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"bio": "\u003ca href=\"http://www.MarkFiore.com\">MarkFiore.com\u003c/a> | \u003ca href=\"https://twitter.com/markfiore\">Follow on Twitter\u003c/a> | \u003ca href=\"https://www.facebook.com/pages/Mark-Fiore-Animated-Political-Cartoons/94451707396?ref=bookmarks\">Facebook\u003c/a> | \u003ca href=\"mailto:mark@markfiore.com\">email\u003c/a>\r\n\r\nPulitzer Prize-winner, Mark Fiore, who the Wall Street Journal has called “the undisputed guru of the form,” creates animated political cartoons in San Francisco, where his work has been featured regularly on the San Francisco Chronicle’s web site, SFGate.com. His work has appeared on Newsweek.com, Slate.com, CBSNews.com, MotherJones.com, DailyKos.com and NPR’s web site. Fiore’s political animation has appeared on CNN, Frontline, Bill Moyers Journal, Salon.com and cable and broadcast outlets across the globe.\r\n\r\nBeginning his professional life by drawing traditional political cartoons for newspapers, Fiore’s work appeared in publications ranging from the Washington Post to the Los Angeles Times. In the late 1990s, he began to experiment with animating political cartoons and, after a short stint at the San Jose Mercury News as their staff cartoonist, Fiore devoted all his energies to animation.\r\nGrowing up in California, Fiore also spent a good portion of his life in the backwoods of Idaho. It was this combination that shaped him politically. Mark majored in political science at Colorado College, where, in a perfect send-off for a cartoonist, he received his diploma in 1991 as commencement speaker Dick Cheney smiled approvingly.\r\nMark Fiore was awarded the Pulitzer Prize for political cartooning in 2010, a Robert F. Kennedy Journalism Award in 2004 and has twice received an Online Journalism Award for commentary from the Online News Association (2002, 2008). Fiore has received two awards for his work in new media from the National Cartoonists Society (2001, 2002), and in 2006 received The James Madison Freedom of Information Award from The Society of Professional Journalists.",
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"title": "BART's Mask Mandate Reinstated — Which Other Bay Area Transit Agencies Still Require Masks?",
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"content": "\u003cp>\u003cem>Stay up to date on the latest developments on mask mandates in the Bay Area with our daily newsletter. \u003ca href=\"https://www.kqed.org/newsletters\">Sign up for the News Daily here.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003cem>Updated 2:45 p.m. Friday, July 29\u003c/em>\u003c/p>\n\u003cp>The BART board of directors approved a resolution Thursday night reinstating a mask requirement on the transit system effective immediately.\u003c/p>\n\u003cp>After a federal judge in Florida struck down an order from the Centers for Disease Control and Prevention requiring masks on public transit nationwide, BART broke ranks with most other operators in late April and adopted its own mask mandate. The agency allowed that requirement, which was incorporated into its customer code of conduct, to lapse on July 18.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Skip to: \u003ca href=\"#maskmandate\">What your local Bay Area transit agency says about masks\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>Board member Bevan Dufty proposed renewing the mandate because of the highly contagious nature of the currently dominant coronavirus variant.\u003c/p>\n\u003cp>“I think COVID is at its most transmissible right now, and I think our responsibility is to stay the course and to ensure our riders, many of whom are immunocompromised, are safe and feel welcome in our system,” Dufty said.\u003c/p>\n\u003cp>Pushback came from board members Robert Raburn of Oakland and Debora Allen of Clayton. Raburn argued that mask mandates are not supported by current guidance from health authorities. Allen questioned the wisdom and effectiveness of having BART police enforce a mandate.\u003c/p>\n\u003cp>After hearing public comment, the board agreed to reinstate the mask requirement through Oct. 1 by a vote of 7-2. The board will consider extending the mandate further at its Sept. 22 meeting.\u003c/p>\n\u003cp>AC Transit is the only other major Bay Area transit agency currently requiring riders to wear masks.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1552835835069755393\u003c/p>\n\u003ch2>\u003cstrong>Masks on transit: How we got here\u003c/strong>\u003c/h2>\n\u003cp>Federal agencies imposed a mask mandate for passengers on most modes of transportation at the outset of the pandemic. And following guidance from the U.S. Centers for Disease Control and Prevention (CDC), the Transportation Security Administration (TSA) extended nationwide mask requirements on planes, buses, trains and ferries through May 3, 2022.\u003c/p>\n\u003cp>But on April 18, a federal judge in Florida \u003ca href=\"https://www.kqed.org/news/11911526/tsa-will-no-longer-enforce-travel-mask-mandate-after-federal-judge-strikes-it-down\">struck down the CDC mask mandate\u003c/a>. A few hours later, the TSA announced it would no longer enforce mask rules inside airports and airplanes and on public transportation.\u003c/p>\n\u003cp>This ruling meant private and public transportation agencies could drop their own mask mandates.\u003c/p>\n\u003cp>Most major airlines, along with the San Francisco, Oakland and San Jose international airports, now have made masks optional. Rideshare giants \u003ca href=\"https://www.uber.com/us/en/safety/\">Uber\u003c/a> and \u003ca href=\"https://www.lyft.com/blog/posts/update-to-lyfts-health-safety-guidelines\">Lyft\u003c/a> also have dropped their masking requirements for passengers and drivers. And private bus companies, like \u003ca href=\"https://twitter.com/FlixBus_USA/status/1516446461671714820\">FlixBus\u003c/a> and \u003ca href=\"https://twitter.com/megabus/status/1516415898168532992\">Megabus\u003c/a>, have followed suit.\u003c/p>\n\u003ch2>BART and AC Transit are the only Bay Area public transit agencies that currently require face masks\u003c/h2>\n\u003cp>Several Bay Area transit agencies — including Caltrain and Muni — initially retained their mask rules after the TSA announcement.\u003c/p>\n\u003cp>But on April 20, the California Department of Public Health (CDPH) announced that \u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">the state’s mask requirements for public transit — and transportation hubs, like stations — also \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">were \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\"> terminated\u003c/a> “effective immediately.” The statement nonetheless still “strongly” recommended that California residents keep wearing their masks in these settings.\u003c/p>\n\u003cp>\u003ca href=\"#maskmandate\">Every Bay Area public transit agency subsequently dropped their mask requirements\u003c/a> for riders following the state’s announcement. However, AC Transit, which operates in both Alameda and Contra Costa counties, announced June 2 that its passengers would once again be required to wear face masks.\u003c/p>\n\u003cp>Could we see more agencies or regions reintroducing their own mask rules for public transit — regardless of \u003ca href=\"https://www.npr.org/2022/04/20/1093927926/mask-mandate-appeal-doj\">the Justice Department’s own appeal against the original decision by the Florida judge\u003c/a>? Right now, it’s unclear. CDC officials declined to comment on the status of that appeal, and \u003ca href=\"https://apnews.com/article/covid-science-travel-health-business-3b819aa097b4e642a97d39f606924203\">The Associated Press reports that DOJ officials did not immediately respond\u003c/a> to a request for information.\u003c/p>\n\u003cp>On April 22, \u003ca href=\"https://abc7.com/los-angeles-county-masks-mandate-bring-back-face-public-transit/11779646/\">Los Angeles County independently introduced a new health order that once again requires masks\u003c/a> on all public transit within the county. LA County Public Health Director Dr. Barbara Ferrer cited the CDC’s continued guidance that masking on public transit remains a key way of preventing the spread of COVID.\u003c/p>\n\u003cp>In the meantime, remember: Regardless of whether a transit agency has dropped its mask requirement, you can always choose to keep wearing your mask in whichever setting you please. NPR has \u003ca href=\"https://www.npr.org/sections/goatsandsoda/2022/02/25/1083046757/coronavirus-faq-im-a-one-way-masker-what-strategy-will-give-me-optimal-protectio\">tips on figuring out whether wearing a mask when others around you are not (aka “one-way masking”) is the right call\u003c/a>.\u003c/p>\n\u003ch2>\u003ca id=\"maskmandate\">\u003c/a>Face mask requirements of all Bay Area transit agencies\u003c/h2>\n\u003ch2>\u003cstrong>BART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on BART?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>The rapid transit system, which serves five Bay Area counties, now requires riders to wear masks in all its facilities beyond the fare gates. This includes any waiting areas, platforms and trains.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1552835835069755393\u003c/p>\n\u003cp>BART riders are required to wear face masks when waiting at a station and when riding a train. The rule is set to expire Oct. 1. The BART board of directors will review the mask requirement at a meeting on Sept. 22.\u003c/p>\n\u003ch2>\u003cstrong>Caltrain\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Caltrain?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Caltrain updated riders Wednesday afternoon that it will no longer require face masks on trains. The agency \u003ca href=\"https://twitter.com/Caltrain/status/1516926371573866496\">stated on Twitter that while its mandate has ended\u003c/a>, “guests can and are strongly encouraged to continue wearing them.”\u003c/p>\n\u003ch2>\u003cstrong>AC Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on AC Transit?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>AC Transit, which serves both Alameda and Contra Costa counties, brought back its mandate in June. \u003ca href=\"https://www.actransit.org/mask-mandate-policy-restored-june-2022\">Wearing a face mask is required whenever riding an AC Transit bus.\u003c/a>\u003c/p>\n\u003cp>Agency officials stressed that the return of the mandate is due to the recent spike in new COVID-19 cases in Alameda County.\u003c/p>\n\u003cfigure id=\"attachment_11911715\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911715\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Passengers on the F Muni car in San Francisco. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003cstrong>Muni\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Muni?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which operates Muni, is still “strongly recommending” that people who ride Muni continue to wear a mask. The agency emphasizes what it called “excellent air flow” on its vehicles, noting that “the Muni fleet HVAC systems turn the air over once every minute.”\u003c/p>\n\u003ch2>\u003cstrong>VTA (Santa Clara Valley Transportation Authority)\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on VTA?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Santa Clara County’s public transit agency is still “strongly recommending” passengers wear masks.\u003c/p>\n\u003ch2>\u003cstrong>SamTrans\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SamTrans?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>San Mateo County’s public transit system says masks are not required but are still “strongly encouraged.”\u003c/p>\n\u003ch2>\u003cstrong>Golden Gate Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Golden Gate Transit?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911716\" style=\"font-weight: bold;background-color: transparent;color: #767676\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/p>\n\u003cp>A bank of BART turnstiles at 24th Street Station.\u003c/p>\n\u003ch2>\u003cstrong>SMART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SMART?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003ch2>\u003cstrong>Santa Cruz METRO\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Santa Cruz METRO?\u003c/strong> \u003cem>No — but this only applies to vaccinated people.\u003c/em>\u003c/p>\n\u003cp>Santa Cruz METRO — which serves both Santa Cruz and Santa Clara counties — announced on Tuesday it will no longer require individuals fully vaccinated for COVID-19 to wear face masks in agency vehicles and transit centers.\u003c/p>\n\u003cp>Unvaccinated passengers are still required to wear face masks on Santa Cruz METRO.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2>\u003cstrong>San Francisco Bay Ferry\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on the San Francisco Bay Ferry?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The Bay Area Water Emergency Transportation Authority, which oversees the Bay Ferry network, says masks are still “strongly recommended,” though not required. The agency also urges patrons: “Be kind to fellow ferry passengers whether they choose to wear a mask or not.”\u003c/p>\n\u003cp>\u003cem>This story contains reporting by KQED’s Carly Severn and the Associated Press.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Now that the federal travel mask mandate has been removed, what's your local Bay Area transit agency enforcing? From BART to Muni and Caltrain, check our list.",
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"title": "BART's Mask Mandate Reinstated — Which Other Bay Area Transit Agencies Still Require Masks? | KQED",
"description": "Now that the federal travel mask mandate has been removed, what's your local Bay Area transit agency enforcing? From BART to Muni and Caltrain, check our list.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Stay up to date on the latest developments on mask mandates in the Bay Area with our daily newsletter. \u003ca href=\"https://www.kqed.org/newsletters\">Sign up for the News Daily here.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003cem>Updated 2:45 p.m. Friday, July 29\u003c/em>\u003c/p>\n\u003cp>The BART board of directors approved a resolution Thursday night reinstating a mask requirement on the transit system effective immediately.\u003c/p>\n\u003cp>After a federal judge in Florida struck down an order from the Centers for Disease Control and Prevention requiring masks on public transit nationwide, BART broke ranks with most other operators in late April and adopted its own mask mandate. The agency allowed that requirement, which was incorporated into its customer code of conduct, to lapse on July 18.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Skip to: \u003ca href=\"#maskmandate\">What your local Bay Area transit agency says about masks\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>Board member Bevan Dufty proposed renewing the mandate because of the highly contagious nature of the currently dominant coronavirus variant.\u003c/p>\n\u003cp>“I think COVID is at its most transmissible right now, and I think our responsibility is to stay the course and to ensure our riders, many of whom are immunocompromised, are safe and feel welcome in our system,” Dufty said.\u003c/p>\n\u003cp>Pushback came from board members Robert Raburn of Oakland and Debora Allen of Clayton. Raburn argued that mask mandates are not supported by current guidance from health authorities. Allen questioned the wisdom and effectiveness of having BART police enforce a mandate.\u003c/p>\n\u003cp>After hearing public comment, the board agreed to reinstate the mask requirement through Oct. 1 by a vote of 7-2. The board will consider extending the mandate further at its Sept. 22 meeting.\u003c/p>\n\u003cp>AC Transit is the only other major Bay Area transit agency currently requiring riders to wear masks.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003ch2>\u003cstrong>Masks on transit: How we got here\u003c/strong>\u003c/h2>\n\u003cp>Federal agencies imposed a mask mandate for passengers on most modes of transportation at the outset of the pandemic. And following guidance from the U.S. Centers for Disease Control and Prevention (CDC), the Transportation Security Administration (TSA) extended nationwide mask requirements on planes, buses, trains and ferries through May 3, 2022.\u003c/p>\n\u003cp>But on April 18, a federal judge in Florida \u003ca href=\"https://www.kqed.org/news/11911526/tsa-will-no-longer-enforce-travel-mask-mandate-after-federal-judge-strikes-it-down\">struck down the CDC mask mandate\u003c/a>. A few hours later, the TSA announced it would no longer enforce mask rules inside airports and airplanes and on public transportation.\u003c/p>\n\u003cp>This ruling meant private and public transportation agencies could drop their own mask mandates.