MjI3MzQyLCJhcnRpY2xlSWQiOiJTREVRQjJUMEFGQjQwMCIsImJjb25uZWN0SWQiOiIzNDVFQTA0MjNBMUQ0NTI2QjY1QkNBNUZDRUJGQThGNiJ9.2RNvF37kKk0-xvIIdZ-YnoQY2ND7fdX3l67QJ5XqjBk\">hired back\u003c/a> some fired workers.\u003c/p>\n\u003cp>In California, Electrify America, a privately held company, was created by Volkswagen as a settlement for \u003ca href=\"https://ww2.arb.ca.gov/news/california-receive-153m-final-settlement-volkswagen\">cheating on emissions tests\u003c/a> for its gas-powered cars. The company is spending $800 million on California chargers, building a robust network of 260 stations, with more than half in lower-income communities, including \u003ca href=\"https://calmatters.org/environment/2024/05/electric-car-chargers-california-imperial-county/\">the state’s worst charging desert\u003c/a>, Imperial County.\u003c/p>\n\u003cp>The problem is Electrify America was ranked dead last in a \u003ca href=\"https://www.jdpower.com/business/press-releases/2023-us-electric-vehicle-experience-evx-public-charging-study\">consumer survey\u003c/a> last year, and reliability problems and customer complaints have plagued its chargers. The California Air Resources Board in January \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/board/books/2024/012524/prores24-2.pdf#page=5\">directed Electrify America (PDF)\u003c/a> to “strive to achieve charger reliability consistent with the state of the industry.” A company spokesperson said the dissatisfaction showed “an industry in its growth trajectory.” There are signs of improvement, based on \u003ca href=\"https://www.jdpower.com/business/resources/are-recent-improvements-public-ev-charging-infrastructure-enough-reverse\">consumer data from the first three months\u003c/a> of this year.\u003c/p>\n\u003cp>Startups continue to jump into the charging business, with the number of companies offering fast chargers growing from 14 in 2020 to 41 in 2024, EVAdoption said. Seven carmakers formed a \u003ca href=\"https://www.nytimes.com/2023/07/26/business/energy-environment/electric-vehicles-fast-chargers-automakers.html\">$1 billion venture\u003c/a> to build a 30,000-charger network in North America. And \u003ca href=\"https://www.eenews.net/articles/big-winner-in-bidens-ev-charging-revolution-gas-stations/\">gas stations\u003c/a> such as Circle K offer more charging because electric car customers spend more time shopping while waiting for their rides to juice up.\u003c/p>\n\u003cp>But the realization that charging is a costly business has set in on Wall Street, and that doesn’t seem likely to change anytime soon. “Can public EV fast-charging stations be profitable in the United States?” the \u003ca href=\"https://www.mckinsey.com/features/mckinsey-center-for-future-mobility/our-insights/can-public-ev-fast-charging-stations-be-profitable-in-the-united-states\">consultancy McKinsey & Company asked\u003c/a>.\u003c/p>\n\u003cp>“The fervor, the excitement from the investor base, has definitely dwindled quite a bit, given the prospects that EV adoption in the U.S. is going to be slower, revenue growth is really slower, the path to profitability is going to be slower, and they might need more capital than everyone originally expected,” said Christopher Dendrinos, a financial analyst who covers electric car charging companies for the investment bank RBC Capital Markets.\u003c/p>\n\u003cp>The stakes are high for California when it comes to encouraging investments in expensive fast chargers: If 63,000 additional ones were built, California might need 402,000 fewer slower Level 2 chargers in 2030, according to an alternative \u003ca href=\"https://s3.documentcloud.org/documents/24795161/assembly-bill-2127-second-electric-vehicle-charging-infrastructure-second-assessment-revised-staff-report.pdf#page=18\">forecast (PDF)\u003c/a> by the Energy Commission.\u003c/p>\n\u003ch2 class=\"wp-block-heading\">Billions of public dollars: Will it be enough?\u003c/h2>\n\u003cp>Nationwide, $53 billion to $127 billion in private investments and public funding is needed by 2030 to build chargers for about 33 million electric cars, \u003ca href=\"https://www.nrel.gov/docs/fy23osti/85654.pdf#page=7\">according to a federal estimate (PDF)\u003c/a>. Of that, about half would be for public chargers.\u003c/p>\n\u003cp>Congress and the Biden administration have set aside $5 billion for a national network of fast chargers. So far, only 33 of the eight locations have been built, but more than 14,000 others are in the works, according to the Federal Highway Administration. California’s share of the federal money totals $384 million; about 500 fast chargers will be built with an initial $40.5 million, Energy Commission spokesperson Lindsay Buckley said.\u003c/p>\n\u003cp>In addition, the state has spent $584 million to build more than \u003ca href=\"https://calmatters.org/wp-content/uploads/2024/07/Clean-Transportation-Program-Plan.pdf#page=27\">33,000 electric car chargers (PDF)\u003c/a> through its Clean Transportation Program, funded by fees drivers pay when they register cars. The Legislature \u003ca href=\"https://calmatters.org/environment/2023/09/hydrogen-cars-california-funding-legislature/\">extended that program\u003c/a> for an additional decade last year.\u003c/p>\n\u003cp>Newsom has committed to spending $1 billion through 2028 on chargers with his “\u003ca href=\"https://www.gov.ca.gov/wp-content/uploads/2022/09/Fact-Sheet-California-Climate-Commitment.pdf\">California Climate Commitment (PDF)\u003c/a>,” Buckley said. But this year, Newsom and the Legislature trimmed $167 million from the charger budget as the state faces a record deficit. A lobbyist for the Electric Vehicle Charging Association said, “The state pullback sends a very challenging message” to the industry.\u003c/p>\n\u003cp>California’s commitment to charger funding is “solid,” despite the cuts, Buckley said. They have not yet estimated the total investment needed in California to meet the targets.\u003c/p>\n\u003cp>However, Ted Lamm, a UC Berkeley Law researcher who studies electric car infrastructure, said the magnitude of building what California needs in coming years likely dwarfs the public funding available.\u003c/p>\n\u003cp>State and federal programs will “only fund a fraction,” and the state needs to spend that money on lower-income communities, he said.\u003c/p>\n\u003cp>Another possible funding source is California’s \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/low-carbon-fuel-standard\">Low Carbon Fuel Standard, which is expected to be revised in November\u003c/a>. The program requires carbon-intensive fuel companies to pay for cleaner-burning transportation. Utilities get credits and use that money to pay for chargers, rebates to car buyers and grid improvements, said Laura Renger, executive director of the California Electric Transportation Coalition, which represents utilities.\u003c/p>\n\u003cp>“I think with that, we would have enough money,” Renger said. She said the program’s overhaul could help utilities invest “billions” in chargers and other electric car programs over the next two decades.\u003c/p>\n\u003ch2>Backlogged local permits and grid delays\u003c/h2>\n\u003cp>One of the biggest barriers to more chargers isn’t money. It’s that cities and counties are slow to approve plans for the vast number of stations needed.\u003c/p>\n\u003cp>State officials only have so much political power to compel local jurisdictions to do what they want — a reality made \u003ca href=\"https://calmatters.org/housing/2024/01/california-zoning/\">abundantly clear\u003c/a> by the \u003ca href=\"https://calmatters.org/tag/housing-crisis/\">housing crisis\u003c/a>, for instance. California relies on grants and persuasion to accomplish its goals, and the slow build-out of chargers shows how those strategies can fall short, said Stanford’s Cain.\u003c/p>\n\u003cp>“The locals cannot be compelled by regulatory agencies to make land and resources available for what the state wants to achieve,” Cain said.\u003c/p>\n\u003cp>The same obstacles have marked the state’s broader effort to electrify California and switch to clean energy. Local opposition and environmental reviews sometimes hold up \u003ca href=\"https://calmatters.org/environment/2022/08/renewable-energy-california-counties/\">large solar projects\u003c/a> and \u003ca href=\"https://calmatters.org/politics/2024/07/ceqa-california-energy-grid-state-parks/\">transmission projects\u003c/a> for years.\u003c/p>\n\u003cp>California has created a “culture of regulation that emphasizes the need to be extra careful and extra perfect, but this takes an incredible amount of time,” Steve Bohlen, senior director of government affairs at Lawrence Livermore National Laboratory, said last month at the \u003ca href=\"https://digitaldemocracy.calmatters.org/hearings/258152?t=2513&f=37ff81eefb4f72eb25bbcb88ea60fd30\">inaugural hearing of the state Assembly’s Select Committee on Permitting Reform\u003c/a>.\u003c/p>\n\u003cp>“We’re moving into a period of rapid change, and so perfect can’t be the enemy of the good.”\u003c/p>\n\u003cfigure id=\"attachment_11995836\" class=\"wp-caption alignnone\" style=\"max-width: 2500px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995836\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1.jpg\" alt=\"\" width=\"2500\" height=\"834\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1.jpg 2500w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-800x267.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-1020x340.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-1536x512.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-2048x683.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-1920x641.jpg 1920w\" sizes=\"(max-width: 2500px) 100vw, 2500px\">\u003cfigcaption class=\"wp-caption-text\">Left: Workers install a transformer to power electric car chargers in Calexico. Right: A row of new public chargers there. \u003ccite>(Adriana Heldiz/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Chargers aren’t as complicated as large-scale solar or \u003ca href=\"https://calmatters.org/environment/2023/10/california-offshore-wind-humboldt/\">offshore wind projects\u003c/a>. However, most chargers installed in public spaces need a land-use or encroachment permit, among other approvals.\u003cstrong> \u003c/strong>California has \u003ca href=\"https://business.ca.gov/industries/zero-emission-vehicles/plug-in-readiness/permitting-electric-vehicle-charging-stations-best-practices/\">passed laws\u003c/a> requiring local jurisdictions to streamline permits for chargers. What’s more, the Governor’s Office of Business Development now grades cities and counties using a \u003ca href=\"https://business.ca.gov/wp-content/uploads/2020/01/Permitting-Electric-Vehicle-Charging-Stations-Scorecard.pdf\">scorecard (PDF)\u003c/a> and \u003ca href=\"https://business.ca.gov/industries/zero-emission-vehicles/plug-in-readiness/\">maintains a map\u003c/a> displaying who has or hasn’t made life easier for car charger builders. But these strategies only go so far.\u003c/p>\n\u003cp>“It doesn’t matter how many requirements you put on [local governments],” Lamm said. “If they just don’t have the time in the day to do it … it’s going to sit in the backlog because that’s how it works.”\u003c/p>\n\u003cp>The delays have consequences. Getting a station permitted in California, on average, \u003ca href=\"https://media.electrifyamerica.com/assets/documents/original/1160-2023CARBAnnualReportFinal43024Public2.pdf#page=19\">takes 26% longer (PDF)\u003c/a> than the national average, Electrify America reported. Designing and constructing a station in California can cost, on average, \u003ca href=\"https://media.electrifyamerica.com/assets/documents/original/1160-2023CARBAnnualReportFinal43024Public2.pdf#page=19\">37% more (PDF)\u003c/a> than in other states because of delays in permitting and grid connections. A utility, on average, takes 17 weeks after work is completed to connect chargers to the grid, Electric America said.\u003c/p>\n\u003cp>Powering large charging projects often requires grid upgrades, which can take a year or more for approval, said Chanel Parson, a director at Southern California Edison. Supply chain issues also make getting the right equipment a challenge.\u003c/p>\n\u003cp>Edison, which has a 10-year plan to meet expected demand, has asked the utilities commission for approval to upgrade the grid where it anticipates high charging demand.\u003c/p>\n\u003cp>“Every EV charging infrastructure project is a major construction project,” Parson said. “There are a number of variables that influence how long it takes to complete the project.”\u003c/p>\n\u003ch2>Impatient with broken chargers, bad service\u003c/h2>\n\u003cp>Inspired to help the nation reduce its dependence on fossil fuels, Zach Schiff-Abrams of Los Angeles bought a Genesis GV60. As a renter, he has relied on public charging, primarily using Electrify America stations — and that’s been his biggest problem about owning an electric car.\u003c/p>\n\u003cp>Charging speeds have been inconsistent, he said, with half-hour sessions providing only a 15% to 30% charge, and he often encounters broken chargers.\u003c/p>\n\u003cp>“I believe in electrical, so I’m really actually trying to be a responsible consumer,” Schiff-Abrams said. “I want to report them when they’re down, but the customer service is horrible.”\u003c/p>\n\u003cfigure id=\"attachment_11995802\" class=\"wp-caption alignnone\" style=\"max-width: 1568px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995802\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy.jpg\" alt=\"\" width=\"1568\" height=\"1045\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy.jpg 1568w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-1536x1024.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003cfigcaption class=\"wp-caption-text\">Electric vehicles line up at a busy Electrify America charging station in Kettleman City, Kings County. \u003ccite>(Larry Valenzuela/CalMatters/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For years, the reliability of charging networks has been a well-documented problem. Only \u003ca href=\"https://papers.ssrn.com/sol3/papers.cfm?abstract_id=4077554\">73% of fast chargers in the San Francisco Bay Area were functional\u003c/a> in a 2022 study. The growth of the EV market has put increasing strain on public charging stations, \u003ca href=\"https://www.jdpower.com/business/press-releases/2022-us-electric-vehicle-experience-evx-public-charging-study\">a consumer survey found\u003c/a>.\u003c/p>\n\u003cp>In \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/board/mt/2024/mt012524.pdf#page=31\">January (PDF)\u003c/a>, the California Air Resources Board approved a final $200 million spending plan for Electrify America — but not before board chair Liane Randolph scolded its CEO.\u003c/p>\n\u003cp>Randolph — arguably one of America’s top climate regulators — told CEO Robert Barrosa about an exchange she had with his company’s customer service line after finding a broken charger at a station along Interstate 5.\u003c/p>\n\u003cp>“It didn’t work,” Randolph said during the board meeting. “Called the customer service line, waited like 10-ish minutes. … [The charger] was showing operable on the app and the guy goes, ‘Oh, my data is showing me that it has not had a successful charge in three days.’”\u003c/p>\n\u003cp>“These issues are not easy,” Barrosa responded. “Our head is not in the sand,” he \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/board/mt/2024/mt012524.pdf#page=45\">told board members (PDF)\u003c/a> earlier. “We are listening to customers.”\u003c/p>\n\u003cp>But Randolph, addressing journalists at a \u003ca href=\"https://www.sej.org/initiatives/coverage-sejs-33rd-annual-conference#mini-workshop8-04062024\">conference in Philadelphia\u003c/a>, pushed back against the idea that because the transition to electric vehicles is happening gradually that, it’s a failure. Many people will rely on charging at home or work, and batteries are becoming more efficient.\u003c/p>\n\u003cp>“The infrastructure is continuing to be rolled out at a rapid pace,” Randolph said. “It doesn’t all have to be perfect instantly. It’s a process. And it’s a process that’s continuing to move.”\u003c/p>\n\u003cp>\u003cem>Data journalists Erica Yee and Arfa Momin contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "San Francisco Readies Launch of World's First Fully Hydrogen-Powered Ferry",