\u003c/p>\n\u003cp>Most major airlines, along with the San Francisco, Oakland and San Jose international airports, now have made masks optional. Rideshare giants \u003ca href=\"https://www.uber.com/us/en/safety/\">Uber\u003c/a> and \u003ca href=\"https://www.lyft.com/blog/posts/update-to-lyfts-health-safety-guidelines\">Lyft\u003c/a> also have dropped their masking requirements for passengers and drivers. And private bus companies, like \u003ca href=\"https://twitter.com/FlixBus_USA/status/1516446461671714820\">FlixBus\u003c/a> and \u003ca href=\"https://twitter.com/megabus/status/1516415898168532992\">Megabus\u003c/a>, have followed suit.\u003c/p>\n\u003ch2>BART and AC Transit are the only Bay Area public transit agencies that currently require face masks\u003c/h2>\n\u003cp>Several Bay Area transit agencies — including Caltrain and Muni — initially retained their mask rules after the TSA announcement.\u003c/p>\n\u003cp>But on April 20, the California Department of Public Health (CDPH) announced that \u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">the state’s mask requirements for public transit — and transportation hubs, like stations — also \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">were \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\"> terminated\u003c/a> “effective immediately.” The statement nonetheless still “strongly” recommended that California residents keep wearing their masks in these settings.\u003c/p>\n\u003cp>\u003ca href=\"#maskmandate\">Every Bay Area public transit agency subsequently dropped their mask requirements\u003c/a> for riders following the state’s announcement. However, AC Transit, which operates in both Alameda and Contra Costa counties, announced June 2 that its passengers would once again be required to wear face masks.\u003c/p>\n\u003cp>Could we see more agencies or regions reintroducing their own mask rules for public transit — regardless of \u003ca href=\"https://www.npr.org/2022/04/20/1093927926/mask-mandate-appeal-doj\">the Justice Department’s own appeal against the original decision by the Florida judge\u003c/a>? Right now, it’s unclear. CDC officials declined to comment on the status of that appeal, and \u003ca href=\"https://apnews.com/article/covid-science-travel-health-business-3b819aa097b4e642a97d39f606924203\">The Associated Press reports that DOJ officials did not immediately respond\u003c/a> to a request for information.\u003c/p>\n\u003cp>On April 22, \u003ca href=\"https://abc7.com/los-angeles-county-masks-mandate-bring-back-face-public-transit/11779646/\">Los Angeles County independently introduced a new health order that once again requires masks\u003c/a> on all public transit within the county. LA County Public Health Director Dr. Barbara Ferrer cited the CDC’s continued guidance that masking on public transit remains a key way of preventing the spread of COVID.\u003c/p>\n\u003cp>In the meantime, remember: Regardless of whether a transit agency has dropped its mask requirement, you can always choose to keep wearing your mask in whichever setting you please. NPR has \u003ca href=\"https://www.npr.org/sections/goatsandsoda/2022/02/25/1083046757/coronavirus-faq-im-a-one-way-masker-what-strategy-will-give-me-optimal-protectio\">tips on figuring out whether wearing a mask when others around you are not (aka “one-way masking”) is the right call\u003c/a>.\u003c/p>\n\u003ch2>\u003ca id=\"maskmandate\">\u003c/a>Face mask requirements of all Bay Area transit agencies\u003c/h2>\n\u003ch2>\u003cstrong>BART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on BART?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>The rapid transit system, which serves five Bay Area counties, now requires riders to wear masks in all its facilities beyond the fare gates. This includes any waiting areas, platforms and trains.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>BART riders are required to wear face masks when waiting at a station and when riding a train. The rule is set to expire Oct. 1. The BART board of directors will review the mask requirement at a meeting on Sept. 22.\u003c/p>\n\u003ch2>\u003cstrong>Caltrain\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Caltrain?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Caltrain updated riders Wednesday afternoon that it will no longer require face masks on trains. The agency \u003ca href=\"https://twitter.com/Caltrain/status/1516926371573866496\">stated on Twitter that while its mandate has ended\u003c/a>, “guests can and are strongly encouraged to continue wearing them.”\u003c/p>\n\u003ch2>\u003cstrong>AC Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on AC Transit?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>AC Transit, which serves both Alameda and Contra Costa counties, brought back its mandate in June. \u003ca href=\"https://www.actransit.org/mask-mandate-policy-restored-june-2022\">Wearing a face mask is required whenever riding an AC Transit bus.\u003c/a>\u003c/p>\n\u003cp>Agency officials stressed that the return of the mandate is due to the recent spike in new COVID-19 cases in Alameda County.\u003c/p>\n\u003cfigure id=\"attachment_11911715\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911715\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Passengers on the F Muni car in San Francisco. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003cstrong>Muni\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Muni?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which operates Muni, is still “strongly recommending” that people who ride Muni continue to wear a mask. The agency emphasizes what it called “excellent air flow” on its vehicles, noting that “the Muni fleet HVAC systems turn the air over once every minute.”\u003c/p>\n\u003ch2>\u003cstrong>VTA (Santa Clara Valley Transportation Authority)\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on VTA?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Santa Clara County’s public transit agency is still “strongly recommending” passengers wear masks.\u003c/p>\n\u003ch2>\u003cstrong>SamTrans\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SamTrans?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>San Mateo County’s public transit system says masks are not required but are still “strongly encouraged.”\u003c/p>\n\u003ch2>\u003cstrong>Golden Gate Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Golden Gate Transit?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911716\" style=\"font-weight: bold;background-color: transparent;color: #767676\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/p>\n\u003cp>A bank of BART turnstiles at 24th Street Station.\u003c/p>\n\u003ch2>\u003cstrong>SMART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SMART?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003ch2>\u003cstrong>Santa Cruz METRO\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Santa Cruz METRO?\u003c/strong> \u003cem>No — but this only applies to vaccinated people.\u003c/em>\u003c/p>\n\u003cp>Santa Cruz METRO — which serves both Santa Cruz and Santa Clara counties — announced on Tuesday it will no longer require individuals fully vaccinated for COVID-19 to wear face masks in agency vehicles and transit centers.\u003c/p>\n\u003cp>Unvaccinated passengers are still required to wear face masks on Santa Cruz METRO.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>\u003cstrong>San Francisco Bay Ferry\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on the San Francisco Bay Ferry?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The Bay Area Water Emergency Transportation Authority, which oversees the Bay Ferry network, says masks are still “strongly recommended,” though not required. The agency also urges patrons: “Be kind to fellow ferry passengers whether they choose to wear a mask or not.”\u003c/p>\n\u003cp>\u003cem>This story contains reporting by KQED’s Carly Severn and the Associated Press.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cstrong>Update 4:30 p.m. Monday\u003c/strong>\u003c/p>\n\u003cp>Marine terminals were open and again operating normally at the Port of Oakland following a five-day long near-total shutdown by truckers, port officials said Monday.\u003c/p>\n\u003cp>“The Port of Oakland has resumed full operations” on Saturday, said port executive director Danny Wan. “We appreciate the independent truck drivers’ use of the designated Free Speech Zones and we thank local law enforcement for their continued assistance.”\u003c/p>\n\u003cp>Oakland police and other law enforcement agencies are working to keep traffic at the port moving, officials said.\u003c/p>\n\u003cp>Port spokesman Robert Bernardo said it will still likely take weeks to alleviate the backlog of goods at the port, resulting in further delays of product shipments.\u003c/p>\n\u003cp>\u003cem>Last updated, 4:30 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>Cargo operations at the Port of Oakland remained largely stalled on Friday, as a convoy of truckers continued to block access to the facility for the fifth straight day to protest California’s gig-worker law.\u003c/p>\n\u003cp>The demonstrations that began Monday involve hundreds of independent big-rig truckers who have prevented the movement of cargo in and out of the port’s terminals, in a bid to remain classified as independent contractors\u003cspan style=\"font-weight: 400\"> – \u003c/span>rather than employees. Truckers held similar \u003ca href=\"https://calmatters.org/newsletters/whatmatters/2022/07/ab-5-law-california-trucking/\">protests last week at the ports of Los Angeles and Long Beach\u003c/a>.\u003c/p>\n\u003cp>“I think it’s very clear that there is so much uncertainty about how these independent drivers, these entrepreneurs, are going to be able to stay in business,” said Matt Schrap, CEO of the Harbor Trucking Association. The organization represents truckers servicing West Coast ports.\u003c/p>\n\u003cp>The blockade, which couldn’t come at a worse time for the port, is further exacerbating longstanding global supply-chain issues spurred by the pandemic that have led to months of epic cargo ship traffic jams, with mountains of goods stockpiled on docks.\u003c/p>\n\u003cp>\u003ca href=\"https://www.portofoakland.com/wp-content/uploads/Open-letter-for-truckers-07-21-2022.pdf\">In an open letter sent on Thursday evening\u003c/a>, Danny Wan, executive director of the port, said he had met with protest organizers, and emphasized that he understood their frustrations, offering to support them in any negotiations with state. But he implored them to allow operations at the port to resume, warning of the collateral damage further disruptions would inflict.\u003c/p>\n\u003cp>Wan said the port had set aside “free speech zones” for truckers to protest without disrupting the flow of commerce, and warned that any demonstrators whose trucks continued to obstruct terminal entrances or exits could be cited and face additional penalties.\u003c/p>\n\u003cp>Port officials and organizers planned to meet again on Friday afternoon.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>At issue is \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200AB5\">Assembly Bill 5\u003c/a>, a law passed in 2019 making it harder for companies to legally classify many workers as independent contractors instead of as employees. Under state labor law, employees are entitled to minimum wage and benefits such as workers compensation, overtime and sick pay. The law\u003ca href=\"https://scocal.stanford.edu/opinion/dynamex-operations-west-inc-v-superior-court-34584\" rel=\"noopener noreferrer\"> codified a 2018 state Supreme Court decision\u003c/a> that required companies to treat workers as employees if their jobs are considered a key part of business operations. It also spurred Lyft, Uber and DoorDash to throw a huge amount of cash behind \u003ca href=\"https://www.kqed.org/news/11843123/prop-22-explained-why-gig-companies-are-spending-huge-money-on-an-unprecedented-measure\">Proposition 22\u003c/a>, a 2020 ballot measure approved by voters that exempted most rideshare drivers\u003cspan style=\"font-weight: 400\"> – \u003c/span>and that last year was ruled unconstitutional by a state court judge. (The companies have since appealed and don’t have to comply while court proceedings play out.)\u003c/p>\n\u003cp>Meanwhile, a federal appeals court \u003ca href=\"https://apnews.com/article/california-courts-economy-business-government-and-politics-332e244b793604ba65946a3f3b99e271\">ruled last year that the law applies to some 70,000 truck drivers in the state \u003c/a>who are independent operators and don’t work for any one single company. The decision essentially requires companies that commission their services to classify them as employees, rather than independent contractors.\u003c/p>\n\u003cp>Although the International Brotherhood of Teamsters called the ruling a “massive victory” for exploited truckers, the California Trucking Association staunchly objected, arguing the change would limit the flexibility of drivers who own their trucks and operate on their own hours. Ultimately, the association said, classifying truckers as employees would hinder their ability to make a living.\u003c/p>\n\u003cp>The trade group appealed to the U.S. Supreme Court, stalling enforcement of the law, \u003ca href=\"https://www.supremecourt.gov/docket/docketfiles/html/public/21-194.html\">but the court last month denied their petition\u003c/a>, allowing the lower-court ruling to stand.\u003c/p>\n\u003cp>Protesters say the strike is largely intended to push Gov. Gavin Newsom and lawmakers to exempt truck drivers from California labor law.\u003c/p>\n\u003cp>“So the law is going to make us into employees of the company, even though I own my own truck, I pay for diesel, I pay for insurance,” said Randeep Dhillon, a self-employed trucker. Under the new law, he said, “I’m going to have to work under somebody else. My boss is going to tell me, ‘Hey, you have to be here at this time. You have to go at this time. You got to do this many loads.’ Now, if I feel like taking a day off, I can take a day off. If I want to reject a load … I’m like, ‘Hey, I don’t want to go.’ I’m an independent contractor. I have that right.”\u003c/p>\n\u003cp>But there’s been no word on when the state might begin enforcing the law, which is still being contested in lower courts.\u003c/p>\n\u003cp>[aside label=\"Labor coverage\" tag=\"labor\"]In a statement on Thursday, a spokesperson for Newsom said “no one should be caught by surprise by the law’s requirements at this time,” and urged the trucking industry “to support this transition just as California has and continues to do.”\u003c/p>\n\u003cp>“California is committed to supporting our truck drivers and ensuring [they] receive the protections and compensation they are entitled to,” the spokesperson said, pointing to available resources like employment tax incentives and small business financing. “The state will continue to partner with truckers and the ports to ensure the continued movement of goods to California’s residents and businesses, which is critical to all of us.”\u003c/p>\n\u003cp>Lorena Gonzalez Fletcher, the former Assemblymember who authored AB 5 and now heads the California Labor Federation, took to Twitter this week to defend the law, arguing that it’s meant to help protect truckers from being exploited by some of the companies that hire them.\u003c/p>\n\u003cp>“What the law says is that you can’t pretend a driver/worker is an independent business to avoid paying gas/equipment, workers comp, social security, wages for hours waiting, etc. by simply saying ‘they own their own truck,'” \u003ca href=\"https://twitter.com/LorenaSGonzalez/status/1550088780408713217\">she said in a tweet\u003c/a>.\u003c/p>\n\u003cp>But Schrap of the Harbor Trucking Association says there needs to be some type of clarification about AB 5 and its impact on truckers. He pointed to the spate of industries exempted under the law, and questioned why trucking wasn’t among them.\u003c/p>\n\u003cp>“Obviously, there’s still outstanding questions,” he said. “If there weren’t outstanding questions about how this is going to apply, I don’t think any of these men and women would be down there protesting.”\u003c/p>\n\u003cp>There are plenty of opportunities for truckers to become employees if they want to, he said.\u003c/p>\n\u003cp>“The fact of the matter is, is that these individuals do not want to be employees,” he said. “That’s where the clarification is needed.”\u003c/p>\n\u003cp>\u003cem>\u003ci data-stringify-type=\"italic\">KQED’s Holly J. McDede contributed reporting to this story. \u003c/i>This story also includes reporting from the Associated Press.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update 4:30 p.m. Monday\u003c/strong>\u003c/p>\n\u003cp>Marine terminals were open and again operating normally at the Port of Oakland following a five-day long near-total shutdown by truckers, port officials said Monday.\u003c/p>\n\u003cp>“The Port of Oakland has resumed full operations” on Saturday, said port executive director Danny Wan. “We appreciate the independent truck drivers’ use of the designated Free Speech Zones and we thank local law enforcement for their continued assistance.”\u003c/p>\n\u003cp>Oakland police and other law enforcement agencies are working to keep traffic at the port moving, officials said.