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"content": "\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-bay-ferry\">San Francisco Bay Ferry\u003c/a> system is adding a new, first-of-its-kind zero-emission vessel to its fleet.\u003c/p>\n\u003cp>Sea Change is the world’s first commercial passenger ferry to run fully on hydrogen fuel cells. Starting July 19, the 75-seat vessel will run three days a week between Pier 41 near Fisherman’s Wharf and the Ferry Building for free.\u003c/p>\n\u003cp>Though the route is short, officials celebrated its launch as a key initial step toward building a zero-emission ferry fleet.\u003c/p>\n\u003cp>While current ferries in the bay run on diesel and emit pollutants, the new hydrogen-powered ferry emits only heat and water vapor. Passengers can even drink the Sea Change’s emissions from an onboard water fountain.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Communities near harbor seaports are disproportionately affected by diesel pollution from vessels,” Liane Randolph, chair of the California Air Resources Board (CARB), said Friday during a news conference at the Ferry Building. “So finding a future that moves away from that diesel and brings zero-emission vessels is why we’re all here, and this fuel cell ferry really provides that opportunity.”\u003c/p>\n\u003cp>A $3 million grant from CARB was instrumental in constructing the Sea Change, said John Motlow, chief strategy officer at Zero Emission Industries, the company that developed the fuel cells at the core of the Sea Change.\u003c/p>\n\u003cp>Randolph said projects like these are also important for the state’s emission reduction targets.\u003c/p>\n\u003cp>“The governor directed CARB and our sister agencies to bring that zero-emission future to life by 2035, where feasible, and the Sea Change is helping us chart that course, and achieve that goal,” Randolph said.\u003c/p>\n\u003cfigure id=\"attachment_11993869\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11993869\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240712-HYDROGEN-FERRY-JCL-02-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240712-HYDROGEN-FERRY-JCL-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240712-HYDROGEN-FERRY-JCL-02-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240712-HYDROGEN-FERRY-JCL-02-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240712-HYDROGEN-FERRY-JCL-02-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240712-HYDROGEN-FERRY-JCL-02-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240712-HYDROGEN-FERRY-JCL-02-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco Bay Ferry Captain Nick Noble drinks water from the Sea Change’s onboard water fountain on July 12, 2024. That water is collected from the water vapor emissions produced by the hydrogen fuel cells powering the ferry. \u003ccite>(Juan Carlos Lara/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It’s worth noting that although the Sea Change doesn’t emit pollutants, some of the electricity needed to produce the hydrogen fuel still comes from natural gas, resulting in carbon emissions.\u003c/p>\n\u003cp>But Motlow said the emissions from that process are still less than the emissions produced by a diesel-burning ferry.\u003c/p>\n\u003cp>Motlow also noted that some of the electricity producing the hydrogen fuel also comes from renewable sources such as solar and wind power. And as those cleaner sources become cheaper and more abundant, the emissions involved in producing hydrogen fuel will drop.\u003c/p>\n\u003cp>“The data paints a pretty clear picture that ultimately green, renewable hydrogen will be cheaper to produce than hydrogen from natural gas,” Motlow said. “The cost of solar is so cheap right now and is only getting cheaper.”\u003c/p>\n\u003cp>Plans are also currently underway to add five battery-powered ferries to the bay’s fleet. The first of those could be ready for public use within two years, according to Seamus Murphy, executive director of San Francisco Bay Ferry.\u003c/p>\n\u003cp>Three of those ferries will operate short-range routes connecting several parts of San Francisco and Treasure Island. The other two will run on routes crossing the bay.\u003c/p>\n\u003cp>“And that’s just the start,” Murphy said. “We plan on adding many more battery electric vessels to our fleet, and we’re doing a lot of work on the shoreside to make sure that we have enough power from the grid to be able to make those services work.”\u003c/p>\n\u003cp>But battery-powered ferries, as they currently exist, aren’t viable for long-distance routes to places like Vallejo or possibly Redwood City.\u003c/p>\n\u003cp>“The batteries are a little too heavy, not energy dense enough to be able to operate over those distances,” Murphy explained. “But hydrogen doesn’t have that problem.”\u003c/p>\n\u003cp>In the future, hydrogen-powered ferries could be the main vessels on all long-distance routes across the bay.\u003c/p>\n\u003cp>“Our rule is we want to see a vessel in operation somewhere in the world that we could put on to one of our routes and have it operate in a way that doesn’t create longer travel times or less frequency,” Murphy said.\u003c/p>\n\u003cp>Although that hasn’t happened yet with hydrogen, the Sea Change could pave the way.\u003c/p>\n\u003cp>“It’s surprising how fast things evolve, how quickly people innovate,” Murphy said. “And I think that’s what we’re going to see happen with hydrogen as well.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Officials from across the Bay Area and California gathered at the Ferry Building to celebrate the Sea Change, which will run three days a week starting July 19.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-bay-ferry\">San Francisco Bay Ferry\u003c/a> system is adding a new, first-of-its-kind zero-emission vessel to its fleet.\u003c/p>\n\u003cp>Sea Change is the world’s first commercial passenger ferry to run fully on hydrogen fuel cells. Starting July 19, the 75-seat vessel will run three days a week between Pier 41 near Fisherman’s Wharf and the Ferry Building for free.\u003c/p>\n\u003cp>Though the route is short, officials celebrated its launch as a key initial step toward building a zero-emission ferry fleet.\u003c/p>\n\u003cp>While current ferries in the bay run on diesel and emit pollutants, the new hydrogen-powered ferry emits only heat and water vapor. Passengers can even drink the Sea Change’s emissions from an onboard water fountain.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Communities near harbor seaports are disproportionately affected by diesel pollution from vessels,” Liane Randolph, chair of the California Air Resources Board (CARB), said Friday during a news conference at the Ferry Building. “So finding a future that moves away from that diesel and brings zero-emission vessels is why we’re all here, and this fuel cell ferry really provides that opportunity.”\u003c/p>\n\u003cp>A $3 million grant from CARB was instrumental in constructing the Sea Change, said John Motlow, chief strategy officer at Zero Emission Industries, the company that developed the fuel cells at the core of the Sea Change.\u003c/p>\n\u003cp>Randolph said projects like these are also important for the state’s emission reduction targets.\u003c/p>\n\u003cp>“The governor directed CARB and our sister agencies to bring that zero-emission future to life by 2035, where feasible, and the Sea Change is helping us chart that course, and achieve that goal,” Randolph said.\u003c/p>\n\u003cfigure id=\"attachment_11993869\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11993869\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240712-HYDROGEN-FERRY-JCL-02-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240712-HYDROGEN-FERRY-JCL-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240712-HYDROGEN-FERRY-JCL-02-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240712-HYDROGEN-FERRY-JCL-02-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240712-HYDROGEN-FERRY-JCL-02-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240712-HYDROGEN-FERRY-JCL-02-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240712-HYDROGEN-FERRY-JCL-02-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco Bay Ferry Captain Nick Noble drinks water from the Sea Change’s onboard water fountain on July 12, 2024. That water is collected from the water vapor emissions produced by the hydrogen fuel cells powering the ferry. \u003ccite>(Juan Carlos Lara/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It’s worth noting that although the Sea Change doesn’t emit pollutants, some of the electricity needed to produce the hydrogen fuel still comes from natural gas, resulting in carbon emissions.\u003c/p>\n\u003cp>But Motlow said the emissions from that process are still less than the emissions produced by a diesel-burning ferry.\u003c/p>\n\u003cp>Motlow also noted that some of the electricity producing the hydrogen fuel also comes from renewable sources such as solar and wind power. And as those cleaner sources become cheaper and more abundant, the emissions involved in producing hydrogen fuel will drop.\u003c/p>\n\u003cp>“The data paints a pretty clear picture that ultimately green, renewable hydrogen will be cheaper to produce than hydrogen from natural gas,” Motlow said. “The cost of solar is so cheap right now and is only getting cheaper.”\u003c/p>\n\u003cp>Plans are also currently underway to add five battery-powered ferries to the bay’s fleet. The first of those could be ready for public use within two years, according to Seamus Murphy, executive director of San Francisco Bay Ferry.\u003c/p>\n\u003cp>Three of those ferries will operate short-range routes connecting several parts of San Francisco and Treasure Island. The other two will run on routes crossing the bay.\u003c/p>\n\u003cp>“And that’s just the start,” Murphy said. “We plan on adding many more battery electric vessels to our fleet, and we’re doing a lot of work on the shoreside to make sure that we have enough power from the grid to be able to make those services work.”\u003c/p>\n\u003cp>But battery-powered ferries, as they currently exist, aren’t viable for long-distance routes to places like Vallejo or possibly Redwood City.\u003c/p>\n\u003cp>“The batteries are a little too heavy, not energy dense enough to be able to operate over those distances,” Murphy explained. “But hydrogen doesn’t have that problem.”\u003c/p>\n\u003cp>In the future, hydrogen-powered ferries could be the main vessels on all long-distance routes across the bay.\u003c/p>\n\u003cp>“Our rule is we want to see a vessel in operation somewhere in the world that we could put on to one of our routes and have it operate in a way that doesn’t create longer travel times or less frequency,” Murphy said.\u003c/p>\n\u003cp>Although that hasn’t happened yet with hydrogen, the Sea Change could pave the way.\u003c/p>\n\u003cp>“It’s surprising how fast things evolve, how quickly people innovate,” Murphy said. “And I think that’s what we’re going to see happen with hydrogen as well.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "man-charged-in-17-waymo-tire-slashings-was-caught-by-robotaxis-cameras-da-says",
"title": "Suspect in 17 Waymo Tire-Slashings Was Caught by Robotaxis' Cameras, Investigators Say",
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"content": "\u003cp>\u003ca href=\"#anchor\">\u003cem>This story was updated at 10:50 a.m. Friday, including a correction based on new information.\u003c/em>\u003c/a>\u003c/p>\n\u003cp>A Castro Valley woman is facing 17 felony counts of vandalism after she allegedly carried out a string of tire-slashing attacks on Waymo robotaxis at numerous locations across San Francisco.\u003c/p>\n\u003cp>According to separate accounts issued Thursday by the San Francisco Police Department and District Attorney’s Office, Ronaile Joshua Burton, 36, vandalized 20 different Waymo robotaxis and seven other vehicles from June 24 through June 26. Most of the attacks were captured by cameras on the autonomous vehicles.\u003c/p>\n\u003cp>Police said in a statement that Waymo reported the tire-slashing spree on the 26th and that investigators quickly determined that the same person and vehicle were involved in each incident.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The suspect vehicle was an overdue rental car, police said, and was discovered on Bryant Street near the Embarcadero, in the city’s South Beach neighborhood.\u003c/p>\n\u003cp>When a tow truck arrived to retrieve the car for the rental company, Burton allegedly slashed the tires of both the car and tow truck, and smashed the windows of both vehicles. According to police, Burton then slashed the tires of five occupied vehicles along the Embarcadero.\u003c/p>\n\u003cp>Burton was initially arrested June 26 in connection with the South Beach incident and the first three Waymo attacks. She was released two days later without being required to post bail.\u003c/p>\n\u003cp>Burton was arrested again on July 3, police said, after they tied the suspect to 17 more of the Waymo tire slashings in the Tenderloin, South of Market, Fillmore, Lower Haight and Sunset neighborhoods.\u003c/p>\n\u003cp>Burton pleaded not guilty in San Francisco Superior Court on Wednesday.\u003c/p>\n\u003cp>A judge granted prosecutors’ request to keep her in custody as a potential public safety risk, and her next court appearance is set for Friday.\u003c/p>\n\u003cp>Burton’s public defender said they “intend to aggressively fight these charges.”\u003c/p>\n\u003cp>“Ms. Burton is someone in need of help and not jail, which is why our social workers are actively working to identify and secure appropriate services, as we continue to advocate for her release from jail,” Deputy Public Defender Adam Birka-White said in a statement. “The District Attorney continues to prioritize punishing poor people at the behest of corporations, in this case involving a tech company that is \u003ca href=\"https://www.kqed.org/news/11986059/federal-safety-agency-investigating-waymos-autonomous-taxis\">under federal investigation\u003c/a> for creating dangerous conditions on our streets.”\u003c/p>\n\u003cp>In a statement, District Attorney Brooke Jenkins thanked police investigators.\u003c/p>\n\u003cp>“The destruction of other people’s property will not go unaddressed in San Francisco,” Jenkins said. “People who vandalize property must be held accountable for their actions.”\u003c/p>\n\u003cp>In its response to the charges, Waymo said passengers were aboard some of the vehicles targeted in June.\u003c/p>\n\u003cp>“Waymo is also taking steps to recover the damages sustained, and mitigate the potential for future events,” a company spokesperson said in a statement. “… We appreciate the efforts of SFPD and others involved for their work in finding the perpetrator and helping to keep our community safe.”\u003c/p>\n\u003cp>Autonomous taxis in San Francisco have been occasional targets for protests and occasional vandalism since state regulators gave permission last year for the services to operate 24/7 throughout the city.\u003c/p>\n\u003cp>Concerns about the safety of the autonomous vehicles and their sometimes unpredictable behavior — wandering into emergency response scenes and construction sites, for instance — came to a head last fall when a Cruise vehicle ran over and dragged a pedestrian who had been struck by a human driver in downtown San Francisco. Cruise subsequently lost its state-issued operating permits after allegedly misleading regulators about the severity of the crash.\u003c/p>\n\u003cp>In one largely non-destructive \u003ca href=\"https://www.kqed.org/news/11959303/sf-activists-protest-immobilize-driverless-cars-with-traffic-cones\">episode of monkeywrenching\u003c/a> last year, traffic safety activists disabled many of the robotaxis by placing traffic cones on their hoods.\u003c/p>\n\u003cp>https://twitter.com/SafeStreetRebel/status/1696176176673202459\u003c/p>\n\u003cp>In a high-profile incident this year, a crowd vandalized and set fire to a Waymo vehicle in Chinatown after the vehicle stopped in the middle of a crowded street during Chinese New Year’s festivities.\u003c/p>\n\u003cp>\u003ca id=\"anchor\">\u003c/a>\u003cbr>\n\u003cem>July 12 Editor’s Note: The original version of this story referred to Ronaile Burton as a man, based on information from the district attorney. It was updated after the public defender’s office said Burton uses she/her pronouns.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"#anchor\">\u003cem>This story was updated at 10:50 a.m. Friday, including a correction based on new information.\u003c/em>\u003c/a>\u003c/p>\n\u003cp>A Castro Valley woman is facing 17 felony counts of vandalism after she allegedly carried out a string of tire-slashing attacks on Waymo robotaxis at numerous locations across San Francisco.\u003c/p>\n\u003cp>According to separate accounts issued Thursday by the San Francisco Police Department and District Attorney’s Office, Ronaile Joshua Burton, 36, vandalized 20 different Waymo robotaxis and seven other vehicles from June 24 through June 26. Most of the attacks were captured by cameras on the autonomous vehicles.\u003c/p>\n\u003cp>Police said in a statement that Waymo reported the tire-slashing spree on the 26th and that investigators quickly determined that the same person and vehicle were involved in each incident.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The suspect vehicle was an overdue rental car, police said, and was discovered on Bryant Street near the Embarcadero, in the city’s South Beach neighborhood.\u003c/p>\n\u003cp>When a tow truck arrived to retrieve the car for the rental company, Burton allegedly slashed the tires of both the car and tow truck, and smashed the windows of both vehicles. According to police, Burton then slashed the tires of five occupied vehicles along the Embarcadero.\u003c/p>\n\u003cp>Burton was initially arrested June 26 in connection with the South Beach incident and the first three Waymo attacks. She was released two days later without being required to post bail.\u003c/p>\n\u003cp>Burton was arrested again on July 3, police said, after they tied the suspect to 17 more of the Waymo tire slashings in the Tenderloin, South of Market, Fillmore, Lower Haight and Sunset neighborhoods.\u003c/p>\n\u003cp>Burton pleaded not guilty in San Francisco Superior Court on Wednesday.\u003c/p>\n\u003cp>A judge granted prosecutors’ request to keep her in custody as a potential public safety risk, and her next court appearance is set for Friday.\u003c/p>\n\u003cp>Burton’s public defender said they “intend to aggressively fight these charges.”\u003c/p>\n\u003cp>“Ms. Burton is someone in need of help and not jail, which is why our social workers are actively working to identify and secure appropriate services, as we continue to advocate for her release from jail,” Deputy Public Defender Adam Birka-White said in a statement. “The District Attorney continues to prioritize punishing poor people at the behest of corporations, in this case involving a tech company that is \u003ca href=\"https://www.kqed.org/news/11986059/federal-safety-agency-investigating-waymos-autonomous-taxis\">under federal investigation\u003c/a> for creating dangerous conditions on our streets.”\u003c/p>\n\u003cp>In a statement, District Attorney Brooke Jenkins thanked police investigators.\u003c/p>\n\u003cp>“The destruction of other people’s property will not go unaddressed in San Francisco,” Jenkins said. “People who vandalize property must be held accountable for their actions.”\u003c/p>\n\u003cp>In its response to the charges, Waymo said passengers were aboard some of the vehicles targeted in June.\u003c/p>\n\u003cp>“Waymo is also taking steps to recover the damages sustained, and mitigate the potential for future events,” a company spokesperson said in a statement. “… We appreciate the efforts of SFPD and others involved for their work in finding the perpetrator and helping to keep our community safe.”\u003c/p>\n\u003cp>Autonomous taxis in San Francisco have been occasional targets for protests and occasional vandalism since state regulators gave permission last year for the services to operate 24/7 throughout the city.\u003c/p>\n\u003cp>Concerns about the safety of the autonomous vehicles and their sometimes unpredictable behavior — wandering into emergency response scenes and construction sites, for instance — came to a head last fall when a Cruise vehicle ran over and dragged a pedestrian who had been struck by a human driver in downtown San Francisco. Cruise subsequently lost its state-issued operating permits after allegedly misleading regulators about the severity of the crash.\u003c/p>\n\u003cp>In one largely non-destructive \u003ca href=\"https://www.kqed.org/news/11959303/sf-activists-protest-immobilize-driverless-cars-with-traffic-cones\">episode of monkeywrenching\u003c/a> last year, traffic safety activists disabled many of the robotaxis by placing traffic cones on their hoods.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>In a high-profile incident this year, a crowd vandalized and set fire to a Waymo vehicle in Chinatown after the vehicle stopped in the middle of a crowded street during Chinese New Year’s festivities.\u003c/p>\n\u003cp>\u003ca id=\"anchor\">\u003c/a>\u003cbr>\n\u003cem>July 12 Editor’s Note: The original version of this story referred to Ronaile Burton as a man, based on information from the district attorney. It was updated after the public defender’s office said Burton uses she/her pronouns.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "California Father Who Lost 2 Sons in a Boeing Crash Waits to Hear if US Will Prosecute the Company",