\u003c/p>\n\u003cp>Port spokesman Robert Bernardo said it will still likely take weeks to alleviate the backlog of goods at the port, resulting in further delays of product shipments.\u003c/p>\n\u003cp>\u003cem>Last updated, 4:30 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>Cargo operations at the Port of Oakland remained largely stalled on Friday, as a convoy of truckers continued to block access to the facility for the fifth straight day to protest California’s gig-worker law.\u003c/p>\n\u003cp>The demonstrations that began Monday involve hundreds of independent big-rig truckers who have prevented the movement of cargo in and out of the port’s terminals, in a bid to remain classified as independent contractors\u003cspan style=\"font-weight: 400\"> – \u003c/span>rather than employees. Truckers held similar \u003ca href=\"https://calmatters.org/newsletters/whatmatters/2022/07/ab-5-law-california-trucking/\">protests last week at the ports of Los Angeles and Long Beach\u003c/a>.\u003c/p>\n\u003cp>“I think it’s very clear that there is so much uncertainty about how these independent drivers, these entrepreneurs, are going to be able to stay in business,” said Matt Schrap, CEO of the Harbor Trucking Association. The organization represents truckers servicing West Coast ports.\u003c/p>\n\u003cp>The blockade, which couldn’t come at a worse time for the port, is further exacerbating longstanding global supply-chain issues spurred by the pandemic that have led to months of epic cargo ship traffic jams, with mountains of goods stockpiled on docks.\u003c/p>\n\u003cp>\u003ca href=\"https://www.portofoakland.com/wp-content/uploads/Open-letter-for-truckers-07-21-2022.pdf\">In an open letter sent on Thursday evening\u003c/a>, Danny Wan, executive director of the port, said he had met with protest organizers, and emphasized that he understood their frustrations, offering to support them in any negotiations with state. But he implored them to allow operations at the port to resume, warning of the collateral damage further disruptions would inflict.\u003c/p>\n\u003cp>Wan said the port had set aside “free speech zones” for truckers to protest without disrupting the flow of commerce, and warned that any demonstrators whose trucks continued to obstruct terminal entrances or exits could be cited and face additional penalties.\u003c/p>\n\u003cp>Port officials and organizers planned to meet again on Friday afternoon.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>At issue is \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200AB5\">Assembly Bill 5\u003c/a>, a law passed in 2019 making it harder for companies to legally classify many workers as independent contractors instead of as employees. Under state labor law, employees are entitled to minimum wage and benefits such as workers compensation, overtime and sick pay. The law\u003ca href=\"https://scocal.stanford.edu/opinion/dynamex-operations-west-inc-v-superior-court-34584\" rel=\"noopener noreferrer\"> codified a 2018 state Supreme Court decision\u003c/a> that required companies to treat workers as employees if their jobs are considered a key part of business operations. It also spurred Lyft, Uber and DoorDash to throw a huge amount of cash behind \u003ca href=\"https://www.kqed.org/news/11843123/prop-22-explained-why-gig-companies-are-spending-huge-money-on-an-unprecedented-measure\">Proposition 22\u003c/a>, a 2020 ballot measure approved by voters that exempted most rideshare drivers\u003cspan style=\"font-weight: 400\"> – \u003c/span>and that last year was ruled unconstitutional by a state court judge. (The companies have since appealed and don’t have to comply while court proceedings play out.)\u003c/p>\n\u003cp>Meanwhile, a federal appeals court \u003ca href=\"https://apnews.com/article/california-courts-economy-business-government-and-politics-332e244b793604ba65946a3f3b99e271\">ruled last year that the law applies to some 70,000 truck drivers in the state \u003c/a>who are independent operators and don’t work for any one single company. The decision essentially requires companies that commission their services to classify them as employees, rather than independent contractors.\u003c/p>\n\u003cp>Although the International Brotherhood of Teamsters called the ruling a “massive victory” for exploited truckers, the California Trucking Association staunchly objected, arguing the change would limit the flexibility of drivers who own their trucks and operate on their own hours. Ultimately, the association said, classifying truckers as employees would hinder their ability to make a living.\u003c/p>\n\u003cp>The trade group appealed to the U.S. Supreme Court, stalling enforcement of the law, \u003ca href=\"https://www.supremecourt.gov/docket/docketfiles/html/public/21-194.html\">but the court last month denied their petition\u003c/a>, allowing the lower-court ruling to stand.\u003c/p>\n\u003cp>Protesters say the strike is largely intended to push Gov. Gavin Newsom and lawmakers to exempt truck drivers from California labor law.\u003c/p>\n\u003cp>“So the law is going to make us into employees of the company, even though I own my own truck, I pay for diesel, I pay for insurance,” said Randeep Dhillon, a self-employed trucker. Under the new law, he said, “I’m going to have to work under somebody else. My boss is going to tell me, ‘Hey, you have to be here at this time. You have to go at this time. You got to do this many loads.’ Now, if I feel like taking a day off, I can take a day off. If I want to reject a load … I’m like, ‘Hey, I don’t want to go.’ I’m an independent contractor. I have that right.”\u003c/p>\n\u003cp>But there’s been no word on when the state might begin enforcing the law, which is still being contested in lower courts.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>In a statement on Thursday, a spokesperson for Newsom said “no one should be caught by surprise by the law’s requirements at this time,” and urged the trucking industry “to support this transition just as California has and continues to do.”\u003c/p>\n\u003cp>“California is committed to supporting our truck drivers and ensuring [they] receive the protections and compensation they are entitled to,” the spokesperson said, pointing to available resources like employment tax incentives and small business financing. “The state will continue to partner with truckers and the ports to ensure the continued movement of goods to California’s residents and businesses, which is critical to all of us.”\u003c/p>\n\u003cp>Lorena Gonzalez Fletcher, the former Assemblymember who authored AB 5 and now heads the California Labor Federation, took to Twitter this week to defend the law, arguing that it’s meant to help protect truckers from being exploited by some of the companies that hire them.\u003c/p>\n\u003cp>“What the law says is that you can’t pretend a driver/worker is an independent business to avoid paying gas/equipment, workers comp, social security, wages for hours waiting, etc. by simply saying ‘they own their own truck,'” \u003ca href=\"https://twitter.com/LorenaSGonzalez/status/1550088780408713217\">she said in a tweet\u003c/a>.\u003c/p>\n\u003cp>But Schrap of the Harbor Trucking Association says there needs to be some type of clarification about AB 5 and its impact on truckers. He pointed to the spate of industries exempted under the law, and questioned why trucking wasn’t among them.\u003c/p>\n\u003cp>“Obviously, there’s still outstanding questions,” he said. “If there weren’t outstanding questions about how this is going to apply, I don’t think any of these men and women would be down there protesting.”\u003c/p>\n\u003cp>There are plenty of opportunities for truckers to become employees if they want to, he said.\u003c/p>\n\u003cp>“The fact of the matter is, is that these individuals do not want to be employees,” he said. “That’s where the clarification is needed.”\u003c/p>\n\u003cp>\u003cem>\u003ci data-stringify-type=\"italic\">KQED’s Holly J. McDede contributed reporting to this story. \u003c/i>This story also includes reporting from the Associated Press.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>California is poised this year to make changes to what some call “hidden” court fees: hundreds of dollars often tacked onto traffic tickets and minor violations that can increase their cost nearly tenfold. But so far, state officials disagree on how far to go.\u003c/p>\n\u003cp>Known as civil assessments, the fees are imposed on hundreds of thousands of Californians as a penalty for failing to pay a ticket by a deadline or failing to appear in court on a charge.\u003c/p>\n\u003cp>The vast majority of the fees are issued in traffic or infraction cases. A fine can be imposed each time a deadline is missed.\u003c/p>\n\u003cp>A $300 maximum fine can be added for violations as minor as jaywalking and on tickets that originally cost as little as $35, according to Debt Free Justice California, a coalition of organizations, policy experts and legal advocates opposing “unfair ways the criminal legal system drains wealth from vulnerable communities.”[aside label=\"More Stories on Traffic Fees\" postID=\"news_11913570,news_11895338\"]California has one of the highest late fees in the nation, the coalition says. The group says the fees trap lower-income Californians in a cycle of ballooning debt to the courts.\u003c/p>\n\u003cp>Money collected from the extra charges bolsters court coffers, leading advocates to accuse the state of paying for its judicial system by charging those who can least afford it.\u003c/p>\n\u003cp>The fees generate nearly $100 million annually, and the courts retain more than half.\u003c/p>\n\u003cp>In Riverside County, the fees that the court system kept made up 14% of its budget, according to a report published by the coalition this year.\u003c/p>\n\u003cp>The report gave as an example a San Lorenzo resident who is a CalWorks recipient and mother who could not afford to pay for traffic violations. She was charged late fees on traffic citations five times since 2009, amounting to more than $1,500 of debt, about double the cost of the original tickets.\u003c/p>\n\u003cp>It made her ineligible for a driver’s license for 13 years, the report said.\u003c/p>\n\u003cp>“They were trying to take all of this money away from us,” she said, “but we didn’t have any in the first place.”\u003c/p>\n\u003cp>Civil assessment fees are disproportionately borne by people of color, who are overrepresented in traffic stops compared to their share of the population, the report said.\u003c/p>\n\u003cp>In January advocates sued San Mateo County Superior Court, challenging its practice of automatically charging the $300 maximum fee in all traffic cases with a missed deadline.\u003c/p>\n\u003cp>Gov. Gavin Newsom in his January budget proposed halving the fees, to a maximum of $150, and spending $50 million to backfill court budgets.\u003c/p>\n\u003cp>The proposal by some lawmakers and the Debt Free Justice coalition to eliminate the fees entirely could cost about twice as much. Senate leaders endorsed that plan in their budget proposals last month, as they announced an unprecedented $68 billion projected budget surplus.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2>Too poor for tickets\u003c/h2>\n\u003cp>The coalition said it hopes Newsom will back full elimination of fees when he unveils his revised budget proposal this week. H.D. Palmer, a spokesperson for Newsom’s Department of Finance, declined to comment.\u003c/p>\n\u003cp>The Judicial Council, which governs the court system, has supported making changes to civil assessments. In a 2017 report, a commission of court officials recommended limiting the use of civil assessments or letting fines be converted to community service.\u003c/p>\n\u003cp>“We’re grateful for the efforts of both the Governor’s administration and the Legislature to reform the system and provide necessary backfill funding for the judicial branch,” said Martin Hoshino, administrative director of the Judicial Council, in an email. “We support the Governor’s proposal and are committed to working with him and with legislative leaders in the coming weeks as they finalize the state budget.”\u003c/p>\n\u003cp>The proposals come after the state eliminated dozens of court fines and fees over the past two years that advocates said disproportionately affected lower-income criminal defendants. The state repealed charges such as the cost of a public defender, drug testing, and probation and supervision services.\u003c/p>\n\u003cp>Newsom also signed a law last year that limits the state’s use of wage garnishments to claw back those debts and another that expanded a pilot program allowing Californians to ask the courts to reduce ticket fines they can’t afford to pay.\u003c/p>\n\u003cp>Last year a bill to eliminate civil assessments passed the state Senate but was gutted in the Assembly. The Debt Free Justice coalition said at the time it couldn’t get Newsom to agree to a deal to eliminate the fees.\u003c/p>\n\u003cp>Newsom’s administration told lawmakers the fee should be reduced but remain to motivate defendants to come to court.\u003c/p>\n\u003cp>“We feel the 50% reduction strikes a balance of providing immediate fiscal relief for all Californians and also preserving the viability of the civil assessment being used as a tool to keep individuals accountable, to compel individuals to appear in court proceedings,” Mark Jimenez, principal program budget analyst at the Department of Finance, told a Senate budget subcommittee in February.\u003c/p>\n\u003cp>Jimenez said the penalties are an alternative to issuing warrants to demand court attendance.[pullquote size=\"medium\" align=\"right\" citation=\"San José Sen. Dave Cortese\"]‘If they don’t have the money … how is that any incentive to come in?’[/pullquote]But senators were unconvinced that the fees were an effective motivator for those too poor to pay traffic tickets.\u003c/p>\n\u003cp>“If they don’t have the money … how is that any incentive to come in?” said Sen. Dave Cortese, a Democrat representing San José. “You either have it or you don’t.”\u003c/p>\n\u003cp>The coalition surveyed 200 Californians with recent traffic citations for its report; seventy-three percent said they did not know they would be issued a late fee for failing to appear or to pay, and 38% said extra fees would not have helped them make a timely payment.\u003c/p>\n\u003cp>Advocates suggested text messages would be more effective at getting defendants with demanding work schedules to court.\u003c/p>\n\u003cp>\u003cem>This article is part of the California Divide project, a collaboration among newsrooms examining income inequality and economic survival in California.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Gov. Gavin Newsom wants to reduce by half a $300 penalty California courts tack onto traffic and minor citations — but lawmakers want it gone completely.",
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"title": "California May Chop Late Fees That Add Hundreds of Dollars to Traffic Tickets | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California is poised this year to make changes to what some call “hidden” court fees: hundreds of dollars often tacked onto traffic tickets and minor violations that can increase their cost nearly tenfold. But so far, state officials disagree on how far to go.\u003c/p>\n\u003cp>Known as civil assessments, the fees are imposed on hundreds of thousands of Californians as a penalty for failing to pay a ticket by a deadline or failing to appear in court on a charge.\u003c/p>\n\u003cp>The vast majority of the fees are issued in traffic or infraction cases. A fine can be imposed each time a deadline is missed.\u003c/p>\n\u003cp>A $300 maximum fine can be added for violations as minor as jaywalking and on tickets that originally cost as little as $35, according to Debt Free Justice California, a coalition of organizations, policy experts and legal advocates opposing “unfair ways the criminal legal system drains wealth from vulnerable communities.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>California has one of the highest late fees in the nation, the coalition says. The group says the fees trap lower-income Californians in a cycle of ballooning debt to the courts.\u003c/p>\n\u003cp>Money collected from the extra charges bolsters court coffers, leading advocates to accuse the state of paying for its judicial system by charging those who can least afford it.\u003c/p>\n\u003cp>The fees generate nearly $100 million annually, and the courts retain more than half.\u003c/p>\n\u003cp>In Riverside County, the fees that the court system kept made up 14% of its budget, according to a report published by the coalition this year.\u003c/p>\n\u003cp>The report gave as an example a San Lorenzo resident who is a CalWorks recipient and mother who could not afford to pay for traffic violations. She was charged late fees on traffic citations five times since 2009, amounting to more than $1,500 of debt, about double the cost of the original tickets.\u003c/p>\n\u003cp>It made her ineligible for a driver’s license for 13 years, the report said.\u003c/p>\n\u003cp>“They were trying to take all of this money away from us,” she said, “but we didn’t have any in the first place.”\u003c/p>\n\u003cp>Civil assessment fees are disproportionately borne by people of color, who are overrepresented in traffic stops compared to their share of the population, the report said.\u003c/p>\n\u003cp>In January advocates sued San Mateo County Superior Court, challenging its practice of automatically charging the $300 maximum fee in all traffic cases with a missed deadline.\u003c/p>\n\u003cp>Gov. Gavin Newsom in his January budget proposed halving the fees, to a maximum of $150, and spending $50 million to backfill court budgets.\u003c/p>\n\u003cp>The proposal by some lawmakers and the Debt Free Justice coalition to eliminate the fees entirely could cost about twice as much. Senate leaders endorsed that plan in their budget proposals last month, as they announced an unprecedented $68 billion projected budget surplus.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>Too poor for tickets\u003c/h2>\n\u003cp>The coalition said it hopes Newsom will back full elimination of fees when he unveils his revised budget proposal this week. H.D. Palmer, a spokesperson for Newsom’s Department of Finance, declined to comment.\u003c/p>\n\u003cp>The Judicial Council, which governs the court system, has supported making changes to civil assessments. In a 2017 report, a commission of court officials recommended limiting the use of civil assessments or letting fines be converted to community service.\u003c/p>\n\u003cp>“We’re grateful for the efforts of both the Governor’s administration and the Legislature to reform the system and provide necessary backfill funding for the judicial branch,” said Martin Hoshino, administrative director of the Judicial Council, in an email. “We support the Governor’s proposal and are committed to working with him and with legislative leaders in the coming weeks as they finalize the state budget.”\u003c/p>\n\u003cp>The proposals come after the state eliminated dozens of court fines and fees over the past two years that advocates said disproportionately affected lower-income criminal defendants. The state repealed charges such as the cost of a public defender, drug testing, and probation and supervision services.\u003c/p>\n\u003cp>Newsom also signed a law last year that limits the state’s use of wage garnishments to claw back those debts and another that expanded a pilot program allowing Californians to ask the courts to reduce ticket fines they can’t afford to pay.\u003c/p>\n\u003cp>Last year a bill to eliminate civil assessments passed the state Senate but was gutted in the Assembly. The Debt Free Justice coalition said at the time it couldn’t get Newsom to agree to a deal to eliminate the fees.\u003c/p>\n\u003cp>Newsom’s administration told lawmakers the fee should be reduced but remain to motivate defendants to come to court.\u003c/p>\n\u003cp>“We feel the 50% reduction strikes a balance of providing immediate fiscal relief for all Californians and also preserving the viability of the civil assessment being used as a tool to keep individuals accountable, to compel individuals to appear in court proceedings,” Mark Jimenez, principal program budget analyst at the Department of Finance, told a Senate budget subcommittee in February.\u003c/p>\n\u003cp>Jimenez said the penalties are an alternative to issuing warrants to demand court attendance.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But senators were unconvinced that the fees were an effective motivator for those too poor to pay traffic tickets.\u003c/p>\n\u003cp>“If they don’t have the money … how is that any incentive to come in?” said Sen. Dave Cortese, a Democrat representing San José. “You either have it or you don’t.”\u003c/p>\n\u003cp>The coalition surveyed 200 Californians with recent traffic citations for its report; seventy-three percent said they did not know they would be issued a late fee for failing to appear or to pay, and 38% said extra fees would not have helped them make a timely payment.\u003c/p>\n\u003cp>Advocates suggested text messages would be more effective at getting defendants with demanding work schedules to court.\u003c/p>\n\u003cp>\u003cem>This article is part of the California Divide project, a collaboration among newsrooms examining income inequality and economic survival in California.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"disqusTitle": "Remember California's High-Speed Rail Project? It's Still Very Much a Reality in These Central Valley Communities",
"title": "Remember California's High-Speed Rail Project? It's Still Very Much a Reality in These Central Valley Communities",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>California’s high-speed rail system is someday (or so we’re told) supposed to whisk passengers between Los Angeles and San Francisco in under three hours, traversing the state at speeds of over 200 miles per hour.\u003c/p>\n\u003cp>In 2008, California voters approved nearly $10 billion in bonds to begin construction of the state’s bullet train system, the first project of its kind in the country.[pullquote align=\"right\" size=\"medium\" citation=\"Desrae Ruiz, ironworker, Fresno\"]'I would love to see the finished product of it and be able to say, 'I helped build that train with my husband.''[/pullquote]At the project’s official groundbreaking ceremony in Fresno in 2015, state officials, like then-Gov. Jerry Brown, promised that high-speed rail would not only connect LA and the Bay Area, via the Central Valley, but also eventually reach stations in Anaheim, San Diego and Sacramento.\u003c/p>\n\u003cp>Fast-forward to today, and the project is tens of billions of dollars over budget and years behind schedule, with critics lambasting it as a major boondoggle that should be scrapped.\u003c/p>\n\u003cp>If ever completed, the bullet train project — now projected to cost $105 billion, of which just over $10 billion has been spent so far — would be the single largest infrastructure investment in state history. It's also \u003ca href=\"https://calmatters.org/politics/2022/05/california-high-speed-rail-standoff/\">proven incredibly contentious\u003c/a> among state leaders, with Assembly Democrats still refusing to give Gov. Gavin Newsom a $4.2 billion appropriation for the project that he requested more than a year ago.\u003c/p>\n\u003cp>And for many Californians, the project is still very much an abstraction because they don’t live in places where they can see it being built.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But that’s not the case in the Central Valley, where construction has been underway for years now and where the first trains are slated to eventually start running. The High-Speed Rail Authority, which oversees the project, says it hopes to have the first segment of the line, between Bakersfield and Merced, ready for passenger service by 2030 — although officials also acknowledge further delays are possible.\u003c/p>\n\u003cfigure id=\"attachment_11913626\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7318-scaled.jpeg\">\u003cimg class=\"size-full wp-image-11913626\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7318-scaled.jpeg\" alt=\"A long line of concrete columns.\" width=\"2560\" height=\"1920\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7318-scaled.jpeg 2560w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7318-800x600.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7318-1020x765.jpeg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7318-160x120.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7318-1536x1152.jpeg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7318-2048x1536.jpeg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7318-1920x1440.jpeg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A long line of concrete columns near Fresno that will eventually support train tracks for one of the initial sections of California's high-speed rail project. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That’s dramatically scaled down from the original plan, which projected that the entire 520-mile section between LA and San Francisco would be completed by 2029.\u003c/p>\n\u003cp>On the edge of south Fresno, next to Highway 99, lies the Cedar Viaduct, a 3,700-foot-long structure with four massive arches and a concrete bed wide enough to fit future tracks.\u003c/p>\n\u003cp>This viaduct, which is already a kind of local landmark, is just one of more than 30 active high-speed rail project construction sites up and down the Central Valley.\u003c/p>\n\u003cp>“On any typical day, on average, we have about 1,100 dispatched workers on various sites,” said Toni Tinoco, deputy director of the High-Speed Rail Authority. “That's everything between Madera County, all the way to the city of Wasco. That's 119 miles to cover. And we have a lot of men and women in different trades going to these sites, constructing these structures every day.\"\u003c/p>\n\u003cp>Since breaking ground seven years ago, the project has created over 7,000 jobs and helped support nearly 700 small businesses across the state, she says, supplying everything from construction parts to office supplies.\u003c/p>\n\u003cp>Those economic benefits have been particularly important to Central Valley communities, she argues.\u003c/p>\n\u003cfigure id=\"attachment_11913624\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7287-scaled.jpeg\">\u003cimg class=\"wp-image-11913624\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7287-scaled.jpeg\" alt=\"A construction work in an orange vest and white hard hat hammers a steel beam.\" width=\"1920\" height=\"1440\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7287-scaled.jpeg 2560w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7287-800x600.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7287-1020x765.jpeg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7287-160x120.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7287-1536x1152.jpeg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7287-2048x1536.jpeg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7287-1920x1440.jpeg 1920w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A construction worker pounds a steel beam on the Cedar Viaduct, near Fresno. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Historically, we've had very, very high unemployment rates here,” she said. “High-speed rail has been one of the drivers of getting that number down. Being able to employ people. I mean, our workers and our contractors are here, they're living here, they're investing, they're eating, they're purchasing different products outside of construction, so that’s huge.\"\u003c/p>\n\u003cp>Many of the project’s components, like girders and enormous precast concrete slabs, are manufactured at a 40-acre, open-air yard surrounded by farm fields outside the community of Hanford, about 30 miles south of Fresno. The finished products are then loaded aboard flatbed trucks and transported to building sites across the Valley.\u003c/p>\n\u003cp>Doing the work here, as opposed to factories in LA or the Bay Area, cuts down on the transport costs, explains Craig Watt, a project supervisor who works for the private contractor Dragados-Flatiron Joint Venture.\u003c/p>\n\u003cp>“And a lot of the local suppliers for precast components in the state of California don't have the capacity to keep up with our demand,” he said\u003cstrong>. \u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_11913623\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7256-scaled-e1652128517394.jpeg\">\u003cimg class=\"wp-image-11913623 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7256-scaled-e1652128517394.jpeg\" alt=\"A man and women, both in orange construction vests and hard hats, pose for a picture. \" width=\"1920\" height=\"1440\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Husband-and-wife ironworkers Desrae Ruiz (left) and Keith Villagrana say their family has only benefited from working on the high-speed rail project. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ironworker Desrae Ruiz has been working at this site, alongside her husband, for several years, and says she feels like they’re both part of something historic.\u003c/p>\n\u003cp>“I would love to see the finished product of it and be able to say, ‘I helped build that train with my husband,’” Ruiz said. “Like, that's something that you can hold on to and nobody can take it from me, so it feels good.”[aside label=\"related coverage\" tag=\"high-speed-rail\"]“I started it as a job, and it's become my career,” she added. “I'm really wanting to stick to it full force and go as far as I can.”\u003c/p>\n\u003cp>What’s also good, says Desrae’s husband Keith Villagrana, is the years of steady work and generous pay that high-speed rail creates for residents here in the construction trades.\u003c/p>\n\u003cp>“I've actually made more money than I've ever made in the 10 years I've been in my trade,” Villagrana said. “This working for High-Speed Rail Authority has made a big difference in our lives, a very big difference.”\u003c/p>\n\u003cp>But not far from the project’s construction sites, it’s easy to find Central Valley residents who say they don’t see the benefits of the massive project.\u003c/p>\n\u003cp>“When I hear the words ‘high-speed rail,’ I think it's just a lot of waste of money,” said Michael Lopez, who owns Green and Clean, a small construction and landscaping business in the town of Selma, southeast of Fresno.\u003c/p>\n\u003cp>Lopez says he’s pretty well-connected to other small businesses in the area, and no one ever mentions high-speed rail being an economic game-changer for the Valley and its people.\u003c/p>\n\u003cfigure id=\"attachment_11913620\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7011-scaled.jpeg\">\u003cimg class=\"size-full wp-image-11913620\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7011-scaled.jpeg\" alt=\"An arched bridge crosses over a large street.\" width=\"2560\" height=\"1920\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7011-scaled.jpeg 2560w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7011-800x600.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7011-1020x765.jpeg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7011-160x120.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7011-1536x1152.jpeg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7011-2048x1536.jpeg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7011-1920x1440.jpeg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The nearly completed Cedar Viaduct, which will eventually carry bullet trains coming in and out of Fresno. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I don’t know who has these jobs,” he said. “I don’t know anybody who works for the high-speed rail personally. I got this contract for the high-speed rail and I’m making all this money?”\u003c/p>\n\u003cp>Lopez added, “It’s just going to be a money pit, continually consuming California’s taxpayers' money for something that is not very necessary.”[pullquote align=\"right\" size=\"medium\" citation=\"Jerry Kartunian, Fresno resident\"]'It's a rail that goes nowhere. ... We'll be all dead and gone by the time that thing is up and running.'[/pullquote]At a Panera restaurant in north Fresno, about a dozen regulars gather early in the mornings to talk about the hot-button issues of the day, including the rail project.\u003c/p>\n\u003cp>Asked how often the project comes up in conversation, Fresno resident Jerry Kartunian laughed: “Oh, every other day,” he said.\u003c/p>\n\u003cp>“It’s a rail that goes nowhere,” Kartunian added. “It's going from Bakersfield to Merced. It's supposed to go from LA to San Francisco at, what, $300 billion cost at the end of 35 years? We’ll be all dead and gone by the time that thing is up and running.”\u003c/p>\n\u003cp>But Tinoco, of the High-Speed Rail Authority, continues to fiercely defend the project, even as its price tag keeps rising. Each day of construction, she says, brings it closer to reality, despite the many naysayers.\u003c/p>\n\u003cfigure id=\"attachment_11913629\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7087-1-scaled.jpeg\">\u003cimg class=\"size-full wp-image-11913629\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7087-1-scaled.jpeg\" alt=\"Several construction workers stands in the distance on a large concrete arched bridge\" width=\"2560\" height=\"1920\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7087-1-scaled.jpeg 2560w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7087-1-800x600.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7087-1-1020x765.jpeg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7087-1-160x120.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7087-1-1536x1152.jpeg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7087-1-2048x1536.jpeg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7087-1-1920x1440.jpeg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">One of the four arches that make up the Cedar Viaduct, which is intended to eventually carry bullet trains in and out of Fresno. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The project got a financial shot in the arm last year when the Biden administration restored nearly a billion dollars in federal funding that had been cut by the Trump administration.\u003c/p>\n\u003cp>And late last month, its board approved a 90-mile extension between Merced and San José. It’s the first time that the route has been officially extended from the Central Valley toward a coastal city.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>”You're never going to get all of the support that you hope that you can get,” she said. “But the fact is that California voted on high-speed rail to get this started, and we're trying to deliver what Californians voted for.”\u003c/p>\n\u003cfigure id=\"attachment_11913621\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7018-scaled.jpeg\">\u003cimg class=\"size-full wp-image-11913621\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7018-scaled.jpeg\" alt=\"Elevated train tracks run through a flat expanse.\" width=\"2560\" height=\"1920\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7018-scaled.jpeg 2560w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7018-800x600.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7018-1020x765.jpeg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7018-160x120.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7018-1536x1152.jpeg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7018-2048x1536.jpeg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7018-1920x1440.jpeg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An elevated platform near Fresno where tracks will eventually be laid for a bullet train to travel across. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n",