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"headTitle": "California Father Who Lost 2 Sons in a Boeing Crash Waits to Hear if US Will Prosecute the Company | KQED",
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"content": "\u003cp>As they travel around Alaska on a long-planned vacation, Ike and Susan Riffel stop now and then to put up stickers directing people to “Live Riffully.”\u003c/p>\n\u003cp>It’s a way for the California couple to honor the memories of their sons, Melvin and Bennett, who died in 2019 when a Boeing 737 Max jetliner \u003ca href=\"https://apnews.com/article/1108708781ba46808a16843bda8cc079\">crashed in Ethiopia\u003c/a>.\u003c/p>\n\u003cp>The Riffels and \u003ca href=\"https://apnews.com/article/boeing-max-crash-victims-families-d4d944ba4f9669004f32908ffea98e32\">families of other passengers\u003c/a> who died in the crash and a similar one in Indonesia a little more than four months earlier are waiting to learn any day now whether the U.S. Justice Department, all these years later, \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/boeing-justice-department-737-max-82145b25ed988cd8cae0bce3de79ce9d\" data-gtm-enhancement-style=\"LinkEnhancementA\">will prosecute Boeing\u003c/a>\u003c/span> in connection with \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/africa-canada-business-ethiopia-d8759281778e21537ae302633c9531a4\" data-gtm-enhancement-style=\"LinkEnhancementA\">the two disasters\u003c/a>\u003c/span>, which killed 346 people.\u003c/p>\n\u003cp>Ike Riffel fears that instead of putting Boeing on trial, the government will offer the company another shot at corporate probation through a legal document called a \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/politics-us-department-of-justice-texas-business-fraud-57db69f33fda9f62785e1fe5d3b2f538\" data-gtm-enhancement-style=\"LinkEnhancementA\">deferred prosecution agreement\u003c/a>\u003c/span>, or DPA. Or that prosecutors will let Boeing plead guilty and avoid a trial.\u003c/p>\n\u003cp>“A DPA hides the truth. A plea agreement would hide the truth,” Riffel says. “It would leave the families with absolutely no idea” of what happened inside Boeing as \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/boeing-max-jet-incident-crashes-f73fb7b9eaff7f6549c88e958f7b8b38\" data-gtm-enhancement-style=\"LinkEnhancementA\">the Max\u003c/a>\u003c/span> was being designed and tested, and after the first crash in 2018 pointed to problems with new flight-control software.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The families want to know the truth. Who was responsible? Who did what?” the father says. “Why did they have to die?”\u003c/p>\n\u003cp>Ike is a retired forestry consultant, and Susan a retired religious educator. They live in Redding, California, where they raised their sons.\u003c/p>\n\u003cp>Mel was 29 and preparing to become a father himself when Ethiopian Airlines Flight 302 \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/7a1b300ff96f435bbb029da62079b2f4\" data-gtm-enhancement-style=\"LinkEnhancementA\">went down\u003c/a>\u003c/span> six minutes after takeoff. He played sports in school and worked as a technician for the California Department of Transportation in Redding. Bennett, 26, loved performing arts while growing up. He worked in IT support in Chico, California, and clients still send cards to his parents.\u003c/p>\n\u003cp>“They were our only two sons. They were very adventurous, very independent, loved to travel,” Riffel says.\u003c/p>\n\u003cp>In early 2019, Mel and his wife, Brittney, took a “babymoon” to Australia. Brittney flew home while Mel met his brother in Taiwan to start what they called their world tour. He and Bennett were headed toward their last stop, South Africa, where Mel planned to do some surfing, when they boarded the Ethiopian Airlines flight in Addis Ababa.\u003c/p>\n\u003cp>Back in California, Susan Riffel answered the phone when it rang on that Sunday morning. On the other end, someone from the airline told them their sons had been on a plane that had crashed. [aside postID=news_11973969 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/gettyimages-1948397327-7d48b5a4f4fb502524725b8fb8b887c5a611adfa-s1600-c85-copy-1020x765.jpg']“When you first hear it, you don’t believe it,” Ike Riffel says. “You still don’t believe after you see that there was a crash. ‘Oh, maybe they didn’t get on.’ You think of all these scenarios.”\u003c/p>\n\u003cp>The next shock came in January 2021: \u003ca href=\"https://apnews.com/article/boeing-violated-settlement-max-crashes-25cde72e154f60adae54177ce35c9176\">The Justice Department\u003c/a> charged Boeing with fraud for misleading regulators who approved the Max, but at the same time, prosecutors approved \u003ca href=\"https://apnews.com/article/business-indonesia-61b2ccb06d4eebb2d4091c6d90147f72\">an agreement\u003c/a> that meant the single felony charge could be dropped in three years.\u003c/p>\n\u003cp>“I heard it on the news. It just kind of blew me away. I thought, what the hell?” Riffel says. “I felt pretty powerless. I didn’t know what a deferred prosecution agreement was.”\u003c/p>\n\u003cp>He and his wife believe they were deceived by the Justice Department, which until then had denied there was a criminal investigation going on. Boeing has never contacted the family, according to Riffel. He assumes that’s based on advice from the company’s lawyers.\u003c/p>\n\u003cp>“I have no trust in (Boeing) to do the right thing, and I really lost my confidence in the Department of Justice,” he says. “Their motto is to protect the American people, not to protect Boeing, and it seems to me they have spent the whole time defending Boeing.”\u003c/p>\n\u003cp>The Justice Department reopened the possibility of prosecuting Boeing last month, when it said the company had breached the 2021 agreement. The DOJ did not publicly specify the alleged violations.\u003c/p>\n\u003cp>Boeing has said it lived up to the terms of the deal, which required it to pay $2.5 billion, most of it to the company’s airline customers, and to maintain a program to detect and prevent violations of U.S. anti-fraud laws, among other conditions.\u003c/p>\n\u003cp>The pending decision in Washington matters to family members around the world.\u003c/p>\n\u003cp>The 157 passengers and crew members who died in the Ethiopian crash came from \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/general-news-d3dc3b7722bf4b72a97849c0375d3777\" data-gtm-enhancement-style=\"LinkEnhancementA\">35 countries\u003c/a>\u003c/span>, with the largest numbers from Kenya and Canada. Nearly two dozen passengers were flying to attend a United Nations environmental conference in Nairobi.[aside postID=forum_2010101870169 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240517-TKBilingualLearners-27-BL_qut-1020x680.jpg']The March 10, 2019, crash came just months after another Boeing 737 Max 8, operated by \u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/43/2019/03/boeing-under-increase-scrutiny-airplane-cropped-1020x574.jpg\">Indonesia’s Lion Air\u003c/a>, crashed into \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/1e2ee9dec58149e789c700a6b37d6aa2\" data-gtm-enhancement-style=\"LinkEnhancementA\">the Java Sea\u003c/a>\u003c/span>, killing all 189 people on board. The vast majority of passengers on the Oct. 29, 2018, flight were Indonesians.\u003c/p>\n\u003cp>In both crashes, software known by the acronym MCAS \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/virus-outbreak-ethiopia-business-africa-software-ed2d68b7f5fcfecb7b25e35d707d0614\" data-gtm-enhancement-style=\"LinkEnhancementA\">pitched the nose\u003c/a>\u003c/span> of the plane down repeatedly based on faulty readings from a single sensor.\u003c/p>\n\u003cp>Relatives of people on both flights \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/boeing-max-crash-passengers-fear-pain-trial-fe75ff7e155f1e6ff4881c830aa7337a\" data-gtm-enhancement-style=\"LinkEnhancementA\">sued Boeing\u003c/a>\u003c/span> in U.S. federal court in Chicago. Boeing has settled the vast majority of those cases after requiring the families not to disclose how much they were paid.\u003c/p>\n\u003cp>The Riffels have found strength and purpose in meeting with families of some of the other passengers from Flight 302. Together, they have pressed the Justice Department, the \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/hub/federal-aviation-administration\" data-gtm-enhancement-style=\"LinkEnhancementA\">Federal Aviation Administration\u003c/a>\u003c/span> and Congress to make sure that aircraft are as safe as possible.\u003c/p>\n\u003cp>Many of them want the government to prosecute high-ranking Boeing officials, including \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/a1bca4555d49900036dc94c6bd46722d\" data-gtm-enhancement-style=\"LinkEnhancementA\">former CEO\u003c/a>\u003c/span> Dennis Muilenburg and current chief executive \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/boeing-ceo-calhoun-safety-senate-investigations-de6a273e5ad69764f4e666cc4afda2c1\" data-gtm-enhancement-style=\"LinkEnhancementA\">David Calhoun\u003c/a>\u003c/span>, who was on the company’s board when the crashes occurred. They have asked the Justice Department to fine Boeing more than $24 billion for what one of their lawyers, Paul Cassell, called “the deadliest corporate crime in U.S. history.”\u003c/p>\n\u003cp>The group of relatives includes Javier de Luis, \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/boeing-whistleblowers-safety-senate-hearings-f8354ddddc6372e3337cd74b9ea264e3\" data-gtm-enhancement-style=\"LinkEnhancementA\">an aerospace engineer\u003c/a>\u003c/span> whose sister, Graziella, was on the Ethiopian flight. And Michael Stumo and Nadia Milleron, who lost their daughter, Samya. Canadians \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/travel-general-news-a34bf4b82f364c749eb7ade9a5114424\" data-gtm-enhancement-style=\"LinkEnhancementA\">Paul Njoroge\u003c/a>\u003c/span> and Chris and Clariss Moore have made several trips to Washington to implore government officials to move against Boeing and demand safer planes. Njoroge’s \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/transportation-b5ea783d264186697388c599176cb9bd\" data-gtm-enhancement-style=\"LinkEnhancementA\">wife, three children and mother-in-law\u003c/a>\u003c/span> were all on the plane, as was the Moores’ daughter, Danielle.\u003c/p>\n\u003cp>At first, the disparate group of family members connected by emails just to check in on each other. Before long, and especially after meeting face to face, they grew more determined to do more than grieve together; they wanted to make a difference.\u003c/p>\n\u003cp>“We want to find some meaning in what happened to our loved ones,” Ike Riffel says. “If we can make aviation safer so this doesn’t happen again, then we have had some victories out of this.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"excerpt": "Families of the passengers who died in the Boeing 737 Max crash in Ethiopia fear that instead of putting Boeing on trial, the government will offer the company another shot at corporate probation through a legal document called a deferred prosecution agreement, or DPA. Or that prosecutors will let Boeing plead guilty and avoid a trial.\r\n\r\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As they travel around Alaska on a long-planned vacation, Ike and Susan Riffel stop now and then to put up stickers directing people to “Live Riffully.”\u003c/p>\n\u003cp>It’s a way for the California couple to honor the memories of their sons, Melvin and Bennett, who died in 2019 when a Boeing 737 Max jetliner \u003ca href=\"https://apnews.com/article/1108708781ba46808a16843bda8cc079\">crashed in Ethiopia\u003c/a>.\u003c/p>\n\u003cp>The Riffels and \u003ca href=\"https://apnews.com/article/boeing-max-crash-victims-families-d4d944ba4f9669004f32908ffea98e32\">families of other passengers\u003c/a> who died in the crash and a similar one in Indonesia a little more than four months earlier are waiting to learn any day now whether the U.S. Justice Department, all these years later, \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/boeing-justice-department-737-max-82145b25ed988cd8cae0bce3de79ce9d\" data-gtm-enhancement-style=\"LinkEnhancementA\">will prosecute Boeing\u003c/a>\u003c/span> in connection with \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/africa-canada-business-ethiopia-d8759281778e21537ae302633c9531a4\" data-gtm-enhancement-style=\"LinkEnhancementA\">the two disasters\u003c/a>\u003c/span>, which killed 346 people.\u003c/p>\n\u003cp>Ike Riffel fears that instead of putting Boeing on trial, the government will offer the company another shot at corporate probation through a legal document called a \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/politics-us-department-of-justice-texas-business-fraud-57db69f33fda9f62785e1fe5d3b2f538\" data-gtm-enhancement-style=\"LinkEnhancementA\">deferred prosecution agreement\u003c/a>\u003c/span>, or DPA. Or that prosecutors will let Boeing plead guilty and avoid a trial.\u003c/p>\n\u003cp>“A DPA hides the truth. A plea agreement would hide the truth,” Riffel says. “It would leave the families with absolutely no idea” of what happened inside Boeing as \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/boeing-max-jet-incident-crashes-f73fb7b9eaff7f6549c88e958f7b8b38\" data-gtm-enhancement-style=\"LinkEnhancementA\">the Max\u003c/a>\u003c/span> was being designed and tested, and after the first crash in 2018 pointed to problems with new flight-control software.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The families want to know the truth. Who was responsible? Who did what?” the father says. “Why did they have to die?”\u003c/p>\n\u003cp>Ike is a retired forestry consultant, and Susan a retired religious educator. They live in Redding, California, where they raised their sons.\u003c/p>\n\u003cp>Mel was 29 and preparing to become a father himself when Ethiopian Airlines Flight 302 \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/7a1b300ff96f435bbb029da62079b2f4\" data-gtm-enhancement-style=\"LinkEnhancementA\">went down\u003c/a>\u003c/span> six minutes after takeoff. He played sports in school and worked as a technician for the California Department of Transportation in Redding. Bennett, 26, loved performing arts while growing up. He worked in IT support in Chico, California, and clients still send cards to his parents.\u003c/p>\n\u003cp>“They were our only two sons. They were very adventurous, very independent, loved to travel,” Riffel says.\u003c/p>\n\u003cp>In early 2019, Mel and his wife, Brittney, took a “babymoon” to Australia. Brittney flew home while Mel met his brother in Taiwan to start what they called their world tour. He and Bennett were headed toward their last stop, South Africa, where Mel planned to do some surfing, when they boarded the Ethiopian Airlines flight in Addis Ababa.\u003c/p>\n\u003cp>Back in California, Susan Riffel answered the phone when it rang on that Sunday morning. On the other end, someone from the airline told them their sons had been on a plane that had crashed. \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“When you first hear it, you don’t believe it,” Ike Riffel says. “You still don’t believe after you see that there was a crash. ‘Oh, maybe they didn’t get on.’ You think of all these scenarios.”\u003c/p>\n\u003cp>The next shock came in January 2021: \u003ca href=\"https://apnews.com/article/boeing-violated-settlement-max-crashes-25cde72e154f60adae54177ce35c9176\">The Justice Department\u003c/a> charged Boeing with fraud for misleading regulators who approved the Max, but at the same time, prosecutors approved \u003ca href=\"https://apnews.com/article/business-indonesia-61b2ccb06d4eebb2d4091c6d90147f72\">an agreement\u003c/a> that meant the single felony charge could be dropped in three years.\u003c/p>\n\u003cp>“I heard it on the news. It just kind of blew me away. I thought, what the hell?” Riffel says. “I felt pretty powerless. I didn’t know what a deferred prosecution agreement was.”\u003c/p>\n\u003cp>He and his wife believe they were deceived by the Justice Department, which until then had denied there was a criminal investigation going on. Boeing has never contacted the family, according to Riffel. He assumes that’s based on advice from the company’s lawyers.\u003c/p>\n\u003cp>“I have no trust in (Boeing) to do the right thing, and I really lost my confidence in the Department of Justice,” he says. “Their motto is to protect the American people, not to protect Boeing, and it seems to me they have spent the whole time defending Boeing.”\u003c/p>\n\u003cp>The Justice Department reopened the possibility of prosecuting Boeing last month, when it said the company had breached the 2021 agreement. The DOJ did not publicly specify the alleged violations.\u003c/p>\n\u003cp>Boeing has said it lived up to the terms of the deal, which required it to pay $2.5 billion, most of it to the company’s airline customers, and to maintain a program to detect and prevent violations of U.S. anti-fraud laws, among other conditions.\u003c/p>\n\u003cp>The pending decision in Washington matters to family members around the world.\u003c/p>\n\u003cp>The 157 passengers and crew members who died in the Ethiopian crash came from \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/general-news-d3dc3b7722bf4b72a97849c0375d3777\" data-gtm-enhancement-style=\"LinkEnhancementA\">35 countries\u003c/a>\u003c/span>, with the largest numbers from Kenya and Canada. Nearly two dozen passengers were flying to attend a United Nations environmental conference in Nairobi.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The March 10, 2019, crash came just months after another Boeing 737 Max 8, operated by \u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/43/2019/03/boeing-under-increase-scrutiny-airplane-cropped-1020x574.jpg\">Indonesia’s Lion Air\u003c/a>, crashed into \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/1e2ee9dec58149e789c700a6b37d6aa2\" data-gtm-enhancement-style=\"LinkEnhancementA\">the Java Sea\u003c/a>\u003c/span>, killing all 189 people on board. The vast majority of passengers on the Oct. 29, 2018, flight were Indonesians.\u003c/p>\n\u003cp>In both crashes, software known by the acronym MCAS \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/virus-outbreak-ethiopia-business-africa-software-ed2d68b7f5fcfecb7b25e35d707d0614\" data-gtm-enhancement-style=\"LinkEnhancementA\">pitched the nose\u003c/a>\u003c/span> of the plane down repeatedly based on faulty readings from a single sensor.\u003c/p>\n\u003cp>Relatives of people on both flights \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/boeing-max-crash-passengers-fear-pain-trial-fe75ff7e155f1e6ff4881c830aa7337a\" data-gtm-enhancement-style=\"LinkEnhancementA\">sued Boeing\u003c/a>\u003c/span> in U.S. federal court in Chicago. Boeing has settled the vast majority of those cases after requiring the families not to disclose how much they were paid.\u003c/p>\n\u003cp>The Riffels have found strength and purpose in meeting with families of some of the other passengers from Flight 302. Together, they have pressed the Justice Department, the \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/hub/federal-aviation-administration\" data-gtm-enhancement-style=\"LinkEnhancementA\">Federal Aviation Administration\u003c/a>\u003c/span> and Congress to make sure that aircraft are as safe as possible.\u003c/p>\n\u003cp>Many of them want the government to prosecute high-ranking Boeing officials, including \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/a1bca4555d49900036dc94c6bd46722d\" data-gtm-enhancement-style=\"LinkEnhancementA\">former CEO\u003c/a>\u003c/span> Dennis Muilenburg and current chief executive \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/boeing-ceo-calhoun-safety-senate-investigations-de6a273e5ad69764f4e666cc4afda2c1\" data-gtm-enhancement-style=\"LinkEnhancementA\">David Calhoun\u003c/a>\u003c/span>, who was on the company’s board when the crashes occurred. They have asked the Justice Department to fine Boeing more than $24 billion for what one of their lawyers, Paul Cassell, called “the deadliest corporate crime in U.S. history.”\u003c/p>\n\u003cp>The group of relatives includes Javier de Luis, \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/boeing-whistleblowers-safety-senate-hearings-f8354ddddc6372e3337cd74b9ea264e3\" data-gtm-enhancement-style=\"LinkEnhancementA\">an aerospace engineer\u003c/a>\u003c/span> whose sister, Graziella, was on the Ethiopian flight. And Michael Stumo and Nadia Milleron, who lost their daughter, Samya. Canadians \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/travel-general-news-a34bf4b82f364c749eb7ade9a5114424\" data-gtm-enhancement-style=\"LinkEnhancementA\">Paul Njoroge\u003c/a>\u003c/span> and Chris and Clariss Moore have made several trips to Washington to implore government officials to move against Boeing and demand safer planes. Njoroge’s \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/transportation-b5ea783d264186697388c599176cb9bd\" data-gtm-enhancement-style=\"LinkEnhancementA\">wife, three children and mother-in-law\u003c/a>\u003c/span> were all on the plane, as was the Moores’ daughter, Danielle.\u003c/p>\n\u003cp>At first, the disparate group of family members connected by emails just to check in on each other. Before long, and especially after meeting face to face, they grew more determined to do more than grieve together; they wanted to make a difference.\u003c/p>\n\u003cp>“We want to find some meaning in what happened to our loved ones,” Ike Riffel says. “If we can make aviation safer so this doesn’t happen again, then we have had some victories out of this.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>For the second time in less than 72 hours, \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> suffered a service meltdown on Wednesday morning due to problems along its tracks near downtown Oakland.\u003c/p>\n\u003cp>A rail maintenance vehicle derailed near Oakland’s 19th Street station around 3:30 a.m., about an hour and a half before the day’s first trains were scheduled to run through the area, the agency said.\u003c/p>\n\u003cp>The lengthy process of getting the maintenance vehicle back on the rails prompted BART to cancel service on its Red Line between Richmond, San Francisco International Airport and Millbrae.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Other service impacts included:\u003c/p>\n\u003cul>\n\u003cli>Passengers from the six East Bay stations the Red Line serves exclusively — Richmond, El Cerrito del Norte, El Cerrito Plaza, North Berkeley, Downtown Berkeley and Ashby — were advised to get on Orange Line/Berryessa trains and transfer to Yellow Line trains for the trip across the bay.\u003c/li>\n\u003cli>Riders needing to get to Millbrae, where they can make a direct connection to Caltrain, were told to transfer to a shuttle at SFO.\u003c/li>\n\u003cli>Trains on the southbound Orange Line running to Berryessa\u003cbr>\nstation in northeast San José were forced to detour from 12th Street in downtown Oakland to West Oakland before then turning around to continue to Lake Merritt.\u003c/li>\n\u003c/ul>\n\u003cp>BART offered no estimate of when normal service would resume.\u003c/p>\n\u003cp>Wednesday’s problems follow a major disruption on Sunday afternoon that started around 2:30 p.m. when a train suffered an equipment problem and stopped between Lake Merritt and West Oakland.\u003c/p>\n\u003cp>“The train wouldn’t move, so we coupled it with another train and towed it out of the way,” Alicia Trost, BART’s chief communications officer, said in an email.\u003c/p>\n\u003cp>But the delays weren’t over. Shortly afterward, Trost said, a rail defect was found at an interlocking — a switch point where trains can cross over from one set of tracks to another — outside West Oakland station.\u003c/p>\n\u003cp>Crews repaired that problem. Then, yet another train suffered an equipment issue, this time while traveling through the Transbay Tube.\u003c/p>\n\u003cp>Via social media, BART reported major delays for more than four hours into early Sunday evening and was forced to halt direct trains between Berryessa and San Francisco and limit service between Dublin/Pleasanton and the city.\u003c/p>\n\u003cp>https://twitter.com/SFBARTalert/status/1805045211275673729\u003c/p>\n\u003cp>The latest disruptions come at an especially sensitive time for BART, which is joining with other transit operators in a campaign to craft a 2026 tax measure that would help the agencies head off a fiscal catastrophe resulting from fare revenue lost in the wake of the COVID-19 pandemic.\u003c/p>\n\u003cp>Facing annual deficits of more than $350 million a year starting in July 2026, BART has said it would consider cutting some lines, reducing service hours and closing some stations if it doesn’t identify new sources of revenue.\u003c/p>\n\u003cp>In an email last week to a new Metropolitan Transportation Commission committee charged with crafting the tax proposal, BART General Manager Bob Powers highlighted the ambitious program of service improvements the agency has undertaken in response to long-standing rider complaints about service reliability, crime, cleanliness, fare evasion and the growing presence of people on the system suffering various modes of crisis.\u003c/p>\n\u003cp>Those improvements are partly driven by demands from state lawmakers, who agreed to approve emergency operating funds for BART and other agencies on the condition they address concerns about their service.\u003c/p>\n\u003cp>BART’s efforts have included increasing police presence, hiring crisis intervention specialists, rolling out new fare gates, a focused effort to keep trains and stations clean, a customer-friendly night and weekend schedule and operating all of its service with its new generation of train cars. The agency has even hired attendants at its busiest stations to ensure clean restrooms are available for customers.\u003c/p>\n\u003cp>But those efforts don’t appear to be luring customers back to the system, largely because of the continuing pandemic-driven shift in work habits. BART ridership has returned to just 43% of its 2019 level, and that growth has slowed dramatically in the past year.\u003c/p>\n\u003cp>In a Monday afternoon meeting of transportation agency executives, Powers warned that without a workable tax measure, BART would be forced to consider service reductions that would be felt throughout the region.\u003c/p>\n\u003cp>“I’m well on the way to do a Plan B and a Plan C,” Powers said. “… Nobody’s going to like my Plan B. … It’s going to impact every single person around this table one way or the other. And my Plan C is going to be catastrophic for many people around this table.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>For the second time in less than 72 hours, \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> suffered a service meltdown on Wednesday morning due to problems along its tracks near downtown Oakland.\u003c/p>\n\u003cp>A rail maintenance vehicle derailed near Oakland’s 19th Street station around 3:30 a.m., about an hour and a half before the day’s first trains were scheduled to run through the area, the agency said.\u003c/p>\n\u003cp>The lengthy process of getting the maintenance vehicle back on the rails prompted BART to cancel service on its Red Line between Richmond, San Francisco International Airport and Millbrae.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Other service impacts included:\u003c/p>\n\u003cul>\n\u003cli>Passengers from the six East Bay stations the Red Line serves exclusively — Richmond, El Cerrito del Norte, El Cerrito Plaza, North Berkeley, Downtown Berkeley and Ashby — were advised to get on Orange Line/Berryessa trains and transfer to Yellow Line trains for the trip across the bay.\u003c/li>\n\u003cli>Riders needing to get to Millbrae, where they can make a direct connection to Caltrain, were told to transfer to a shuttle at SFO.\u003c/li>\n\u003cli>Trains on the southbound Orange Line running to Berryessa\u003cbr>\nstation in northeast San José were forced to detour from 12th Street in downtown Oakland to West Oakland before then turning around to continue to Lake Merritt.\u003c/li>\n\u003c/ul>\n\u003cp>BART offered no estimate of when normal service would resume.\u003c/p>\n\u003cp>Wednesday’s problems follow a major disruption on Sunday afternoon that started around 2:30 p.m. when a train suffered an equipment problem and stopped between Lake Merritt and West Oakland.\u003c/p>\n\u003cp>“The train wouldn’t move, so we coupled it with another train and towed it out of the way,” Alicia Trost, BART’s chief communications officer, said in an email.\u003c/p>\n\u003cp>But the delays weren’t over. Shortly afterward, Trost said, a rail defect was found at an interlocking — a switch point where trains can cross over from one set of tracks to another — outside West Oakland station.\u003c/p>\n\u003cp>Crews repaired that problem. Then, yet another train suffered an equipment issue, this time while traveling through the Transbay Tube.\u003c/p>\n\u003cp>Via social media, BART reported major delays for more than four hours into early Sunday evening and was forced to halt direct trains between Berryessa and San Francisco and limit service between Dublin/Pleasanton and the city.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The latest disruptions come at an especially sensitive time for BART, which is joining with other transit operators in a campaign to craft a 2026 tax measure that would help the agencies head off a fiscal catastrophe resulting from fare revenue lost in the wake of the COVID-19 pandemic.\u003c/p>\n\u003cp>Facing annual deficits of more than $350 million a year starting in July 2026, BART has said it would consider cutting some lines, reducing service hours and closing some stations if it doesn’t identify new sources of revenue.\u003c/p>\n\u003cp>In an email last week to a new Metropolitan Transportation Commission committee charged with crafting the tax proposal, BART General Manager Bob Powers highlighted the ambitious program of service improvements the agency has undertaken in response to long-standing rider complaints about service reliability, crime, cleanliness, fare evasion and the growing presence of people on the system suffering various modes of crisis.\u003c/p>\n\u003cp>Those improvements are partly driven by demands from state lawmakers, who agreed to approve emergency operating funds for BART and other agencies on the condition they address concerns about their service.\u003c/p>\n\u003cp>BART’s efforts have included increasing police presence, hiring crisis intervention specialists, rolling out new fare gates, a focused effort to keep trains and stations clean, a customer-friendly night and weekend schedule and operating all of its service with its new generation of train cars. The agency has even hired attendants at its busiest stations to ensure clean restrooms are available for customers.\u003c/p>\n\u003cp>But those efforts don’t appear to be luring customers back to the system, largely because of the continuing pandemic-driven shift in work habits. BART ridership has returned to just 43% of its 2019 level, and that growth has slowed dramatically in the past year.\u003c/p>\n\u003cp>In a Monday afternoon meeting of transportation agency executives, Powers warned that without a workable tax measure, BART would be forced to consider service reductions that would be felt throughout the region.\u003c/p>\n\u003cp>“I’m well on the way to do a Plan B and a Plan C,” Powers said. “… Nobody’s going to like my Plan B. … It’s going to impact every single person around this table one way or the other. And my Plan C is going to be catastrophic for many people around this table.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Santa Clara County’s public transit agency needs to make a series of improvements to strengthen its project management and financial oversight, according to a new state audit.\u003c/p>\n\u003cp>The Santa Clara Valley Transportation Authority, or VTA, also needs to more frequently report key metrics to its board of directors, and lay out a new strategic plan based on specific performance goals, Grant Parks, the state auditor, said in his report.\u003c/p>\n\u003cp>\u003ca href=\"https://www.auditor.ca.gov/reports/2023-101-santa-clara-valley-transportation-authority/\">The 84-page report\u003c/a> was released Tuesday, a little more than a year after Assemblymember Marc Berman (D-Menlo Park) asked the state to look into the VTA.\u003c/p>\n\u003cp>When requesting the audit, Berman noted the agency has been the subject of three critical civil grand jury reports since 2004 and was previously audited by the state in 2008. The most recent report found that the agency had made but not sustained many of the changes recommended in the 2008 audit.\u003c/p>\n\u003cp>“I think the auditor’s report provides a really helpful roadmap for VTA to improve their operations, improve their financial management and to improve their governance,” Berman said. “I was encouraged to see the VTA board agreed with the vast majority of the recommendations from the state auditor.