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"excerpt": "For many Californians, the project is still very much an abstraction. But that's not the case in the Central Valley, where construction has been underway for years now and where the first trains are slated to eventually start running.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California’s high-speed rail system is someday (or so we’re told) supposed to whisk passengers between Los Angeles and San Francisco in under three hours, traversing the state at speeds of over 200 miles per hour.\u003c/p>\n\u003cp>In 2008, California voters approved nearly $10 billion in bonds to begin construction of the state’s bullet train system, the first project of its kind in the country.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>At the project’s official groundbreaking ceremony in Fresno in 2015, state officials, like then-Gov. Jerry Brown, promised that high-speed rail would not only connect LA and the Bay Area, via the Central Valley, but also eventually reach stations in Anaheim, San Diego and Sacramento.\u003c/p>\n\u003cp>Fast-forward to today, and the project is tens of billions of dollars over budget and years behind schedule, with critics lambasting it as a major boondoggle that should be scrapped.\u003c/p>\n\u003cp>If ever completed, the bullet train project — now projected to cost $105 billion, of which just over $10 billion has been spent so far — would be the single largest infrastructure investment in state history. It's also \u003ca href=\"https://calmatters.org/politics/2022/05/california-high-speed-rail-standoff/\">proven incredibly contentious\u003c/a> among state leaders, with Assembly Democrats still refusing to give Gov. Gavin Newsom a $4.2 billion appropriation for the project that he requested more than a year ago.\u003c/p>\n\u003cp>And for many Californians, the project is still very much an abstraction because they don’t live in places where they can see it being built.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But that’s not the case in the Central Valley, where construction has been underway for years now and where the first trains are slated to eventually start running. The High-Speed Rail Authority, which oversees the project, says it hopes to have the first segment of the line, between Bakersfield and Merced, ready for passenger service by 2030 — although officials also acknowledge further delays are possible.\u003c/p>\n\u003cfigure id=\"attachment_11913626\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7318-scaled.jpeg\">\u003cimg class=\"size-full wp-image-11913626\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7318-scaled.jpeg\" alt=\"A long line of concrete columns.\" width=\"2560\" height=\"1920\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7318-scaled.jpeg 2560w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7318-800x600.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7318-1020x765.jpeg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7318-160x120.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7318-1536x1152.jpeg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7318-2048x1536.jpeg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7318-1920x1440.jpeg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A long line of concrete columns near Fresno that will eventually support train tracks for one of the initial sections of California's high-speed rail project. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That’s dramatically scaled down from the original plan, which projected that the entire 520-mile section between LA and San Francisco would be completed by 2029.\u003c/p>\n\u003cp>On the edge of south Fresno, next to Highway 99, lies the Cedar Viaduct, a 3,700-foot-long structure with four massive arches and a concrete bed wide enough to fit future tracks.\u003c/p>\n\u003cp>This viaduct, which is already a kind of local landmark, is just one of more than 30 active high-speed rail project construction sites up and down the Central Valley.\u003c/p>\n\u003cp>“On any typical day, on average, we have about 1,100 dispatched workers on various sites,” said Toni Tinoco, deputy director of the High-Speed Rail Authority. “That's everything between Madera County, all the way to the city of Wasco. That's 119 miles to cover. And we have a lot of men and women in different trades going to these sites, constructing these structures every day.\"\u003c/p>\n\u003cp>Since breaking ground seven years ago, the project has created over 7,000 jobs and helped support nearly 700 small businesses across the state, she says, supplying everything from construction parts to office supplies.\u003c/p>\n\u003cp>Those economic benefits have been particularly important to Central Valley communities, she argues.\u003c/p>\n\u003cfigure id=\"attachment_11913624\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7287-scaled.jpeg\">\u003cimg class=\"wp-image-11913624\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7287-scaled.jpeg\" alt=\"A construction work in an orange vest and white hard hat hammers a steel beam.\" width=\"1920\" height=\"1440\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7287-scaled.jpeg 2560w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7287-800x600.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7287-1020x765.jpeg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7287-160x120.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7287-1536x1152.jpeg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7287-2048x1536.jpeg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7287-1920x1440.jpeg 1920w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A construction worker pounds a steel beam on the Cedar Viaduct, near Fresno. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Historically, we've had very, very high unemployment rates here,” she said. “High-speed rail has been one of the drivers of getting that number down. Being able to employ people. I mean, our workers and our contractors are here, they're living here, they're investing, they're eating, they're purchasing different products outside of construction, so that’s huge.\"\u003c/p>\n\u003cp>Many of the project’s components, like girders and enormous precast concrete slabs, are manufactured at a 40-acre, open-air yard surrounded by farm fields outside the community of Hanford, about 30 miles south of Fresno. The finished products are then loaded aboard flatbed trucks and transported to building sites across the Valley.\u003c/p>\n\u003cp>Doing the work here, as opposed to factories in LA or the Bay Area, cuts down on the transport costs, explains Craig Watt, a project supervisor who works for the private contractor Dragados-Flatiron Joint Venture.\u003c/p>\n\u003cp>“And a lot of the local suppliers for precast components in the state of California don't have the capacity to keep up with our demand,” he said\u003cstrong>. \u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_11913623\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7256-scaled-e1652128517394.jpeg\">\u003cimg class=\"wp-image-11913623 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7256-scaled-e1652128517394.jpeg\" alt=\"A man and women, both in orange construction vests and hard hats, pose for a picture. \" width=\"1920\" height=\"1440\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Husband-and-wife ironworkers Desrae Ruiz (left) and Keith Villagrana say their family has only benefited from working on the high-speed rail project. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ironworker Desrae Ruiz has been working at this site, alongside her husband, for several years, and says she feels like they’re both part of something historic.\u003c/p>\n\u003cp>“I would love to see the finished product of it and be able to say, ‘I helped build that train with my husband,’” Ruiz said. “Like, that's something that you can hold on to and nobody can take it from me, so it feels good.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“I started it as a job, and it's become my career,” she added. “I'm really wanting to stick to it full force and go as far as I can.”\u003c/p>\n\u003cp>What’s also good, says Desrae’s husband Keith Villagrana, is the years of steady work and generous pay that high-speed rail creates for residents here in the construction trades.\u003c/p>\n\u003cp>“I've actually made more money than I've ever made in the 10 years I've been in my trade,” Villagrana said. “This working for High-Speed Rail Authority has made a big difference in our lives, a very big difference.”\u003c/p>\n\u003cp>But not far from the project’s construction sites, it’s easy to find Central Valley residents who say they don’t see the benefits of the massive project.\u003c/p>\n\u003cp>“When I hear the words ‘high-speed rail,’ I think it's just a lot of waste of money,” said Michael Lopez, who owns Green and Clean, a small construction and landscaping business in the town of Selma, southeast of Fresno.\u003c/p>\n\u003cp>Lopez says he’s pretty well-connected to other small businesses in the area, and no one ever mentions high-speed rail being an economic game-changer for the Valley and its people.\u003c/p>\n\u003cfigure id=\"attachment_11913620\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7011-scaled.jpeg\">\u003cimg class=\"size-full wp-image-11913620\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7011-scaled.jpeg\" alt=\"An arched bridge crosses over a large street.\" width=\"2560\" height=\"1920\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7011-scaled.jpeg 2560w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7011-800x600.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7011-1020x765.jpeg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7011-160x120.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7011-1536x1152.jpeg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7011-2048x1536.jpeg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7011-1920x1440.jpeg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The nearly completed Cedar Viaduct, which will eventually carry bullet trains coming in and out of Fresno. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I don’t know who has these jobs,” he said. “I don’t know anybody who works for the high-speed rail personally. I got this contract for the high-speed rail and I’m making all this money?”\u003c/p>\n\u003cp>Lopez added, “It’s just going to be a money pit, continually consuming California’s taxpayers' money for something that is not very necessary.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>At a Panera restaurant in north Fresno, about a dozen regulars gather early in the mornings to talk about the hot-button issues of the day, including the rail project.\u003c/p>\n\u003cp>Asked how often the project comes up in conversation, Fresno resident Jerry Kartunian laughed: “Oh, every other day,” he said.\u003c/p>\n\u003cp>“It’s a rail that goes nowhere,” Kartunian added. “It's going from Bakersfield to Merced. It's supposed to go from LA to San Francisco at, what, $300 billion cost at the end of 35 years? We’ll be all dead and gone by the time that thing is up and running.”\u003c/p>\n\u003cp>But Tinoco, of the High-Speed Rail Authority, continues to fiercely defend the project, even as its price tag keeps rising. Each day of construction, she says, brings it closer to reality, despite the many naysayers.\u003c/p>\n\u003cfigure id=\"attachment_11913629\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7087-1-scaled.jpeg\">\u003cimg class=\"size-full wp-image-11913629\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7087-1-scaled.jpeg\" alt=\"Several construction workers stands in the distance on a large concrete arched bridge\" width=\"2560\" height=\"1920\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7087-1-scaled.jpeg 2560w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7087-1-800x600.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7087-1-1020x765.jpeg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7087-1-160x120.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7087-1-1536x1152.jpeg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7087-1-2048x1536.jpeg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7087-1-1920x1440.jpeg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">One of the four arches that make up the Cedar Viaduct, which is intended to eventually carry bullet trains in and out of Fresno. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The project got a financial shot in the arm last year when the Biden administration restored nearly a billion dollars in federal funding that had been cut by the Trump administration.\u003c/p>\n\u003cp>And late last month, its board approved a 90-mile extension between Merced and San José. It’s the first time that the route has been officially extended from the Central Valley toward a coastal city.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>”You're never going to get all of the support that you hope that you can get,” she said. “But the fact is that California voted on high-speed rail to get this started, and we're trying to deliver what Californians voted for.”\u003c/p>\n\u003cfigure id=\"attachment_11913621\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7018-scaled.jpeg\">\u003cimg class=\"size-full wp-image-11913621\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7018-scaled.jpeg\" alt=\"Elevated train tracks run through a flat expanse.\" width=\"2560\" height=\"1920\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7018-scaled.jpeg 2560w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7018-800x600.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7018-1020x765.jpeg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7018-160x120.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7018-1536x1152.jpeg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7018-2048x1536.jpeg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7018-1920x1440.jpeg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An elevated platform near Fresno where tracks will eventually be laid for a bullet train to travel across. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "The Inventor and Artist Who Tried Starting the First Airline Service to SF ... in 1849",
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"content": "\u003cp>If you lived on the East Coast and had gold fever in 1849, getting to California's gold country was not easy.\u003c/p>\n\u003cp>You had to either travel overland by foot, horse or wagon, or hop on a ship that would take you around Cape Horn at the southern tip of South America. Or you could catch a ship to Panama, where you would have to trudge through the jungle and catch another ship up to San Francisco.\u003c/p>\n\u003cp>Your trip would likely be measured in months rather than weeks.\u003c/p>\n\u003cp>Enter Rufus Porter, a serial inventor and artist, who promised \u003ca href=\"https://collection.sfomuseum.org/objects/1511919121\">his soon-to-be-built steam-powered \"aerial locomotive\"\u003c/a> could get you to California comfortably in three days at speeds of around 100 miles per hour.\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/airship_050622_final.png\">\u003cimg class=\"aligncenter wp-image-11913446 size-large\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/airship_050622_final-1020x1020.png\" alt='Cartoon: a dirigible floats through the sky as a happy gold mining sourdough character jumps into the sky holding a pick ax and gold pan. Text reads, \"air travel from N.Y. to S.F. ... in 1849? Rufus Porter promised a quick, 3-day trip westward on his 800-foot \"aerial locomotive.\" Tickets were $50, but the airship was never built.\"' width=\"640\" height=\"640\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/airship_050622_final-1020x1020.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/airship_050622_final-800x800.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/airship_050622_final-160x160.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/airship_050622_final-1536x1536.png 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/airship_050622_final.png 1920w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>Porter might sound like a nut — but he also founded \u003ca href=\"https://www.scientificamerican.com/\">Scientific American\u003c/a>, which remains a respected publication today, and has a \u003ca href=\"https://www.rufusportermuseum.org/\">museum dedicated to his artwork in Maine\u003c/a>.\u003c/p>\n\u003cp>His publication did much better than \u003ca href=\"https://www.inventionandtech.com/content/transcontinental-airline-1849-1\">his transcontinental airline service, which never got off the ground\u003c/a>, literally or figuratively.\u003c/p>\n\u003cp>Porter never sold enough tickets to fund the huge dirigible he promised.\u003c/p>\n\u003cp>(Perhaps someone also pointed out to him which way prevailing winds blow across the West.)\u003c/p>\n\u003cp>Eighty years later, though, the monstrous German dirigible \u003ca href=\"https://opensfhistory.org/news/2019/08/31/zeppelin-comes-to-san-francisco-a-closer-look/\">the Graf Zeppelin floated over San Francisco\u003c/a> after leaving Japan on its 22-day journey around the world.\u003c/p>\n\u003cp>Knowing what happened to \u003ca href=\"https://www.airships.net/hindenburg/disaster/\">the Hindenburg\u003c/a> and \u003ca href=\"https://www.theguardian.com/world/2016/nov/27/brazil-zeppelin-hangar-nazis\">the future that awaited the zeppelins\u003c/a>, riding a horse across the country seems like a walk in the park.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you lived on the East Coast and had gold fever in 1849, getting to California's gold country was not easy.\u003c/p>\n\u003cp>You had to either travel overland by foot, horse or wagon, or hop on a ship that would take you around Cape Horn at the southern tip of South America. Or you could catch a ship to Panama, where you would have to trudge through the jungle and catch another ship up to San Francisco.\u003c/p>\n\u003cp>Your trip would likely be measured in months rather than weeks.\u003c/p>\n\u003cp>Enter Rufus Porter, a serial inventor and artist, who promised \u003ca href=\"https://collection.sfomuseum.org/objects/1511919121\">his soon-to-be-built steam-powered \"aerial locomotive\"\u003c/a> could get you to California comfortably in three days at speeds of around 100 miles per hour.\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/airship_050622_final.png\">\u003cimg class=\"aligncenter wp-image-11913446 size-large\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/airship_050622_final-1020x1020.png\" alt='Cartoon: a dirigible floats through the sky as a happy gold mining sourdough character jumps into the sky holding a pick ax and gold pan. Text reads, \"air travel from N.Y. to S.F. ... in 1849? Rufus Porter promised a quick, 3-day trip westward on his 800-foot \"aerial locomotive.\" Tickets were $50, but the airship was never built.\"' width=\"640\" height=\"640\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/airship_050622_final-1020x1020.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/airship_050622_final-800x800.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/airship_050622_final-160x160.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/airship_050622_final-1536x1536.png 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/05/airship_050622_final.png 1920w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>Porter might sound like a nut — but he also founded \u003ca href=\"https://www.scientificamerican.com/\">Scientific American\u003c/a>, which remains a respected publication today, and has a \u003ca href=\"https://www.rufusportermuseum.org/\">museum dedicated to his artwork in Maine\u003c/a>.\u003c/p>\n\u003cp>His publication did much better than \u003ca href=\"https://www.inventionandtech.com/content/transcontinental-airline-1849-1\">his transcontinental airline service, which never got off the ground\u003c/a>, literally or figuratively.\u003c/p>\n\u003cp>Porter never sold enough tickets to fund the huge dirigible he promised.\u003c/p>\n\u003cp>(Perhaps someone also pointed out to him which way prevailing winds blow across the West.)\u003c/p>\n\u003cp>Eighty years later, though, the monstrous German dirigible \u003ca href=\"https://opensfhistory.org/news/2019/08/31/zeppelin-comes-to-san-francisco-a-closer-look/\">the Graf Zeppelin floated over San Francisco\u003c/a> after leaving Japan on its 22-day journey around the world.\u003c/p>\n\u003cp>Knowing what happened to \u003ca href=\"https://www.airships.net/hindenburg/disaster/\">the Hindenburg\u003c/a> and \u003ca href=\"https://www.theguardian.com/world/2016/nov/27/brazil-zeppelin-hangar-nazis\">the future that awaited the zeppelins\u003c/a>, riding a horse across the country seems like a walk in the park.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"storyMajorUpdateDate\">\u003cstrong>Updated April 18, 2022 at 6:58 PM ET\u003c/strong>\u003c/div>\n\u003cp>The federal travel mask mandate will not be implemented as the Biden administration reviews a Florida federal judge's ruling against it.\u003c/p>\n\u003cp>\"The agencies are reviewing the decision and assessing potential next steps. In the meantime, today's court decision means CDC's public transportation masking order is not in effect at this time,\" according to a Biden administration official.\u003c/p>\n\u003cp>\"Therefore, TSA will not enforce its Security Directives and Emergency Amendment requiring mask use on public transportation and transportation hubs at this time.\"\u003c/p>\n\u003cp>U.S. District Judge Kathryn Kimball Mizelle ruled that the federal mask mandate on planes, trains, buses and other modes of public transportation is \"unlawful.\"\u003c/p>\n\u003cp>Mizelle wrote in a \u003ca href=\"https://s3.documentcloud.org/documents/21636220/047124235804.pdf\">summary filed Monday \u003c/a>that the Centers for Disease Control and Prevention had exceeded its authority and failed to follow proper rulemaking procedures.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In a 59-page ruling, Mizelle argues that the mandate violates the Administrative Procedure Act, as the agency failed to prove its decision regarding implementing the mandate.\u003c/p>\n\u003cp>The lawsuit was filed in July 2021 by two plaintiffs and the \u003ca href=\"https://healthfreedomdefense.org/health-freedom-defense-fund-sues-biden-administration-over-mask-mandate/\">Health Freedom Defense Fund\u003c/a>.\u003c/p>\n\u003cp>[aside label=\"Related coverage\" tag=\"mask-mandate\"]\"The court concludes that the mask mandate exceeds the CDC's statutory authority and violates the procedures required for agency rulemaking under the APA,\" the judge wrote.\u003c/p>\n\u003cp>The White House called a federal judge's decision against the CDC mandate for public transportation \"disappointing,\" but said the administration's response was still under review.\u003c/p>\n\u003cp>\"This is obviously a disappointing decision,\" White House press secretary Jen Psaki told reporters Monday. \"The CDC continues recommending wearing a mask in public transit.\"\u003c/p>\n\u003cp>\"As you know, this just came out this afternoon so right now the Department of Homeland Security, who would be implementing, and the CDC are reviewing the decision,\" Psaki said. \"And of course, the Department of Justice would make any determination about litigation.\"\u003c/p>\n\u003cp>Just last week, the agency \u003ca href=\"https://www.npr.org/2022/04/14/1092785365/the-federal-transportation-mask-mandate-has-been-extended\">extended \u003c/a>the transportation mask mandate (which had been set to expire originally on April 18) through May 3 — allowing officials to take more time to study the BA.2 subvariant of COVID-19.\u003c/p>\n\u003cp>\"We do have upward trends of infections. CDC is responding to the data, and it's implementing the measure it has the authority to do,\" said James Hodge, a public health law professor at Arizona State University in an \u003ca href=\"https://www.npr.org/2022/04/14/1092785365/the-federal-transportation-mask-mandate-has-been-extended\">interview \u003c/a>with NPR.\u003c/p>\n\u003cp>Last month, governors from 21 states \u003ca href=\"http://myfloridalegal.com/webfiles.nsf/WF/GPEY-CCYHZH/%24file/Mask+Complaint+as+Filed.pdf\">sued the Biden administration \u003c/a>to end the federal public transportation mask mandate, arguing that the continued enforcement \"harms the states\" and interferes with some local laws.\u003c/p>\n\u003cp>The filing came days after \u003ca href=\"https://www.npr.org/2022/03/24/1088669929/airlines-federal-travel-mask-mandate\">airline CEOs\u003c/a> called on President Biden to drop the mandate.\u003c/p>\n\u003cp>\"President Biden's shortsighted, heavy-handed and unlawful travel policies are frustrating travelers and causing chaos on public transportation,\" Florida Attorney General Ashley Moody, who is leading the states' effort, \u003ca href=\"http://www.myfloridalegal.com/newsrel.nsf/newsreleases/AA77384F1742127E852588140055CA74\">said in a statement.\u003c/a> \"It's long past time to alleviate some of the pressure on travelers and those working in the travel industry by immediately ending Biden's unlawful public transportation mandates.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The mask-wearing requirement had been initially imposed in early 2021, shortly after Biden took office, in an effort to slow the spread of COVID-19.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2022 NPR. To see more, visit https://www.npr.org.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=TSA+will+no+longer+enforce+travel+mask+mandate+after+a+federal+judge+strikes+it+down+&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cdiv class=\"storyMajorUpdateDate\">\u003cstrong>Updated April 18, 2022 at 6:58 PM ET\u003c/strong>\u003c/div>\n\u003cp>The federal travel mask mandate will not be implemented as the Biden administration reviews a Florida federal judge's ruling against it.\u003c/p>\n\u003cp>\"The agencies are reviewing the decision and assessing potential next steps. In the meantime, today's court decision means CDC's public transportation masking order is not in effect at this time,\" according to a Biden administration official.\u003c/p>\n\u003cp>\"Therefore, TSA will not enforce its Security Directives and Emergency Amendment requiring mask use on public transportation and transportation hubs at this time.\"\u003c/p>\n\u003cp>U.S. District Judge Kathryn Kimball Mizelle ruled that the federal mask mandate on planes, trains, buses and other modes of public transportation is \"unlawful.\"\u003c/p>\n\u003cp>Mizelle wrote in a \u003ca href=\"https://s3.documentcloud.org/documents/21636220/047124235804.pdf\">summary filed Monday \u003c/a>that the Centers for Disease Control and Prevention had exceeded its authority and failed to follow proper rulemaking procedures.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In a 59-page ruling, Mizelle argues that the mandate violates the Administrative Procedure Act, as the agency failed to prove its decision regarding implementing the mandate.\u003c/p>\n\u003cp>The lawsuit was filed in July 2021 by two plaintiffs and the \u003ca href=\"https://healthfreedomdefense.org/health-freedom-defense-fund-sues-biden-administration-over-mask-mandate/\">Health Freedom Defense Fund\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\"The court concludes that the mask mandate exceeds the CDC's statutory authority and violates the procedures required for agency rulemaking under the APA,\" the judge wrote.\u003c/p>\n\u003cp>The White House called a federal judge's decision against the CDC mandate for public transportation \"disappointing,\" but said the administration's response was still under review.\u003c/p>\n\u003cp>\"This is obviously a disappointing decision,\" White House press secretary Jen Psaki told reporters Monday. \"The CDC continues recommending wearing a mask in public transit.\"\u003c/p>\n\u003cp>\"As you know, this just came out this afternoon so right now the Department of Homeland Security, who would be implementing, and the CDC are reviewing the decision,\" Psaki said. \"And of course, the Department of Justice would make any determination about litigation.\"\u003c/p>\n\u003cp>Just last week, the agency \u003ca href=\"https://www.npr.org/2022/04/14/1092785365/the-federal-transportation-mask-mandate-has-been-extended\">extended \u003c/a>the transportation mask mandate (which had been set to expire originally on April 18) through May 3 — allowing officials to take more time to study the BA.2 subvariant of COVID-19.\u003c/p>\n\u003cp>\"We do have upward trends of infections. CDC is responding to the data, and it's implementing the measure it has the authority to do,\" said James Hodge, a public health law professor at Arizona State University in an \u003ca href=\"https://www.npr.org/2022/04/14/1092785365/the-federal-transportation-mask-mandate-has-been-extended\">interview \u003c/a>with NPR.\u003c/p>\n\u003cp>Last month, governors from 21 states \u003ca href=\"http://myfloridalegal.com/webfiles.nsf/WF/GPEY-CCYHZH/%24file/Mask+Complaint+as+Filed.pdf\">sued the Biden administration \u003c/a>to end the federal public transportation mask mandate, arguing that the continued enforcement \"harms the states\" and interferes with some local laws.\u003c/p>\n\u003cp>The filing came days after \u003ca href=\"https://www.npr.org/2022/03/24/1088669929/airlines-federal-travel-mask-mandate\">airline CEOs\u003c/a> called on President Biden to drop the mandate.\u003c/p>\n\u003cp>\"President Biden's shortsighted, heavy-handed and unlawful travel policies are frustrating travelers and causing chaos on public transportation,\" Florida Attorney General Ashley Moody, who is leading the states' effort, \u003ca href=\"http://www.myfloridalegal.com/newsrel.nsf/newsreleases/AA77384F1742127E852588140055CA74\">said in a statement.\u003c/a> \"It's long past time to alleviate some of the pressure on travelers and those working in the travel industry by immediately ending Biden's unlawful public transportation mandates.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The mask-wearing requirement had been initially imposed in early 2021, shortly after Biden took office, in an effort to slow the spread of COVID-19.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2022 NPR. To see more, visit https://www.npr.org.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=TSA+will+no+longer+enforce+travel+mask+mandate+after+a+federal+judge+strikes+it+down+&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp data-reader-unique-id=\"6\">California’s clean-air regulators on Tuesday unveiled \u003ca href=\"https://ww2.arb.ca.gov/rulemaking/2022/advanced-clean-cars-ii?utm_medium=email&utm_source=govdelivery\">a far-reaching proposal requiring a ramp-up in sales of zero-emission cars\u003c/a>, culminating in a ban on new gasoline-powered cars by 2035.\u003c/p>\n\u003cp data-reader-unique-id=\"8\">The rules to force Californians to end their dependence on conventional cars are a critical component of California’s goals to tackle climate change and poor air quality.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Daniel Sperling, member, Air Resources Board, and founding director, UC Davis Institute of Transportation Studies\"]‘This is a hugely important inflection point. This rule finally, definitively, puts us on the path to 100% zero-emission vehicles.’[/pullquote]\u003c/p>\n\u003cp data-reader-unique-id=\"9\">If adopted by the California Air Resources Board this summer, the regulations would be the first in the world and could pave the way for nationwide standards. At least \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/2022-03/%C2%A7177%20States%20%283-17-2022%29%20%28NADA%20sales%29.pdf\">15 other states pledged to follow California’s lead on car standards\u003c/a>, and the federal government usually follows.\u003c/p>\n\u003cp data-reader-unique-id=\"11\">Carrying out \u003ca href=\"https://calmatters.org/environment/2020/09/california-ban-gasoline-powered-cars-in-2035/\" data-reader-unique-id=\"12\">Gov. Gavin Newsom’s 2020 executive order\u003c/a> ordering the board to end the sale of gas-powered cars in California by 2035, the new proposal sets in motion the public regulatory process. Public comments will be collected for 45 days, and then a hearing will be held on June 9. The board is expected to vote in August.