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>However, VTA officials did not agree with two key recommendations in the report. One suggests requiring local government officials to publicly explain the reasoning behind the board members they’ve chosen to represent their region and why they think those appointees are qualified. Currently, some groups of cities appoint their representatives in private meetings.\u003c/p>\n\u003cp>VTA countered that a more expedient solution would be to require each appointee to fill out a questionnaire attesting to their experience before they are sworn in, an option the auditor dismissed on the grounds that it would not appropriately hold officials accountable for their appointment decisions.\u003c/p>\n\u003cp>The auditor also suggested lawmakers increase VTA board-member term lengths from two to four years to boost experience and strengthen stability. The report noted that “VTA’s directors continue to average shorter tenures compared to their peers.”\u003c/p>\n\u003cp>VTA has countered that its current two-year terms work well because they offer more flexibility to the cities that select appointees to the board. The agency also said it would continue encouraging those cities to reappoint members for consecutive terms whenever feasible.\u003c/p>\n\u003cp>Berman said he was “surprised and disappointed” that VTA is resisting those changes.\u003c/p>\n\u003cp>“To be honest, I found their arguments against those two recommendations to be laughably weak,” he said. “It makes no sense from a good governance standpoint, either in how you appoint the board members or for how long you appoint the board members.[aside label=\"More public transit coverage\" tag=\"public-transit\"]In a statement, Santa Clara County Supervisor Cindy Chavez, chair of the VTA board, didn’t directly address those points of disagreement but said she thought the report was thorough, fair and thoughtful.\u003c/p>\n\u003cp>“VTA has a strong commitment to continuous improvement and takes every independent evaluation very seriously,” she said.\u003c/p>\n\u003cp>The most recent audit comes four years after a county grand jury investigation found the agency operated one of the “most expensive and least efficient” transit systems in the country and accused it of making many service decisions for political reasons rather than those in the best interest of quality transportation.\u003c/p>\n\u003cp>“Operating costs increase continuously, and taxpayers subsidize 90% of these costs, to the tune of about $5.50 per rider for each bus trip and $10.75 per rider for each light rail trip,” the 2019 grand jury report said.\u003c/p>\n\u003cp>The most recent audit noted that VTA should — but does not — conduct cost-benefit analyses of its projects, nor does it consistently estimate the costs of project operations and maintenance. It also does not regularly inform its board about cost increases or schedule changes, it said.\u003c/p>\n\u003cp>And though the report said that VTA has generally followed best practices when selecting which capital improvement projects to pursue, it found that the agency neglected to do a cost-benefit analysis before pursuing the Eastridge to BART Regional Connector, a project that broke ground earlier this month to extend light rail service about 2.4 miles.\u003c/p>\n\u003cp>“As a result, it is not clear whether one of these projects — an extension of VTA’s light rail system — is the best use of the $653 million cost VTA plans to incur,” the report said, recommending that the agency set a monetary threshold to determine when cost-benefit analyses are worthwhile.\u003c/p>\n\u003cp>The audit recommended that VTA officials report detailed information to the board with greater frequency, including changes in project costs and scheduling, and key performance metrics.\u003c/p>\n\u003cp>The report also found that VTA’s total operating costs per passenger trip and per service hour were higher than any of the five other comparable transit agencies the auditor looked at — including those in Los Angeles, Orange County and Sacramento.\u003c/p>\n\u003cp>“These high operating cost metrics indicate that VTA is not operating as efficiently as its peers, which warrants VTA’s further review to assess the causes,” the auditor said. “However, because VTA staff do not regularly report these types of data to the board, the board has a limited ability to monitor VTA’s performance and direct VTA staff to identify and address causes.”\u003c/p>\n\u003cp>Greg Richardson, VTA’s chief financial officer, said the agency has been working to improve its reporting to the board while also ensuring information is easily digestible and concise.\u003c/p>\n\u003cp>“It just hasn’t been happening on a routine basis and we’ve recognized that, and it’s work that we’re putting in place right now to begin doing,” Richardson told KQED. “I think we’ve done a pretty good job of keeping the board informed on a quarterly basis of what I would call the basic financial performance, but what we really haven’t dived into is metric-type information.”\u003c/p>\n\u003cp>The most recent audit also noted that while VTA is in a “relatively good financial condition,” about 60% of its revenue has come from four sales tax measures, three of which will sunset within the next three decades.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“VTA should begin planning to identify and generate its replacement revenue sources now,” the auditor said, noting that replacement tax measures take a long time to draft and get on the ballot.\u003c/p>\n\n",
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"excerpt": "The report also said the South Bay transit agency needs to better inform its board of directors about key metrics and draft a new strategic plan based on specific performance goals.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Santa Clara County’s public transit agency needs to make a series of improvements to strengthen its project management and financial oversight, according to a new state audit.\u003c/p>\n\u003cp>The Santa Clara Valley Transportation Authority, or VTA, also needs to more frequently report key metrics to its board of directors, and lay out a new strategic plan based on specific performance goals, Grant Parks, the state auditor, said in his report.\u003c/p>\n\u003cp>\u003ca href=\"https://www.auditor.ca.gov/reports/2023-101-santa-clara-valley-transportation-authority/\">The 84-page report\u003c/a> was released Tuesday, a little more than a year after Assemblymember Marc Berman (D-Menlo Park) asked the state to look into the VTA.\u003c/p>\n\u003cp>When requesting the audit, Berman noted the agency has been the subject of three critical civil grand jury reports since 2004 and was previously audited by the state in 2008. The most recent report found that the agency had made but not sustained many of the changes recommended in the 2008 audit.\u003c/p>\n\u003cp>“I think the auditor’s report provides a really helpful roadmap for VTA to improve their operations, improve their financial management and to improve their governance,” Berman said. “I was encouraged to see the VTA board agreed with the vast majority of the recommendations from the state auditor.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>However, VTA officials did not agree with two key recommendations in the report. One suggests requiring local government officials to publicly explain the reasoning behind the board members they’ve chosen to represent their region and why they think those appointees are qualified. Currently, some groups of cities appoint their representatives in private meetings.\u003c/p>\n\u003cp>VTA countered that a more expedient solution would be to require each appointee to fill out a questionnaire attesting to their experience before they are sworn in, an option the auditor dismissed on the grounds that it would not appropriately hold officials accountable for their appointment decisions.\u003c/p>\n\u003cp>The auditor also suggested lawmakers increase VTA board-member term lengths from two to four years to boost experience and strengthen stability. The report noted that “VTA’s directors continue to average shorter tenures compared to their peers.”\u003c/p>\n\u003cp>VTA has countered that its current two-year terms work well because they offer more flexibility to the cities that select appointees to the board. The agency also said it would continue encouraging those cities to reappoint members for consecutive terms whenever feasible.\u003c/p>\n\u003cp>Berman said he was “surprised and disappointed” that VTA is resisting those changes.\u003c/p>\n\u003cp>“To be honest, I found their arguments against those two recommendations to be laughably weak,” he said. “It makes no sense from a good governance standpoint, either in how you appoint the board members or for how long you appoint the board members.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>In a statement, Santa Clara County Supervisor Cindy Chavez, chair of the VTA board, didn’t directly address those points of disagreement but said she thought the report was thorough, fair and thoughtful.\u003c/p>\n\u003cp>“VTA has a strong commitment to continuous improvement and takes every independent evaluation very seriously,” she said.\u003c/p>\n\u003cp>The most recent audit comes four years after a county grand jury investigation found the agency operated one of the “most expensive and least efficient” transit systems in the country and accused it of making many service decisions for political reasons rather than those in the best interest of quality transportation.\u003c/p>\n\u003cp>“Operating costs increase continuously, and taxpayers subsidize 90% of these costs, to the tune of about $5.50 per rider for each bus trip and $10.75 per rider for each light rail trip,” the 2019 grand jury report said.\u003c/p>\n\u003cp>The most recent audit noted that VTA should — but does not — conduct cost-benefit analyses of its projects, nor does it consistently estimate the costs of project operations and maintenance. It also does not regularly inform its board about cost increases or schedule changes, it said.\u003c/p>\n\u003cp>And though the report said that VTA has generally followed best practices when selecting which capital improvement projects to pursue, it found that the agency neglected to do a cost-benefit analysis before pursuing the Eastridge to BART Regional Connector, a project that broke ground earlier this month to extend light rail service about 2.4 miles.\u003c/p>\n\u003cp>“As a result, it is not clear whether one of these projects — an extension of VTA’s light rail system — is the best use of the $653 million cost VTA plans to incur,” the report said, recommending that the agency set a monetary threshold to determine when cost-benefit analyses are worthwhile.\u003c/p>\n\u003cp>The audit recommended that VTA officials report detailed information to the board with greater frequency, including changes in project costs and scheduling, and key performance metrics.\u003c/p>\n\u003cp>The report also found that VTA’s total operating costs per passenger trip and per service hour were higher than any of the five other comparable transit agencies the auditor looked at — including those in Los Angeles, Orange County and Sacramento.\u003c/p>\n\u003cp>“These high operating cost metrics indicate that VTA is not operating as efficiently as its peers, which warrants VTA’s further review to assess the causes,” the auditor said. “However, because VTA staff do not regularly report these types of data to the board, the board has a limited ability to monitor VTA’s performance and direct VTA staff to identify and address causes.”\u003c/p>\n\u003cp>Greg Richardson, VTA’s chief financial officer, said the agency has been working to improve its reporting to the board while also ensuring information is easily digestible and concise.\u003c/p>\n\u003cp>“It just hasn’t been happening on a routine basis and we’ve recognized that, and it’s work that we’re putting in place right now to begin doing,” Richardson told KQED. “I think we’ve done a pretty good job of keeping the board informed on a quarterly basis of what I would call the basic financial performance, but what we really haven’t dived into is metric-type information.”\u003c/p>\n\u003cp>The most recent audit also noted that while VTA is in a “relatively good financial condition,” about 60% of its revenue has come from four sales tax measures, three of which will sunset within the next three decades.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“VTA should begin planning to identify and generate its replacement revenue sources now,” the auditor said, noting that replacement tax measures take a long time to draft and get on the ballot.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Oakland Unified will soon become the first major district in the country to host an all-electric fleet of school buses.\u003c/p>\n\u003cp>Some 1,300 special education students in the district, who have the option of riding the buses, can look forward to quieter and cleaner rides starting at the beginning of the next school year, in August. (Unlike some other Bay Area districts, OUSD does not offer busing for most of its students.)\u003c/p>\n\u003cp>In \u003ca href=\"https://www.facebook.com/ousdnews/posts/pfbid0KE5MdV5nv4LbQ993mYiZ7ZttedxMoJXF72n4LgaSx3ocPsneydKqp973nRiyHbwfl\">a Facebook post last month\u003c/a>, the district announced its new partnership with school transportation company Zum (pronounced ZOOM), based in Redwood City, which is providing and managing the 74-bus fleet.\u003c/p>\n\u003cp>\u003ca href=\"https://www.ridezum.com/blog/zum-launches-nations-first-100-electrified-bidirectional-v2g-school-bus-fleet-in-oakland-ca/\">Zum estimates\u003c/a> the buses will prevent about 25,000 tons of greenhouse gases from entering the environment each year — the amount it said that 74 diesel buses would likely produce.\u003c/p>\n\u003cp>The vehicles are all equipped with bidirectional chargers that replenish the buses overnight but can also enable them to serve as power sources when needed. Zum said its AI technology monitors the buses’ energy use and determines the best times to return power back to the grid while calculating the most efficient bus routes based on traffic patterns.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Families will also be able to use an app to track the buses their children are riding on and receive updates about delays, the company said.\u003c/p>\n\u003cp>As part of its initial five-year contract, OUSD will pay Zum $11.2 million a year to run the buses, according to Kimberly Raney, OUSD’s transportation director. About half of the district’s total costs for the service will be covered by federal, state and private grants, she said.\u003c/p>\n\u003cp>“It’s a true partnership of how we do what’s right for the kids,” Raney said. “Oakland is really the perfect place for this. We have a lot of special education kids who need to travel to school using our bus systems.”\u003c/p>\n\u003cp>Diesel exhaust is one of the main air pollutants in California and has been linked to an increased risk of lung cancer and aggravated asthma, among other negative health impacts.\u003c/p>\n\u003cp>A \u003ca href=\"https://scholarworks.sjsu.edu/cgi/viewcontent.cgi?article=1008&context=mcnair#:~:text=Visits%20in%20Oakland,-There%20is%20an&text=For%20West%20Oakland%20children%20aged,rate%20of%20421.9%20per%20100%2C000\">2017 study\u003c/a> found significantly elevated rates of asthma among children in West and East Oakland living near freeways, the port and other high-traffic corridors, with Black and Latino children making up more than 60% of Alameda County’s asthma-related hospitalizations.[aside postID=\"news_11973450,news_11980715,science_1992222\" label=\"Related Stories\"]“OUSD is the first, but there is an eagerness from federal, state, and local partners across the country to electrify their school bus fleets,” Ritu Narayan, Zum’s CEO and co-founder, said in an email. The company, she notes, already has existing contracts with smaller Southern California districts as well as contracts with San Francisco and Los Angeles school districts. “Our goal is to expand the program and have 10,000 electric school buses deployed across the country over the next several years.”\u003c/p>\n\u003cp>PG&E worked with Zum for two years to complete the large East Oakland charging site for the bus fleet, a project that required significant infrastructure upgrades, including the installation of a new transformer and 171 feet of underground infrastructure, according to Paul Doherty, a spokesperson for the utility.\u003c/p>\n\u003cp>Although OUSD is ahead of the curve in its bus electrification efforts, the district’s move marks a transition that most school districts in California will have to start making within the next decade. That’s due to \u003ca href=\"https://www.gov.ca.gov/wp-content/uploads/2023/10/AB-579-Signing-Message.pdf\">a 2023 state law\u003c/a> requiring all new or leased state school buses to be zero-emission beginning in 2035 — with extensions for rural school districts.\u003c/p>\n\u003cp>Gov. Gavin Newsom is pushing for the state to spend $1.8 billion over the next five years to help districts acquire more zero-emission buses and charging equipment.\u003c/p>\n\u003cp>The state Legislature had initially committed $500 million annually toward electric school buses for the next two school years. Newson’s budget plan would add nearly $400 million more to the pot for next year.\u003c/p>\n\u003cfigure id=\"attachment_11987992\" class=\"wp-caption alignnone\" style=\"max-width: 2560px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11987992\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-scaled.jpg\" alt=\"A woman wearing a green shirt and a man wearing a dark shirt stand in between two school buses and a charging station.