\u003c/p>\n\u003cp data-reader-unique-id=\"13\">“This is a hugely important inflection point. This rule finally, definitively, puts us on the path to 100% zero-emission vehicles,” said \u003ca href=\"https://its.ucdavis.edu/people/daniel-sperling/\" data-reader-unique-id=\"14\">Daniel Sperling\u003c/a>, a member of the Air Resources Board and founding director of the University of California, Davis Institute of Transportation Studies.\u003c/p>\n\u003cp data-reader-unique-id=\"15\">An \u003ca href=\"https://www.autosinnovate.org/\" data-reader-unique-id=\"16\">alliance representing nearly all automakers\u003c/a> said in a statement Wednesday that they are “committed to electrification and a net-zero carbon transportation future.” Many major manufacturers, including \u003ca href=\"https://www.autonews.com/automakers-suppliers/gm-2035-ev-goal-not-guarantee\" data-reader-unique-id=\"17\">General Motors\u003c/a>, have already announced \u003ca href=\"https://www.forbes.com/wheels/news/automaker-ev-plans/\" data-reader-unique-id=\"18\">goals to ramp up clean-car models on a similar time frame\u003c/a>.[aside postID=\"science_1978716,science_1979080,science_1979033\" label=\"Related Posts\"]But the automakers added that it’s critical for governments to ensure that “everything from [electric car] infrastructure, demand, critical minerals and supply chain are in place.” Even then, the companies said the state’s proposed rules “will be extremely challenging even in California and may not be achievable” in other states.\u003c/p>\n\u003cp data-reader-unique-id=\"20\">Vehicles that run on gasoline or diesel fuel are the \u003ca href=\"https://ww2.arb.ca.gov/resources/documents/2020-mobile-source-strategy\">state’s biggest source of planet-warming greenhouse gases, smog and dangerous particles\u003c/a>. Under the proposed regulation, about 384 million fewer metric tons of greenhouse gases will be emitted between 2026 and 2040, according to air board staff — more than \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/classic/cc/inventory/2000_2019_ghg_inventory_trends_20220401.pdf\">the total amount the state emitted in 2019\u003c/a> across its economy.\u003c/p>\n\u003cfigure data-amp-original-style=\"background-color:#ffda83\" data-reader-unique-id=\"23\">\u003c/figure>\n\u003cp data-reader-unique-id=\"27\">If enacted, 35% of new cars, SUVs and small pickups sold in the state must be zero-emission starting in 2026, increasing to 68% in 2030 and 100% in 2035. Of those, 20% can be plug-in hybrids.\u003c/p>\n\u003cp data-reader-unique-id=\"28\">The rule does not apply to sales of preowned cars, and it wouldn’t do anything to force the millions of existing gasoline-powered cars off roads. Only about 2% of cars on California’s roads were zero-emission in 2020.\u003c/p>\n\u003cp data-reader-unique-id=\"29\">California has already enacted \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/zero-emission-vehicle-program\">standards that will require roughly 8% of new cars sold in the state to be zero-emission in 2025\u003c/a>, according to air board staff. That goal already has been exceeded: About \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-insights/zero-emission-vehicle-and-infrastructure-statistics/vehicle-population\">12% of California’s 2021 new vehicle sales were clean cars\u003c/a>, according to state data. But the pace would have to triple in just five years to reach the new target.\u003c/p>\n\u003cp data-reader-unique-id=\"32\">One of the biggest roadblocks could be the lack of charging stations for electric cars. Nearly \u003ca href=\"https://www.energy.ca.gov/publications/2020/assembly-bill-2127-electric-vehicle-charging-infrastructure-assessment-analyzing\">1.2 million chargers will be needed for the 8 million zero-emission vehicles\u003c/a> expected in California by 2030, according to a state report. Right now, there are only about 70,000 with another 123,000 on the way, falling far short.\u003c/p>\n\u003cp data-reader-unique-id=\"34\">Another obstacle is the cost of the vehicles. “The cost to manufacturers will be high per vehicle in the early years, but significantly decrease over time by 2035,” the air board’s staff report says.\u003c/p>\n\u003cp data-reader-unique-id=\"42\">The economic benefits of the mandate are expected to exceed the costs: The costs could run $289 billion over the lifetime of the rule while the economic benefits could reach at least $338 billion — a net benefit of $48 billion, according to air board staff.\u003c/p>\n\u003cp data-reader-unique-id=\"43\">Electric cars now cost more to purchase, but price drops plus savings on gas and maintenance would add up, saving consumers an estimated $3,200 over 10 years for a 2026 car and $7,500 for a 2035 car, the air board calculated.\u003c/p>\n\u003cp data-reader-unique-id=\"44\">In an effort to address consumer reluctance, manufacturers would be required to meet minimum performance, durability and warranty requirements for zero-emission vehicles. Cars would have to be able drive at least 150 miles on a single charge, up from the current 50-mile mandate, and batteries would need to last longer and carry a manufacturer’s warranty.\u003c/p>\n\u003cp data-reader-unique-id=\"45\">The goal is to ensure that new and used zero-emission vehicles “can serve as full replacement vehicles for conventional vehicles in every household in California,” the air board says.\u003c/p>\n\u003cfigure data-reader-unique-id=\"46\">\u003c/figure>\n\u003cp data-reader-unique-id=\"49\">Environmental advocates \u003ca href=\"https://blog.ucsusa.org/dave-reichmuth/is-california-about-to-give-up-the-drivers-seat-on-electric-vehicles/\" data-reader-unique-id=\"50\">had raised concerns about previous drafts\u003c/a>, saying they ramped up too slowly, allowing millions of cars powered by fossil fuels to remain on the roads, since the average car is driven for 12 years.\u003c/p>\n\u003cp data-reader-unique-id=\"51\">Starting at a sales requirement of 35% is “a marked improvement,” said Don Anair, research and deputy director of the Union of Concerned Scientists’ Clean Transportation Program. Still, he said, “It’s kind of the bare minimum. So we really see that as a floor, not a ceiling, to get started.”\u003c/p>\n\u003cp data-reader-unique-id=\"52\">Environmental groups on Wednesday urged the board to set a more stringent target of 75% zero-emission sales in 2030. They also are seeking mandatory equity provisions that would ensure electric cars are in communities that suffer the most pollution.\u003c/p>\n\u003cp data-reader-unique-id=\"53\">Under the proposed rule, car manufacturers would be allowed to meet a small portion of their sales targets through 2031 with credits aimed at helping lower-income residents. For instance, they could earn credits for selling less-expensive new zero-emission cars costing less than $20,000 or ensure that vehicles are offered up for resale in the state.\u003c/p>\n\u003cp data-reader-unique-id=\"54\">Last year Newsom approved a \u003ca href=\"https://www.gov.ca.gov/2021/09/23/governor-newsom-signs-climate-action-bills-outlines-historic-15-billion-package-to-tackle-the-climate-crisis-and-protect-vulnerable-communities/\" data-reader-unique-id=\"55\">$3.9 billion zero-emission vehicle budget\u003c/a> that included about \u003ca href=\"https://www.ebudget.ca.gov/2021-22/pdf/Enacted/BudgetSummary/ClimateChange.pdf\" data-reader-unique-id=\"56\">$1.2 billion\u003c/a> to bolster rebates and other clean-car incentives, particularly for lower-income and marginalized communities. Another $300 million will go toward building charging and fueling infrastructure. This year Newsom proposed another \u003ca href=\"https://lao.ca.gov/Publications/Report/4561\" data-reader-unique-id=\"57\">$10 billion zero-emission funding package\u003c/a> in his January budget blueprint.\u003c/p>\n\u003cp data-reader-unique-id=\"60\">The \u003ca href=\"https://calmatters.org/environment/2021/02/audit-overstating-greenhouse-gas-cuts/\" data-reader-unique-id=\"61\">state auditor has warned\u003c/a> the Air Resources Board, however, that it “has generally not determined the effects its incentive programs have on consumers’ behavior and thus, has overstated [greenhouse gas] emissions reductions its incentive programs achieve.”\u003c/p>\n\u003cp data-reader-unique-id=\"62\">While battery-powered cars emit no pollutants, the generation of the power that runs them does. However, air-quality regulators say \u003ca href=\"https://ww2.arb.ca.gov/ghg-inventory-data\">emissions from electricity generation are far lower\u003c/a> than those from vehicles. Much of \u003ca href=\"https://lao.ca.gov/Publications/Report/4131\">California’s electricity comes from natural gas, solar, wind and hydropower\u003c/a>.\u003c/p>\n\u003cp data-reader-unique-id=\"65\">\u003ca href=\"https://theclimatecenter.org/wp-content/uploads/2020/03/Survey-on-Global-Activities-to-Phase-Out-ICE-Vehicles-update-3.18.20-1.pdf\">Other nations are on similar paths\u003c/a> toward \u003ca href=\"https://calmatters.org/environment/2021/11/cars-trucks-climate-international-california-mandates/\" data-reader-unique-id=\"67\">phasing out fossil fuel-powered vehicles\u003c/a>, but no state or nation has adopted a rule that bans them. However, the \u003ca href=\"https://euobserver.com/green-economy/152419\">European Union is considering a large package of climate change laws\u003c/a> that would, in effect, prohibit fossil fuel cars by requiring a 100% cut in all carbon dioxide emissions by 2035.\u003c/p>\n\u003cp data-reader-unique-id=\"69\">\u003ca href=\"https://lawfilesext.leg.wa.gov/biennium/2021-22/Pdf/Bills/Senate%20Passed%20Legislature/5974-S.PL.pdf?q=20220412195156\">Washington state’s Legislature also recently passed a transportation bill\u003c/a> that set a goal that all cars sold, purchased or registered in the state by 2030 be electric vehicles. But it’s not an enforceable regulation like California’s would be if enacted this summer.\u003c/p>\n\u003cp data-reader-unique-id=\"71\">California’s proposal comes as \u003ca href=\"https://www.gasbuddy.com/gaspricemap?lat=38.822395&lng=-96.591588&z=4\">gas prices soar to more than $5 per gallon\u003c/a> in the state. Critics say the \u003ca href=\"https://calmatters.org/economy/2022/03/california-gas-prices-climate/\">Newsom administration is sending mixed messages\u003c/a> about gasoline-powered cars by proposing \u003ca href=\"https://calmatters.us11.list-manage.com/track/click?u=5f4af3af825368013c58e4547&id=7bc0986a2c&e=0cbe35fab1\" data-reader-unique-id=\"75\">rebates for car owners\u003c/a>.\u003c/p>\n\u003cp data-reader-unique-id=\"76\">The zero-emission vehicle proposal will require approval of the U.S. Environmental Protection Agency for implementation. Since the 1960s, \u003ca href=\"https://calmatters.org/explainers/california-auto-emissions-standards-fight-with-donald-trump-explained/\">the state has led the country\u003c/a> in cleaning up the exhaust that creates California’s choking smog. The federal Clean Air Act gave California authority to set its own tailpipe emissions standards.\u003c/p>\n\u003cp data-reader-unique-id=\"78\">The Trump administration acted to eliminate that authority, but President Joe Biden’s \u003ca href=\"https://nepis.epa.gov/Exe/ZyPDF.cgi?Dockey=P1014870.pdf\">EPA overturned the decision in March\u003c/a>. Newsom called it “a major victory for the environment, our economy, and the health of families across the country” and said the state “looks forward to partnering with the Biden Administration to make a zero-emission future a reality for all Americans.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp data-reader-unique-id=\"6\">California’s clean-air regulators on Tuesday unveiled \u003ca href=\"https://ww2.arb.ca.gov/rulemaking/2022/advanced-clean-cars-ii?utm_medium=email&utm_source=govdelivery\">a far-reaching proposal requiring a ramp-up in sales of zero-emission cars\u003c/a>, culminating in a ban on new gasoline-powered cars by 2035.\u003c/p>\n\u003cp data-reader-unique-id=\"8\">The rules to force Californians to end their dependence on conventional cars are a critical component of California’s goals to tackle climate change and poor air quality.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp data-reader-unique-id=\"9\">If adopted by the California Air Resources Board this summer, the regulations would be the first in the world and could pave the way for nationwide standards. At least \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/2022-03/%C2%A7177%20States%20%283-17-2022%29%20%28NADA%20sales%29.pdf\">15 other states pledged to follow California’s lead on car standards\u003c/a>, and the federal government usually follows.\u003c/p>\n\u003cp data-reader-unique-id=\"11\">Carrying out \u003ca href=\"https://calmatters.org/environment/2020/09/california-ban-gasoline-powered-cars-in-2035/\" data-reader-unique-id=\"12\">Gov. Gavin Newsom’s 2020 executive order\u003c/a> ordering the board to end the sale of gas-powered cars in California by 2035, the new proposal sets in motion the public regulatory process. Public comments will be collected for 45 days, and then a hearing will be held on June 9. The board is expected to vote in August.\u003c/p>\n\u003cp data-reader-unique-id=\"13\">“This is a hugely important inflection point. This rule finally, definitively, puts us on the path to 100% zero-emission vehicles,” said \u003ca href=\"https://its.ucdavis.edu/people/daniel-sperling/\" data-reader-unique-id=\"14\">Daniel Sperling\u003c/a>, a member of the Air Resources Board and founding director of the University of California, Davis Institute of Transportation Studies.\u003c/p>\n\u003cp data-reader-unique-id=\"15\">An \u003ca href=\"https://www.autosinnovate.org/\" data-reader-unique-id=\"16\">alliance representing nearly all automakers\u003c/a> said in a statement Wednesday that they are “committed to electrification and a net-zero carbon transportation future.” Many major manufacturers, including \u003ca href=\"https://www.autonews.com/automakers-suppliers/gm-2035-ev-goal-not-guarantee\" data-reader-unique-id=\"17\">General Motors\u003c/a>, have already announced \u003ca href=\"https://www.forbes.com/wheels/news/automaker-ev-plans/\" data-reader-unique-id=\"18\">goals to ramp up clean-car models on a similar time frame\u003c/a>.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But the automakers added that it’s critical for governments to ensure that “everything from [electric car] infrastructure, demand, critical minerals and supply chain are in place.” Even then, the companies said the state’s proposed rules “will be extremely challenging even in California and may not be achievable” in other states.\u003c/p>\n\u003cp data-reader-unique-id=\"20\">Vehicles that run on gasoline or diesel fuel are the \u003ca href=\"https://ww2.arb.ca.gov/resources/documents/2020-mobile-source-strategy\">state’s biggest source of planet-warming greenhouse gases, smog and dangerous particles\u003c/a>. Under the proposed regulation, about 384 million fewer metric tons of greenhouse gases will be emitted between 2026 and 2040, according to air board staff — more than \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/classic/cc/inventory/2000_2019_ghg_inventory_trends_20220401.pdf\">the total amount the state emitted in 2019\u003c/a> across its economy.\u003c/p>\n\u003cfigure data-amp-original-style=\"background-color:#ffda83\" data-reader-unique-id=\"23\">\u003c/figure>\n\u003cp data-reader-unique-id=\"27\">If enacted, 35% of new cars, SUVs and small pickups sold in the state must be zero-emission starting in 2026, increasing to 68% in 2030 and 100% in 2035. Of those, 20% can be plug-in hybrids.\u003c/p>\n\u003cp data-reader-unique-id=\"28\">The rule does not apply to sales of preowned cars, and it wouldn’t do anything to force the millions of existing gasoline-powered cars off roads. Only about 2% of cars on California’s roads were zero-emission in 2020.\u003c/p>\n\u003cp data-reader-unique-id=\"29\">California has already enacted \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/zero-emission-vehicle-program\">standards that will require roughly 8% of new cars sold in the state to be zero-emission in 2025\u003c/a>, according to air board staff. That goal already has been exceeded: About \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-insights/zero-emission-vehicle-and-infrastructure-statistics/vehicle-population\">12% of California’s 2021 new vehicle sales were clean cars\u003c/a>, according to state data. But the pace would have to triple in just five years to reach the new target.\u003c/p>\n\u003cp data-reader-unique-id=\"32\">One of the biggest roadblocks could be the lack of charging stations for electric cars. Nearly \u003ca href=\"https://www.energy.ca.gov/publications/2020/assembly-bill-2127-electric-vehicle-charging-infrastructure-assessment-analyzing\">1.2 million chargers will be needed for the 8 million zero-emission vehicles\u003c/a> expected in California by 2030, according to a state report. Right now, there are only about 70,000 with another 123,000 on the way, falling far short.