\" width=\"2560\" height=\"1708\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-2048x1366.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Zum CEO Ritu Narayan (front) and COO Vivek Garg pose with the first of the 74 electric school buses it will be running in Oakland. \u003ccite>(Courtesy of Zum)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>However, that \u003ca href=\"https://edsource.org/2024/newsom-prioritizes-electric-school-buses-over-preschool-for-children-with-disabilities/712445\">proposal has proven controversial\u003c/a> among some education advocates and parents, as the money would come at the expense of the state’s Inclusive Early Education Expansion Program, which helps train preschool teachers to better serve children with disabilities.\u003c/p>\n\u003cp>“As a special education administrator and somebody who’s been in the special education field, I think students with disabilities are more important than electric buses,” Anthony Rebelo, chair of the Coalition for Adequate Funding for Special Education, \u003ca href=\"https://edsource.org/2024/newsom-prioritizes-electric-school-buses-over-preschool-for-children-with-disabilities/712445\">recently told EdSource\u003c/a>.\u003c/p>\n\u003cp>School bus driver Marjorie Urbina has been picking up and dropping off students in San Francisco for decades and has experience driving more than a dozen different types of school buses. She began working in Oakland two years ago and now drives for Zum on a contract basis.\u003c/p>\n\u003cp>Urbina said the Zum buses are much quieter and easier to clean, and the driver’s seat is more comfortable than other buses she’s driven.\u003c/p>\n\u003cp>The new buses also have driver-side tablets that display navigation tools and allow drivers and dispatchers to connect in real-time.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“With the new buses, we asked for certain things, like making the ceiling more soundproof to help diffuse the noise of the kids,” Urbina said, noting that those improvements have made her job a bit easier. “That atmosphere of having a quiet bus keeps the environment inside a little more relaxed.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Oakland Unified will soon become the first major district in the country to host an all-electric fleet of school buses.\u003c/p>\n\u003cp>Some 1,300 special education students in the district, who have the option of riding the buses, can look forward to quieter and cleaner rides starting at the beginning of the next school year, in August. (Unlike some other Bay Area districts, OUSD does not offer busing for most of its students.)\u003c/p>\n\u003cp>In \u003ca href=\"https://www.facebook.com/ousdnews/posts/pfbid0KE5MdV5nv4LbQ993mYiZ7ZttedxMoJXF72n4LgaSx3ocPsneydKqp973nRiyHbwfl\">a Facebook post last month\u003c/a>, the district announced its new partnership with school transportation company Zum (pronounced ZOOM), based in Redwood City, which is providing and managing the 74-bus fleet.\u003c/p>\n\u003cp>\u003ca href=\"https://www.ridezum.com/blog/zum-launches-nations-first-100-electrified-bidirectional-v2g-school-bus-fleet-in-oakland-ca/\">Zum estimates\u003c/a> the buses will prevent about 25,000 tons of greenhouse gases from entering the environment each year — the amount it said that 74 diesel buses would likely produce.\u003c/p>\n\u003cp>The vehicles are all equipped with bidirectional chargers that replenish the buses overnight but can also enable them to serve as power sources when needed. Zum said its AI technology monitors the buses’ energy use and determines the best times to return power back to the grid while calculating the most efficient bus routes based on traffic patterns.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Families will also be able to use an app to track the buses their children are riding on and receive updates about delays, the company said.\u003c/p>\n\u003cp>As part of its initial five-year contract, OUSD will pay Zum $11.2 million a year to run the buses, according to Kimberly Raney, OUSD’s transportation director. About half of the district’s total costs for the service will be covered by federal, state and private grants, she said.\u003c/p>\n\u003cp>“It’s a true partnership of how we do what’s right for the kids,” Raney said. “Oakland is really the perfect place for this. We have a lot of special education kids who need to travel to school using our bus systems.”\u003c/p>\n\u003cp>Diesel exhaust is one of the main air pollutants in California and has been linked to an increased risk of lung cancer and aggravated asthma, among other negative health impacts.\u003c/p>\n\u003cp>A \u003ca href=\"https://scholarworks.sjsu.edu/cgi/viewcontent.cgi?article=1008&context=mcnair#:~:text=Visits%20in%20Oakland,-There%20is%20an&text=For%20West%20Oakland%20children%20aged,rate%20of%20421.9%20per%20100%2C000\">2017 study\u003c/a> found significantly elevated rates of asthma among children in West and East Oakland living near freeways, the port and other high-traffic corridors, with Black and Latino children making up more than 60% of Alameda County’s asthma-related hospitalizations.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“OUSD is the first, but there is an eagerness from federal, state, and local partners across the country to electrify their school bus fleets,” Ritu Narayan, Zum’s CEO and co-founder, said in an email. The company, she notes, already has existing contracts with smaller Southern California districts as well as contracts with San Francisco and Los Angeles school districts. “Our goal is to expand the program and have 10,000 electric school buses deployed across the country over the next several years.”\u003c/p>\n\u003cp>PG&E worked with Zum for two years to complete the large East Oakland charging site for the bus fleet, a project that required significant infrastructure upgrades, including the installation of a new transformer and 171 feet of underground infrastructure, according to Paul Doherty, a spokesperson for the utility.\u003c/p>\n\u003cp>Although OUSD is ahead of the curve in its bus electrification efforts, the district’s move marks a transition that most school districts in California will have to start making within the next decade. That’s due to \u003ca href=\"https://www.gov.ca.gov/wp-content/uploads/2023/10/AB-579-Signing-Message.pdf\">a 2023 state law\u003c/a> requiring all new or leased state school buses to be zero-emission beginning in 2035 — with extensions for rural school districts.\u003c/p>\n\u003cp>Gov. Gavin Newsom is pushing for the state to spend $1.8 billion over the next five years to help districts acquire more zero-emission buses and charging equipment.\u003c/p>\n\u003cp>The state Legislature had initially committed $500 million annually toward electric school buses for the next two school years. Newson’s budget plan would add nearly $400 million more to the pot for next year.\u003c/p>\n\u003cfigure id=\"attachment_11987992\" class=\"wp-caption alignnone\" style=\"max-width: 2560px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11987992\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-scaled.jpg\" alt=\"A woman wearing a green shirt and a man wearing a dark shirt stand in between two school buses and a charging station.\" width=\"2560\" height=\"1708\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-2048x1366.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Zum CEO Ritu Narayan (front) and COO Vivek Garg pose with the first of the 74 electric school buses it will be running in Oakland. \u003ccite>(Courtesy of Zum)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>However, that \u003ca href=\"https://edsource.org/2024/newsom-prioritizes-electric-school-buses-over-preschool-for-children-with-disabilities/712445\">proposal has proven controversial\u003c/a> among some education advocates and parents, as the money would come at the expense of the state’s Inclusive Early Education Expansion Program, which helps train preschool teachers to better serve children with disabilities.\u003c/p>\n\u003cp>“As a special education administrator and somebody who’s been in the special education field, I think students with disabilities are more important than electric buses,” Anthony Rebelo, chair of the Coalition for Adequate Funding for Special Education, \u003ca href=\"https://edsource.org/2024/newsom-prioritizes-electric-school-buses-over-preschool-for-children-with-disabilities/712445\">recently told EdSource\u003c/a>.\u003c/p>\n\u003cp>School bus driver Marjorie Urbina has been picking up and dropping off students in San Francisco for decades and has experience driving more than a dozen different types of school buses. She began working in Oakland two years ago and now drives for Zum on a contract basis.\u003c/p>\n\u003cp>Urbina said the Zum buses are much quieter and easier to clean, and the driver’s seat is more comfortable than other buses she’s driven.\u003c/p>\n\u003cp>The new buses also have driver-side tablets that display navigation tools and allow drivers and dispatchers to connect in real-time.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“With the new buses, we asked for certain things, like making the ceiling more soundproof to help diffuse the noise of the kids,” Urbina said, noting that those improvements have made her job a bit easier. “That atmosphere of having a quiet bus keeps the environment inside a little more relaxed.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The last few weeks have seen astonishing changes at West Oakland’s Raimondi Park.\u003c/p>\n\u003cp>The Oakland Ballers have turned the park’s historic baseball field, which city officials described just two months ago as “unplayable” due to years of neglect, into an instant stadium that will welcome a sellout crowd of 4,000 for the \u003ca href=\"https://www.pioneerleague.com/landing/index\" rel=\"noopener\" target=\"_blank\">Pioneer League\u003c/a> team’s first home game.\u003c/p>\n\u003cp>Among the facilities the team says will be ready for those fans are three parking lots adjacent to the field.\u003c/p>\n\u003cp>“There’s about a thousand parking spaces in total,” says Paul Freedman, co-founder of the Oakland Ballers.\u003c/p>\n\u003cfigure id=\"attachment_11988460\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-54-BL_qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11988460\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-54-BL_qut.jpg\" alt=\"A smiling man wearing a black hoodie, holding a green helmet with a baseball diamond behind him, along with a green warehouse in the distance painted with a white 'B's'\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-54-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-54-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-54-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-54-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-54-BL_qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Oakland Ballers co-founder Paul Freedman talks with members of the Oakland Department of Transportation after a bicycle ride from City Hall to Raimondi Field, the new home of the Oakland Ballers baseball team, in West Oakland on May 28. The purpose of the ride was to observe and discuss improvements made to infrastructure in the area ahead of the Ballers Opening Day. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But while the team is providing parking at prices ranging from $8 to $20, Freedman says he hopes many fans leave their cars at home and find other ways to the ballpark. This season, the team says its goal is to have 25% of fans get to the ballpark without driving.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Freedman says the team’s transit goals are both climate-conscious and practical.\u003c/p>\n\u003cp>“We’ve been told by people who do parking and transportation management for the city that if we didn’t do anything, as many as 80 to 90% of people would drive,” Freedman says.[aside postID=\"news_11986294,arts_13956931,news_11968536\" label=\"Related Stories\"]\u003c/p>\n\u003cp>Preventing traffic jams has been an important part of planning for the ballpark. Freedman says he’s met with neighborhood groups about that.\u003c/p>\n\u003cp>“We heard tremendous excitement about the idea of activating this park with baseball, and then, concerns about parking, transportation and traffic,” Freedman says. “And the best way to solve those problems is to encourage people to use other methods.”\u003c/p>\n\u003cp>On game days, the Ballers are running a \u003ca href=\"https://www.oaklandballers.com/information/transportation-and-parking\">free shuttle\u003c/a> to Raimondi Park from West Oakland BART. They’re providing a free bike and scooter valet for those who want to roll to the stadium and encouraging people to use AC Transit.\u003c/p>\n\u003cp>For its part, the city of Oakland has repaved pothole-ridden streets, repaired sidewalks, removed derelict train tracks, and added high-visibility crosswalks in the immediate vicinity of the ballpark.\u003c/p>\n\u003cfigure id=\"attachment_11988459\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-47-BL_qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11988459\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-47-BL_qut.jpg\" alt=\"A group of smiling people riding bicycles along a tree-lined street approaches the camera\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-47-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-47-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-47-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-47-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-47-BL_qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Members of the Oakland Department of Transportation lead a bicycle ride from City Hall to Raimondi Field, the new home of the Oakland Ballers baseball team, in Oakland on May 28. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Oakland resident Tripper Ortman told KQED he plans to organize a “\u003ca href=\"https://www.instagram.com/ballersbiketotheballpark/\">Bike to the Ballpark\u003c/a>” group bicycle ride from Rockridge BART on weekend game days. He’s had success with this sort of thing before, as an organizer of “\u003ca href=\"https://www.instagram.com/rootsmarchtothematch/\">March to the Match\u003c/a>”, a 3.8-mile walk from Rockridge to Laney College to see Oakland Roots games.\u003c/p>\n\u003cp>“I think there’s a lot of bad press around biking in Oakland,” Ortman says. “I don’t know that I feel totally safe at night riding around, but in a big caravan during the day on the weekends, it feels like something safe you can do. And it’s fun.”\u003c/p>\n\u003cp>For Brian Culbertson, a member of the traffic safety advocacy group Traffic Violence Rapid Response who lives near Raimondi Park, people’s decisions on walking or biking to the game will be based on safety.\u003c/p>\n\u003cp>“Oakland has a traffic violence crisis where a lot of people who are walking or biking are being hit by cars,” Culbertson says, “It is a difficult decision to say, ‘I’m going to take my family and bike across Oakland and put myself in threat by the cars.’”\u003c/p>\n\u003cp>According to a \u003ca href=\"https://cao-94612.s3.us-west-2.amazonaws.com/documents/CityofOakland_CrashAnalysis_Infographic_08.29.18.pdf\">citywide crash analysis \u003c/a>from the city, people who walk, bike or take public transit make up fewer than 30% of commute trips in the city but experience nearly 50% of severe and fatal injuries.\u003c/p>\n\u003cp>Culbertson points to “multilane arterial streets,” of which there are more than one in the area around Raimondi, as the main problem areas.\u003c/p>\n\u003cfigure id=\"attachment_11988461\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-59-BL_qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11988461\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-59-BL_qut.jpg\" alt=\"A group of people stand at a railing with the green grass of a baseball diamond behind them\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-59-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-59-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-59-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-59-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-59-BL_qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Members of the Oakland Department of Transportation look at Raimondi Field, the new home of the Oakland Ballers baseball team, in West Oakland on May 28, after a bicycle ride from City Hall to observe and discuss improvements made to infrastructure in the area ahead of the Ballers Opening Day. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“If you have a lot of people on game day driving here, then you have a lot more people with cars interacting with people walking and biking,” Culbertson says. “So then a street like 18th, which is only really safe because hardly anyone uses it, will suddenly become a place for people to speed down and will become more dangerous.”\u003c/p>\n\u003cp>Culbertson says Oakland needs to install traffic-calming infrastructure, such as speed bumps, roundabouts, and concrete curbs, to slow drivers down not just in West Oakland but throughout the city.\u003c/p>\n\u003cp>“It’s not just up to the Ballers. It’s also up to the city of Oakland to plan that network of safe ways to get around Oakland to get here,” Culbertson says.\u003c/p>\n\u003cp>Traffic safety advocates hope improvements made to nearby \u003ca href=\"https://www.oaklandca.gov/projects/8th-st-project\">8th Street\u003c/a>, where a soon-to-be-completed project has installed a number of traffic calming elements on a 1.1-mile stretch between Market and Pine streets, can become a template for future street redesigns in the city.\u003c/p>\n\u003cp>A few blocks away from Raimondi is Kilovolt Coffee. Andrea Mallea is the manager, and she takes the bus to work. Her advice for Ballers fans who want to take AC Transit to a game?\u003c/p>\n\u003cfigure id=\"attachment_11988457\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-28-BL_qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11988457\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-28-BL_qut.jpg\" alt=\"A group of people ride bicycles around a roundabout in a residential neighborhood\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-28-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-28-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-28-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-28-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-28-BL_qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Members of the Oakland Department of Transportation lead a bicycle ride from City Hall to Raimondi Field, the new home of the Oakland Ballers baseball team, in Oakland on May 28. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I’d say plan your time wisely because sometimes things get kind of dicey as far as buses even arriving on schedule,” Mallea says.\u003c/p>\n\u003cp>Four AC Transit routes, running every 15 to 30 minutes, depending on the day, will get you within walking distance of the ballpark.\u003c/p>\n\u003cp>“I really think that there just needs to be an increase in routes and service if people are going to find that option to even be viable or appealing,” Mallea says.\u003c/p>\n\u003cp>For now, it remains to be seen just how Ballers fans decide to get to the ballpark and how the neighborhood accommodates the new crowds.\u003c/p>\n\u003cp>The Ballers plan to use parking data to track how many people drive to the opening game.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Ballers’ co-founder Freedman says he’d love it if the new team could get fans excited about coming out to the ballpark during this first season while minimizing traffic impacts to the Raimondi neighborhood. If the Ballers can do that, he says, it would be a home run for the team and the community.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The last few weeks have seen astonishing changes at West Oakland’s Raimondi Park.\u003c/p>\n\u003cp>The Oakland Ballers have turned the park’s historic baseball field, which city officials described just two months ago as “unplayable” due to years of neglect, into an instant stadium that will welcome a sellout crowd of 4,000 for the \u003ca href=\"https://www.pioneerleague.com/landing/index\" rel=\"noopener\" target=\"_blank\">Pioneer League\u003c/a> team’s first home game.\u003c/p>\n\u003cp>Among the facilities the team says will be ready for those fans are three parking lots adjacent to the field.\u003c/p>\n\u003cp>“There’s about a thousand parking spaces in total,” says Paul Freedman, co-founder of the Oakland Ballers.\u003c/p>\n\u003cfigure id=\"attachment_11988460\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-54-BL_qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11988460\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-54-BL_qut.jpg\" alt=\"A smiling man wearing a black hoodie, holding a green helmet with a baseball diamond behind him, along with a green warehouse in the distance painted with a white 'B's'\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-54-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-54-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-54-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-54-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-54-BL_qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Oakland Ballers co-founder Paul Freedman talks with members of the Oakland Department of Transportation after a bicycle ride from City Hall to Raimondi Field, the new home of the Oakland Ballers baseball team, in West Oakland on May 28. The purpose of the ride was to observe and discuss improvements made to infrastructure in the area ahead of the Ballers Opening Day. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But while the team is providing parking at prices ranging from $8 to $20, Freedman says he hopes many fans leave their cars at home and find other ways to the ballpark. This season, the team says its goal is to have 25% of fans get to the ballpark without driving.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Freedman says the team’s transit goals are both climate-conscious and practical.\u003c/p>\n\u003cp>“We’ve been told by people who do parking and transportation management for the city that if we didn’t do anything, as many as 80 to 90% of people would drive,” Freedman says.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Preventing traffic jams has been an important part of planning for the ballpark. Freedman says he’s met with neighborhood groups about that.\u003c/p>\n\u003cp>“We heard tremendous excitement about the idea of activating this park with baseball, and then, concerns about parking, transportation and traffic,” Freedman says. “And the best way to solve those problems is to encourage people to use other methods.”\u003c/p>\n\u003cp>On game days, the Ballers are running a \u003ca href=\"https://www.oaklandballers.com/information/transportation-and-parking\">free shuttle\u003c/a> to Raimondi Park from West Oakland BART. They’re providing a free bike and scooter valet for those who want to roll to the stadium and encouraging people to use AC Transit.\u003c/p>\n\u003cp>For its part, the city of Oakland has repaved pothole-ridden streets, repaired sidewalks, removed derelict train tracks, and added high-visibility crosswalks in the immediate vicinity of the ballpark.\u003c/p>\n\u003cfigure id=\"attachment_11988459\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-47-BL_qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11988459\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-47-BL_qut.jpg\" alt=\"A group of smiling people riding bicycles along a tree-lined street approaches the camera\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-47-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-47-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-47-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-47-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-47-BL_qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Members of the Oakland Department of Transportation lead a bicycle ride from City Hall to Raimondi Field, the new home of the Oakland Ballers baseball team, in Oakland on May 28. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Oakland resident Tripper Ortman told KQED he plans to organize a “\u003ca href=\"https://www.instagram.com/ballersbiketotheballpark/\">Bike to the Ballpark\u003c/a>” group bicycle ride from Rockridge BART on weekend game days. He’s had success with this sort of thing before, as an organizer of “\u003ca href=\"https://www.instagram.com/rootsmarchtothematch/\">March to the Match\u003c/a>”, a 3.8-mile walk from Rockridge to Laney College to see Oakland Roots games.\u003c/p>\n\u003cp>“I think there’s a lot of bad press around biking in Oakland,” Ortman says. “I don’t know that I feel totally safe at night riding around, but in a big caravan during the day on the weekends, it feels like something safe you can do. And it’s fun.”\u003c/p>\n\u003cp>For Brian Culbertson, a member of the traffic safety advocacy group Traffic Violence Rapid Response who lives near Raimondi Park, people’s decisions on walking or biking to the game will be based on safety.\u003c/p>\n\u003cp>“Oakland has a traffic violence crisis where a lot of people who are walking or biking are being hit by cars,” Culbertson says, “It is a difficult decision to say, ‘I’m going to take my family and bike across Oakland and put myself in threat by the cars.’”\u003c/p>\n\u003cp>According to a \u003ca href=\"https://cao-94612.s3.us-west-2.amazonaws.com/documents/CityofOakland_CrashAnalysis_Infographic_08.29.18.pdf\">citywide crash analysis \u003c/a>from the city, people who walk, bike or take public transit make up fewer than 30% of commute trips in the city but experience nearly 50% of severe and fatal injuries.\u003c/p>\n\u003cp>Culbertson points to “multilane arterial streets,” of which there are more than one in the area around Raimondi, as the main problem areas.\u003c/p>\n\u003cfigure id=\"attachment_11988461\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-59-BL_qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11988461\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-59-BL_qut.jpg\" alt=\"A group of people stand at a railing with the green grass of a baseball diamond behind them\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-59-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-59-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-59-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-59-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-59-BL_qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Members of the Oakland Department of Transportation look at Raimondi Field, the new home of the Oakland Ballers baseball team, in West Oakland on May 28, after a bicycle ride from City Hall to observe and discuss improvements made to infrastructure in the area ahead of the Ballers Opening Day. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“If you have a lot of people on game day driving here, then you have a lot more people with cars interacting with people walking and biking,” Culbertson says. “So then a street like 18th, which is only really safe because hardly anyone uses it, will suddenly become a place for people to speed down and will become more dangerous.”\u003c/p>\n\u003cp>Culbertson says Oakland needs to install traffic-calming infrastructure, such as speed bumps, roundabouts, and concrete curbs, to slow drivers down not just in West Oakland but throughout the city.\u003c/p>\n\u003cp>“It’s not just up to the Ballers. It’s also up to the city of Oakland to plan that network of safe ways to get around Oakland to get here,” Culbertson says.\u003c/p>\n\u003cp>Traffic safety advocates hope improvements made to nearby \u003ca href=\"https://www.oaklandca.gov/projects/8th-st-project\">8th Street\u003c/a>, where a soon-to-be-completed project has installed a number of traffic calming elements on a 1.1-mile stretch between Market and Pine streets, can become a template for future street redesigns in the city.\u003c/p>\n\u003cp>A few blocks away from Raimondi is Kilovolt Coffee. Andrea Mallea is the manager, and she takes the bus to work. Her advice for Ballers fans who want to take AC Transit to a game?\u003c/p>\n\u003cfigure id=\"attachment_11988457\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-28-BL_qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11988457\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-28-BL_qut.jpg\" alt=\"A group of people ride bicycles around a roundabout in a residential neighborhood\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-28-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-28-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-28-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-28-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240528-BallersTranspo-28-BL_qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Members of the Oakland Department of Transportation lead a bicycle ride from City Hall to Raimondi Field, the new home of the Oakland Ballers baseball team, in Oakland on May 28. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I’d say plan your time wisely because sometimes things get kind of dicey as far as buses even arriving on schedule,” Mallea says.\u003c/p>\n\u003cp>Four AC Transit routes, running every 15 to 30 minutes, depending on the day, will get you within walking distance of the ballpark.\u003c/p>\n\u003cp>“I really think that there just needs to be an increase in routes and service if people are going to find that option to even be viable or appealing,” Mallea says.\u003c/p>\n\u003cp>For now, it remains to be seen just how Ballers fans decide to get to the ballpark and how the neighborhood accommodates the new crowds.\u003c/p>\n\u003cp>The Ballers plan to use parking data to track how many people drive to the opening game.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Ballers’ co-founder Freedman says he’d love it if the new team could get fans excited about coming out to the ballpark during this first season while minimizing traffic impacts to the Raimondi neighborhood. If the Ballers can do that, he says, it would be a home run for the team and the community.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "in-this-new-traffic-design-driving-on-the-wrong-side-of-the-road-makes-left-turns-safer-and-faster",
"title": "In This New Traffic Design, Driving on the Wrong Side of the Road Makes Left Turns Safer and Faster",
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"headTitle": "In This New Traffic Design, Driving on the Wrong Side of the Road Makes Left Turns Safer and Faster | KQED",
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"content": "\u003cp>When you first approach this bridge over Interstate 66 in northern Virginia, it may feel like you’re driving on the wrong side of the road.\u003c/p>\n\u003cp>Because, in a way, you are.\u003c/p>\n\u003cp>“There were a lot of people who looked at me like I was a little nuts,” said traffic engineer Gilbert Chlewicki, the inventor of this unconventional interchange. “Like, why are you putting me on the other side of the road?”\u003c/p>\n\u003cp>Chlewicki agreed to meet at this intersection 35 miles west of Washington, D.C., to explain the workings of the \u003ca href=\"https://divergingdiamond.com/history/\">diverging diamond interchange\u003c/a>, as it’s known. He was easy to spot, wearing a neon yellow vest for safety.\u003c/p>\n\u003cp>As you enter the interchange, the right and left sides of the road cross over each other at a stop light. You are, in fact, driving on the left side of the road at this point. From there, left turns become a lot easier because there’s no oncoming traffic in the way. Instead of waiting for a signal, you get a free left turn.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“When we do the cross-over to the left side of the road, that’s when the left turns happen, so the left is very easy,” Chlewicki said.\u003c/p>\n\u003cp>That means diverging diamond interchanges can be both more efficient and safer than conventional intersections with left turn lanes. There are now more than 200 of them across the U.S., in more than 30 states. But at first, it wasn’t easy to convince other traffic engineers.\u003c/p>\n\u003cp>“Anything different is a hard sell,” Chlewicki said. “Safety was the big question.”\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://apps.npr.org/dailygraphics/graphics/traffic-drone-20240519/drone1.html?initialWidth=953&childId=responsive-embed-traffic-drone-20240519-drone1&parentTitle=Road%20planners%20embrace%20an%20unconventional%20intersection%20%3A%20NPR&parentUrl=https%3A%2F%2Fwww.npr.org%2F2024%2F05%2F28%2F1243933142%2Fdiverging-diamond-interchange-chlewicki\" width=\"1000\" height=\"450\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003ch2>Making left turns safer and more efficient\u003c/h2>\n\u003cp>The first state to install a diverging diamond interchange was Missouri, \u003ca href=\"https://www.npr.org/2009/11/24/120403340/diverging-diamond-traffic-flow-way-of-the-future\">way back in 2009\u003c/a>.\u003c/p>\n\u003cp>“Part of the thought was, okay, we put it in there, we see how this works,” said Stacy Reese, a district engineer with the Missouri Department of Transportation. “We were willing to take that risk.”\u003c/p>\n\u003cp>The state put the first diverging diamond at a notoriously traffic-clogged intersection in Springfield, where it could often take as long as 20 minutes to make a left turn.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://apps.npr.org/dailygraphics/graphics/traffic-drone-20240519/drone2.html?initialWidth=953&childId=responsive-embed-traffic-drone-20240519-drone2&parentTitle=Road%20planners%20embrace%20an%20unconventional%20intersection%20%3A%20NPR&parentUrl=https%3A%2F%2Fwww.npr.org%2F2024%2F05%2F28%2F1243933142%2Fdiverging-diamond-interchange-chlewicki\" width=\"1000\" height=\"480\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>When MODOT opened the new intersection, those backups cleared up almost immediately. Reese said. And that wasn’t the only benefit: It was also safer than the traditional intersection it replaced.\u003c/p>\n\u003cp>“We did see the crashes reduced somewhere in that 40% to 50% range, pretty much instantaneously,” she said.\u003c/p>\n\u003cp>Left turns are a big problem everywhere. They have a lot of what traffic engineers call “conflict points” with pedestrians as well as other cars. The diverging diamond design eliminates some of those conflicts, lowering the risk of side impact or T-bone crashes, which tend to be especially deadly.\u003c/p>\n\u003cfigure id=\"attachment_11988100\" class=\"wp-caption alignnone\" style=\"max-width: 1700px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11988100\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0921_custom-20b4f3244e28b74f803b947f430b0c7f10e976ad-copy.jpg\" alt=\"\" width=\"1700\" height=\"1136\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0921_custom-20b4f3244e28b74f803b947f430b0c7f10e976ad-copy.jpg 1700w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0921_custom-20b4f3244e28b74f803b947f430b0c7f10e976ad-copy-800x535.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0921_custom-20b4f3244e28b74f803b947f430b0c7f10e976ad-copy-1020x682.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0921_custom-20b4f3244e28b74f803b947f430b0c7f10e976ad-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0921_custom-20b4f3244e28b74f803b947f430b0c7f10e976ad-copy-1536x1026.jpg 1536w\" sizes=\"(max-width: 1700px) 100vw, 1700px\">\u003cfigcaption class=\"wp-caption-text\">In Haymarket, Virginia, as you enter the interchange, the right and left sides of the road cross over each other at a stop light. You are, in fact, driving on the left side of the road at this point. From there, left turns become a lot easier because there’s no oncoming traffic on the way. Instead of waiting for a signal, you get a free left turn. \u003ccite>(Whitney Shefte for NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Drivers have strong feelings\u003c/h2>\n\u003cp>Still, some drivers say the unconventional interchange makes them nervous.\u003c/p>\n\u003cp>“I hate it,” said Logan Wilcox, who drives a school bus in a community near the double diamond interchange in northern Virginia.\u003c/p>\n\u003cp>“I feel like someone that’s not familiar with it is gonna be coming through, and they’re gonna struggle with it,” Wilcox said. “It makes me really concerned that someone’s gonna hit me at any point with my bus full of children.”\u003c/p>\n\u003cp>But other drivers at a local gas station like the design.\u003c/p>\n\u003cp>“It’s fantastic. Less aggravation, less accidents. Love it,” said Greg Peterson of The Plains, Virginia. “Best money they ever spent doing that.”\u003c/p>\n\u003cp>“For this type of intersection, it works really well because the traffic flows,” agrees Cynthia Dodson of Marshall, Virginia.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://apps.npr.org/dailygraphics/graphics/traffic-drone-20240519/drone3.html?initialWidth=953&childId=responsive-embed-traffic-drone-20240519-drone3&parentTitle=Road%20planners%20embrace%20an%20unconventional%20intersection%20%3A%20NPR&parentUrl=https%3A%2F%2Fwww.npr.org%2F2024%2F05%2F28%2F1243933142%2Fdiverging-diamond-interchange-chlewicki\" width=\"1000\" height=\"400\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003ch2>A lifelong passion for road design\u003c/h2>\n\u003cp>Reactions like those are gratifying for inventor Gilbert Chlewicki. In a sense, he’s been preparing for this career for most of his life.\u003c/p>\n\u003cp>“I was drawing roads as a little kid,” Chlewicki said. “I would draw lanes wide enough from my Hot Wheels, and I would just use a map to kind of guide me on what I wanted to draw.”\u003c/p>\n\u003cp>Chlewicki had the idea for the diverging diamond interchange when he was in graduate school at the University of Maryland. He presented the first major paper on it at a conference in 2003.\u003c/p>\n\u003cfigure id=\"attachment_11988103\" class=\"wp-caption alignnone\" style=\"max-width: 1700px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11988103\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0924_custom-65a68b483a79b28aee769f9b4376b7535be46d13-copy.jpg\" alt=\"\" width=\"1700\" height=\"1126\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0924_custom-65a68b483a79b28aee769f9b4376b7535be46d13-copy.jpg 1700w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0924_custom-65a68b483a79b28aee769f9b4376b7535be46d13-copy-800x530.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0924_custom-65a68b483a79b28aee769f9b4376b7535be46d13-copy-1020x676.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0924_custom-65a68b483a79b28aee769f9b4376b7535be46d13-copy-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0924_custom-65a68b483a79b28aee769f9b4376b7535be46d13-copy-1536x1017.jpg 1536w\" sizes=\"(max-width: 1700px) 100vw, 1700px\">\u003cfigcaption class=\"wp-caption-text\">Virginia put the first diverging diamond at a notoriously traffic-clogged intersection in Springfield, where it could often take as long as 20 minutes to make a left turn. \u003ccite>(Whitney Shefte for NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The idea caught the attention of engineers at the Federal Highway Administration, who began pushing to make it a reality.\u003c/p>\n\u003cp>Twenty years later, Chlewicki’s idea has crossed over into the mainstream. And while two decades may seem like a long time, he doesn’t see it that way.\u003c/p>\n\u003cp>“Honestly, for government and for complex things like interchanges, this went super fast,” he said.\u003c/p>\n\u003cp>The Virginia Department of Transportation now employs Chlewicki. He’s experimenting with some new “mutations” of the diverging diamond, as he puts it, combining them with roundabouts and other innovative traffic designs — still playing with model cars and paper.\u003c/p>\n\u003cp>\u003c/p>\n",
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"title": "In This New Traffic Design, Driving on the Wrong Side of the Road Makes Left Turns Safer and Faster | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>When you first approach this bridge over Interstate 66 in northern Virginia, it may feel like you’re driving on the wrong side of the road.\u003c/p>\n\u003cp>Because, in a way, you are.\u003c/p>\n\u003cp>“There were a lot of people who looked at me like I was a little nuts,” said traffic engineer Gilbert Chlewicki, the inventor of this unconventional interchange. “Like, why are you putting me on the other side of the road?”\u003c/p>\n\u003cp>Chlewicki agreed to meet at this intersection 35 miles west of Washington, D.C., to explain the workings of the \u003ca href=\"https://divergingdiamond.com/history/\">diverging diamond interchange\u003c/a>, as it’s known. He was easy to spot, wearing a neon yellow vest for safety.\u003c/p>\n\u003cp>As you enter the interchange, the right and left sides of the road cross over each other at a stop light. You are, in fact, driving on the left side of the road at this point. From there, left turns become a lot easier because there’s no oncoming traffic in the way. Instead of waiting for a signal, you get a free left turn.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“When we do the cross-over to the left side of the road, that’s when the left turns happen, so the left is very easy,” Chlewicki said.\u003c/p>\n\u003cp>That means diverging diamond interchanges can be both more efficient and safer than conventional intersections with left turn lanes. There are now more than 200 of them across the U.S., in more than 30 states. But at first, it wasn’t easy to convince other traffic engineers.\u003c/p>\n\u003cp>“Anything different is a hard sell,” Chlewicki said. “Safety was the big question.”\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://apps.npr.org/dailygraphics/graphics/traffic-drone-20240519/drone1.html?initialWidth=953&childId=responsive-embed-traffic-drone-20240519-drone1&parentTitle=Road%20planners%20embrace%20an%20unconventional%20intersection%20%3A%20NPR&parentUrl=https%3A%2F%2Fwww.npr.org%2F2024%2F05%2F28%2F1243933142%2Fdiverging-diamond-interchange-chlewicki\" width=\"1000\" height=\"450\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003ch2>Making left turns safer and more efficient\u003c/h2>\n\u003cp>The first state to install a diverging diamond interchange was Missouri, \u003ca href=\"https://www.npr.org/2009/11/24/120403340/diverging-diamond-traffic-flow-way-of-the-future\">way back in 2009\u003c/a>.\u003c/p>\n\u003cp>“Part of the thought was, okay, we put it in there, we see how this works,” said Stacy Reese, a district engineer with the Missouri Department of Transportation. “We were willing to take that risk.”\u003c/p>\n\u003cp>The state put the first diverging diamond at a notoriously traffic-clogged intersection in Springfield, where it could often take as long as 20 minutes to make a left turn.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://apps.npr.org/dailygraphics/graphics/traffic-drone-20240519/drone2.html?initialWidth=953&childId=responsive-embed-traffic-drone-20240519-drone2&parentTitle=Road%20planners%20embrace%20an%20unconventional%20intersection%20%3A%20NPR&parentUrl=https%3A%2F%2Fwww.npr.org%2F2024%2F05%2F28%2F1243933142%2Fdiverging-diamond-interchange-chlewicki\" width=\"1000\" height=\"480\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>When MODOT opened the new intersection, those backups cleared up almost immediately. Reese said. And that wasn’t the only benefit: It was also safer than the traditional intersection it replaced.\u003c/p>\n\u003cp>“We did see the crashes reduced somewhere in that 40% to 50% range, pretty much instantaneously,” she said.\u003c/p>\n\u003cp>Left turns are a big problem everywhere. They have a lot of what traffic engineers call “conflict points” with pedestrians as well as other cars. The diverging diamond design eliminates some of those conflicts, lowering the risk of side impact or T-bone crashes, which tend to be especially deadly.\u003c/p>\n\u003cfigure id=\"attachment_11988100\" class=\"wp-caption alignnone\" style=\"max-width: 1700px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11988100\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0921_custom-20b4f3244e28b74f803b947f430b0c7f10e976ad-copy.jpg\" alt=\"\" width=\"1700\" height=\"1136\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0921_custom-20b4f3244e28b74f803b947f430b0c7f10e976ad-copy.jpg 1700w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0921_custom-20b4f3244e28b74f803b947f430b0c7f10e976ad-copy-800x535.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0921_custom-20b4f3244e28b74f803b947f430b0c7f10e976ad-copy-1020x682.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0921_custom-20b4f3244e28b74f803b947f430b0c7f10e976ad-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0921_custom-20b4f3244e28b74f803b947f430b0c7f10e976ad-copy-1536x1026.jpg 1536w\" sizes=\"(max-width: 1700px) 100vw, 1700px\">\u003cfigcaption class=\"wp-caption-text\">In Haymarket, Virginia, as you enter the interchange, the right and left sides of the road cross over each other at a stop light. You are, in fact, driving on the left side of the road at this point. From there, left turns become a lot easier because there’s no oncoming traffic on the way. Instead of waiting for a signal, you get a free left turn. \u003ccite>(Whitney Shefte for NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Drivers have strong feelings\u003c/h2>\n\u003cp>Still, some drivers say the unconventional interchange makes them nervous.\u003c/p>\n\u003cp>“I hate it,” said Logan Wilcox, who drives a school bus in a community near the double diamond interchange in northern Virginia.\u003c/p>\n\u003cp>“I feel like someone that’s not familiar with it is gonna be coming through, and they’re gonna struggle with it,” Wilcox said. “It makes me really concerned that someone’s gonna hit me at any point with my bus full of children.”\u003c/p>\n\u003cp>But other drivers at a local gas station like the design.\u003c/p>\n\u003cp>“It’s fantastic. Less aggravation, less accidents. Love it,” said Greg Peterson of The Plains, Virginia. “Best money they ever spent doing that.”\u003c/p>\n\u003cp>“For this type of intersection, it works really well because the traffic flows,” agrees Cynthia Dodson of Marshall, Virginia.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://apps.npr.org/dailygraphics/graphics/traffic-drone-20240519/drone3.html?initialWidth=953&childId=responsive-embed-traffic-drone-20240519-drone3&parentTitle=Road%20planners%20embrace%20an%20unconventional%20intersection%20%3A%20NPR&parentUrl=https%3A%2F%2Fwww.npr.org%2F2024%2F05%2F28%2F1243933142%2Fdiverging-diamond-interchange-chlewicki\" width=\"1000\" height=\"400\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003ch2>A lifelong passion for road design\u003c/h2>\n\u003cp>Reactions like those are gratifying for inventor Gilbert Chlewicki. In a sense, he’s been preparing for this career for most of his life.\u003c/p>\n\u003cp>“I was drawing roads as a little kid,” Chlewicki said. “I would draw lanes wide enough from my Hot Wheels, and I would just use a map to kind of guide me on what I wanted to draw.”\u003c/p>\n\u003cp>Chlewicki had the idea for the diverging diamond interchange when he was in graduate school at the University of Maryland. He presented the first major paper on it at a conference in 2003.\u003c/p>\n\u003cfigure id=\"attachment_11988103\" class=\"wp-caption alignnone\" style=\"max-width: 1700px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11988103\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0924_custom-65a68b483a79b28aee769f9b4376b7535be46d13-copy.jpg\" alt=\"\" width=\"1700\" height=\"1126\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0924_custom-65a68b483a79b28aee769f9b4376b7535be46d13-copy.jpg 1700w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0924_custom-65a68b483a79b28aee769f9b4376b7535be46d13-copy-800x530.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0924_custom-65a68b483a79b28aee769f9b4376b7535be46d13-copy-1020x676.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0924_custom-65a68b483a79b28aee769f9b4376b7535be46d13-copy-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/dji_0924_custom-65a68b483a79b28aee769f9b4376b7535be46d13-copy-1536x1017.jpg 1536w\" sizes=\"(max-width: 1700px) 100vw, 1700px\">\u003cfigcaption class=\"wp-caption-text\">Virginia put the first diverging diamond at a notoriously traffic-clogged intersection in Springfield, where it could often take as long as 20 minutes to make a left turn. \u003ccite>(Whitney Shefte for NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The idea caught the attention of engineers at the Federal Highway Administration, who began pushing to make it a reality.\u003c/p>\n\u003cp>Twenty years later, Chlewicki’s idea has crossed over into the mainstream. And while two decades may seem like a long time, he doesn’t see it that way.\u003c/p>\n\u003cp>“Honestly, for government and for complex things like interchanges, this went super fast,” he said.\u003c/p>\n\u003cp>The Virginia Department of Transportation now employs Chlewicki. He’s experimenting with some new “mutations” of the diverging diamond, as he puts it, combining them with roundabouts and other innovative traffic designs — still playing with model cars and paper.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"officialWebsiteLink": "/californiareportmagazine",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
"city-arts": {
"id": "city-arts",
"title": "City Arts & Lectures",
"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
"officialWebsiteLink": "https://www.cityarts.net/",
"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
"site": "news",
"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
"subscribe": {
"tuneIn": "https://tunein.com/radio/City-Arts-and-Lectures-p692/",
"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
"id": "closealltabs",
"title": "Close All Tabs",
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"info": "Close All Tabs breaks down how digital culture shapes our world through thoughtful insights and irreverent humor.",
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"officialWebsiteLink": "/podcasts/closealltabs",
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"order": 1
},
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"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93d3cubnByLm9yZy9yc3MvcG9kY2FzdC5waHA_aWQ9NTEwMzEy",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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},
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"meta": {
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"id": "freakonomics-radio",
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"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/4s8b",
"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
"rss": "https://feeds.feedburner.com/freakonomicsradio"
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},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
"info": "Hosted by Terry Gross, \u003cem>Fresh Air from WHYY\u003c/em> is the Peabody Award-winning weekday magazine of contemporary arts and issues. One of public radio's most popular programs, Fresh Air features intimate conversations with today's biggest luminaries.",
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"link": "/radio/program/fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/381444908/podcast.xml"
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"officialWebsiteLink": "https://www.npr.org/series/423302056/hidden-brain",
"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
"id": "how-i-built-this",
"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"rss": "https://feeds.npr.org/510313/podcast.xml"
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"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. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
"meta": {
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"source": "kqed",
"order": 15
},
"link": "/podcasts/hyphenacion",
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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"rss": "https://feeds.megaphone.fm/KQINC2275451163"
}
},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"source": "kqed",
"order": 18
},
"link": "/podcasts/jerrybrown",
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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
"subscribe": {
"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"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>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
"npr": "https://www.npr.org/podcasts/464615685/mind-shift-podcast",
"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"rss": "https://feeds.npr.org/510360/podcast.xml"
}
},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
"meta": {
"site": "news",
"source": "pbs"
},
"link": "/radio/program/pbs-newshour",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
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