\u003c/p>\n\u003cp data-reader-unique-id=\"34\">Another obstacle is the cost of the vehicles. “The cost to manufacturers will be high per vehicle in the early years, but significantly decrease over time by 2035,” the air board’s staff report says.\u003c/p>\n\u003cp data-reader-unique-id=\"42\">The economic benefits of the mandate are expected to exceed the costs: The costs could run $289 billion over the lifetime of the rule while the economic benefits could reach at least $338 billion — a net benefit of $48 billion, according to air board staff.\u003c/p>\n\u003cp data-reader-unique-id=\"43\">Electric cars now cost more to purchase, but price drops plus savings on gas and maintenance would add up, saving consumers an estimated $3,200 over 10 years for a 2026 car and $7,500 for a 2035 car, the air board calculated.\u003c/p>\n\u003cp data-reader-unique-id=\"44\">In an effort to address consumer reluctance, manufacturers would be required to meet minimum performance, durability and warranty requirements for zero-emission vehicles. Cars would have to be able drive at least 150 miles on a single charge, up from the current 50-mile mandate, and batteries would need to last longer and carry a manufacturer’s warranty.\u003c/p>\n\u003cp data-reader-unique-id=\"45\">The goal is to ensure that new and used zero-emission vehicles “can serve as full replacement vehicles for conventional vehicles in every household in California,” the air board says.\u003c/p>\n\u003cfigure data-reader-unique-id=\"46\">\u003c/figure>\n\u003cp data-reader-unique-id=\"49\">Environmental advocates \u003ca href=\"https://blog.ucsusa.org/dave-reichmuth/is-california-about-to-give-up-the-drivers-seat-on-electric-vehicles/\" data-reader-unique-id=\"50\">had raised concerns about previous drafts\u003c/a>, saying they ramped up too slowly, allowing millions of cars powered by fossil fuels to remain on the roads, since the average car is driven for 12 years.\u003c/p>\n\u003cp data-reader-unique-id=\"51\">Starting at a sales requirement of 35% is “a marked improvement,” said Don Anair, research and deputy director of the Union of Concerned Scientists’ Clean Transportation Program. Still, he said, “It’s kind of the bare minimum. So we really see that as a floor, not a ceiling, to get started.”\u003c/p>\n\u003cp data-reader-unique-id=\"52\">Environmental groups on Wednesday urged the board to set a more stringent target of 75% zero-emission sales in 2030. They also are seeking mandatory equity provisions that would ensure electric cars are in communities that suffer the most pollution.\u003c/p>\n\u003cp data-reader-unique-id=\"53\">Under the proposed rule, car manufacturers would be allowed to meet a small portion of their sales targets through 2031 with credits aimed at helping lower-income residents. For instance, they could earn credits for selling less-expensive new zero-emission cars costing less than $20,000 or ensure that vehicles are offered up for resale in the state.\u003c/p>\n\u003cp data-reader-unique-id=\"54\">Last year Newsom approved a \u003ca href=\"https://www.gov.ca.gov/2021/09/23/governor-newsom-signs-climate-action-bills-outlines-historic-15-billion-package-to-tackle-the-climate-crisis-and-protect-vulnerable-communities/\" data-reader-unique-id=\"55\">$3.9 billion zero-emission vehicle budget\u003c/a> that included about \u003ca href=\"https://www.ebudget.ca.gov/2021-22/pdf/Enacted/BudgetSummary/ClimateChange.pdf\" data-reader-unique-id=\"56\">$1.2 billion\u003c/a> to bolster rebates and other clean-car incentives, particularly for lower-income and marginalized communities. Another $300 million will go toward building charging and fueling infrastructure. This year Newsom proposed another \u003ca href=\"https://lao.ca.gov/Publications/Report/4561\" data-reader-unique-id=\"57\">$10 billion zero-emission funding package\u003c/a> in his January budget blueprint.\u003c/p>\n\u003cp data-reader-unique-id=\"60\">The \u003ca href=\"https://calmatters.org/environment/2021/02/audit-overstating-greenhouse-gas-cuts/\" data-reader-unique-id=\"61\">state auditor has warned\u003c/a> the Air Resources Board, however, that it “has generally not determined the effects its incentive programs have on consumers’ behavior and thus, has overstated [greenhouse gas] emissions reductions its incentive programs achieve.”\u003c/p>\n\u003cp data-reader-unique-id=\"62\">While battery-powered cars emit no pollutants, the generation of the power that runs them does. However, air-quality regulators say \u003ca href=\"https://ww2.arb.ca.gov/ghg-inventory-data\">emissions from electricity generation are far lower\u003c/a> than those from vehicles. Much of \u003ca href=\"https://lao.ca.gov/Publications/Report/4131\">California’s electricity comes from natural gas, solar, wind and hydropower\u003c/a>.\u003c/p>\n\u003cp data-reader-unique-id=\"65\">\u003ca href=\"https://theclimatecenter.org/wp-content/uploads/2020/03/Survey-on-Global-Activities-to-Phase-Out-ICE-Vehicles-update-3.18.20-1.pdf\">Other nations are on similar paths\u003c/a> toward \u003ca href=\"https://calmatters.org/environment/2021/11/cars-trucks-climate-international-california-mandates/\" data-reader-unique-id=\"67\">phasing out fossil fuel-powered vehicles\u003c/a>, but no state or nation has adopted a rule that bans them. However, the \u003ca href=\"https://euobserver.com/green-economy/152419\">European Union is considering a large package of climate change laws\u003c/a> that would, in effect, prohibit fossil fuel cars by requiring a 100% cut in all carbon dioxide emissions by 2035.\u003c/p>\n\u003cp data-reader-unique-id=\"69\">\u003ca href=\"https://lawfilesext.leg.wa.gov/biennium/2021-22/Pdf/Bills/Senate%20Passed%20Legislature/5974-S.PL.pdf?q=20220412195156\">Washington state’s Legislature also recently passed a transportation bill\u003c/a> that set a goal that all cars sold, purchased or registered in the state by 2030 be electric vehicles. But it’s not an enforceable regulation like California’s would be if enacted this summer.\u003c/p>\n\u003cp data-reader-unique-id=\"71\">California’s proposal comes as \u003ca href=\"https://www.gasbuddy.com/gaspricemap?lat=38.822395&lng=-96.591588&z=4\">gas prices soar to more than $5 per gallon\u003c/a> in the state. Critics say the \u003ca href=\"https://calmatters.org/economy/2022/03/california-gas-prices-climate/\">Newsom administration is sending mixed messages\u003c/a> about gasoline-powered cars by proposing \u003ca href=\"https://calmatters.us11.list-manage.com/track/click?u=5f4af3af825368013c58e4547&id=7bc0986a2c&e=0cbe35fab1\" data-reader-unique-id=\"75\">rebates for car owners\u003c/a>.\u003c/p>\n\u003cp data-reader-unique-id=\"76\">The zero-emission vehicle proposal will require approval of the U.S. Environmental Protection Agency for implementation. Since the 1960s, \u003ca href=\"https://calmatters.org/explainers/california-auto-emissions-standards-fight-with-donald-trump-explained/\">the state has led the country\u003c/a> in cleaning up the exhaust that creates California’s choking smog. The federal Clean Air Act gave California authority to set its own tailpipe emissions standards.\u003c/p>\n\u003cp data-reader-unique-id=\"78\">The Trump administration acted to eliminate that authority, but President Joe Biden’s \u003ca href=\"https://nepis.epa.gov/Exe/ZyPDF.cgi?Dockey=P1014870.pdf\">EPA overturned the decision in March\u003c/a>. Newsom called it “a major victory for the environment, our economy, and the health of families across the country” and said the state “looks forward to partnering with the Biden Administration to make a zero-emission future a reality for all Americans.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "With Big Changes Ahead, Bay Area Baseball Fans Celebrate Opening Day",
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"headTitle": "With Big Changes Ahead, Bay Area Baseball Fans Celebrate Opening Day | KQED",
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"content": "\u003cp>After a \u003ca href=\"https://www.npr.org/2022/04/07/1091448541/mlb-opening-day-baseball\">delay\u003c/a> caused by the \u003ca href=\"https://www.npr.org/2022/03/11/1085979676/major-league-baseballs-lockout-ends-after-both-sides-reach-a-deal\">second-longest strike in MLB history\u003c/a>, baseball has returned today, Friday, to the Bay Area. On Opening Day, the Giants host the Miami Marlins at Oracle Park. The A’s play in Philadelphia.\u003c/p>\n\u003cp>Both teams are dealing with major changes this season: The Giants are missing their star catcher Buster Posey, who announced his \u003ca href=\"https://www.kqed.org/arts/13905846/buster-posey-retirement-sf-giants-baseball-mlb\">retirement\u003c/a> last season, while the A’s have traded away several productive players — Chris Bassitt, Matt Olson and Matt Chapman — and beloved manager Bob Melvin, who left to manage the San Diego Padres.\u003c/p>\n\u003cfigure id=\"attachment_11910567\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11910567\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS54997_011_KQED_BaseballFanEvent_04062022-qut-800x533.jpg\" alt=\"A man and Women hold Oakland A's Fan Gear on a sunny day\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS54997_011_KQED_BaseballFanEvent_04062022-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS54997_011_KQED_BaseballFanEvent_04062022-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS54997_011_KQED_BaseballFanEvent_04062022-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS54997_011_KQED_BaseballFanEvent_04062022-qut-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS54997_011_KQED_BaseballFanEvent_04062022-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Oakland A’s fans Tom and Joanne Hall hold their memorabilia during a fan event in San Francisco on April 6, 2022. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re all a little bit disconcerted because we’ve gotten attached to the players and Melvin,” said Joanne Hall, a longtime A’s fan, on Wednesday during a Giants-A’s joint event outside San Francisco’s Ferry Building to promote Opening Day. “But the A’s have a long history of building a good team, and I think we’re going to be starting a new one.”[pullquote size=\"medium\" align=\"right\" citation=\"Vida Blue, former A's pitcher\"]‘Teams come and teams go. Hopefully, they can get something resolved, and the A’s can stay in Oakland.’[/pullquote]Standing near her team’s mascot, Stomper the elephant, she addressed the other elephant in the dugout, so to speak: whether yet another Oakland sports team will relocate. The team wants to build a new \u003ca href=\"https://www.mercurynews.com/2022/01/19/oakland-as-waterfront-ballpark-proposal-can-move-forward-after-vote-on-environmental-review/\">waterfront ballpark\u003c/a>, but owners also are checking out options in Las Vegas, where Oakland’s former NFL team, the Raiders, currently resides.\u003c/p>\n\u003cfigure id=\"attachment_11910704\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11910704\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS55055_20220318_GiantsOpeningDay-21-7-qut-800x533.jpg\" alt=\"Two women smile wearing giants gear while posing for a photo outside Giants Stadium\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55055_20220318_GiantsOpeningDay-21-7-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55055_20220318_GiantsOpeningDay-21-7-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55055_20220318_GiantsOpeningDay-21-7-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55055_20220318_GiantsOpeningDay-21-7-qut-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55055_20220318_GiantsOpeningDay-21-7-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Nett and London pose for a portrait before going in to watch the Giants’ play on Opening Day on Apr. 8, 2022. \u003ccite>(Amaya Edwards, KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It makes no sense to build a stadium out at the port when we’ve got a perfectly good site at the Coliseum and BART goes right to it. I think a lot of fans feel that way,” she said, holding a copy of “50 Years of Oakland A’s Baseball.” She hoped legendary A’s pitcher Vida Blue would sign it.\u003c/p>\n\u003cfigure id=\"attachment_11910565\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11910565\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS54995_007_KQED_BaseballFanEvent_04062022-qut-800x533.jpg\" alt=\"Former A's Pitcher Vida Blue smiles while sitting on a bench\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Former Oakland Athletics pitcher Vida Blue during a fan event in San Francisco on April 6, 2022. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Blue, who also played for the Giants, appeared at Wednesday’s event. He weighed in on the future of the A’s.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“It’s a big business. Getting traded is part of the business,” he said. “Teams come and teams go. Hopefully, they can get something resolved, and the A’s can stay in Oakland.”\u003c/p>\n\u003cp>Relocation can be a touchy subject for many A’s fans. Some tweeted outrage that Wednesday’s event, meant to promote both Bay Area teams, took place in San Francisco.\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp dir=\"ltr\" lang=\"en\">Hey \u003ca href=\"https://twitter.com/Athletics?ref_src=twsrc%5Etfw\">@Athletics\u003c/a>… The comments on this tweet are overwhelmingly negative. The Giants haven’t tweeted anything about it. Are they even aware of it? Serious question… Who’s the genius in the FO that thought this was a good idea? \u003ca href=\"https://t.co/I90OiA5Yjx\">https://t.co/I90OiA5Yjx\u003c/a>\u003c/p>\n\u003cp>— CoachⓋShawn (@shawcochrane) \u003ca href=\"https://twitter.com/shawcochrane/status/1511355413723332614?ref_src=twsrc%5Etfw\">April 5, 2022\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>Hall said she doesn’t mind seeing Stomper far from the Coliseum.\u003c/p>\n\u003cp>“We let him go over the bridge once in a while,” she said.\u003c/p>\n\u003cp>As Giants fan Robin Shaw pointed out, “Baseball brings out this kind of joy.” He’s excited for the return of baseball — especially after the recent strike and the intense couple of years brought on by COVID, which put a halt on professional sports for a while.\u003c/p>\n\u003cfigure id=\"attachment_11910705\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11910705\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS55047_20220318_GiantsOpeningDay-21-1-qut-800x550.jpg\" alt=\"3 people pose for a selfie outside giants stadium\" width=\"800\" height=\"550\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55047_20220318_GiantsOpeningDay-21-1-qut-800x550.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55047_20220318_GiantsOpeningDay-21-1-qut-1020x701.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55047_20220318_GiantsOpeningDay-21-1-qut-160x110.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55047_20220318_GiantsOpeningDay-21-1-qut-1536x1055.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55047_20220318_GiantsOpeningDay-21-1-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Ketnia Palacios, Angela Valle, and DJ Lando take a selfie together before heading into Oracle Park for the Giants’ Opening Day of the season on Apr. 8, 2022. \u003ccite>(Amaya Edwards, KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Seeing your friends get sick and your elderly friends or relatives die, it affects people,” he said. “Baseball did its darndest to entertain us, and offered us a distraction and gave us hope.”[aside postID=arts_13910698 label=\"More On Oakland A's\"]As for the future of the Giants, which had a \u003ca href=\"https://www.nbcsports.com/bayarea/giants/giants-clinch-2021-nl-west-title-franchise-record-107th-win\">franchise-record number of wins\u003c/a> last season, Shaw said the team could still sneak in as a wild card with Posey gone.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“That’s a tall order,” he added. “It’s going to be another one of those seasons where we have our own unique sets of trials and tribulations that we’ll have to overcome and that will hopefully steel our resolve.”\u003c/p>\n\n",
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"excerpt": "After a delayed start, both teams are dealing with major changes this season: The Giants are missing their star catcher Buster Posey, who announced his retirement last season, while the A’s have traded away several key players, and face the prospect of relocating.",
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"description": "After a delayed start, both teams are dealing with major changes this season: The Giants are missing their star catcher Buster Posey, who announced his retirement last season, while the A’s have traded away several key players, and face the prospect of relocating.",
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"headline": "With Big Changes Ahead, Bay Area Baseball Fans Celebrate Opening Day",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After a \u003ca href=\"https://www.npr.org/2022/04/07/1091448541/mlb-opening-day-baseball\">delay\u003c/a> caused by the \u003ca href=\"https://www.npr.org/2022/03/11/1085979676/major-league-baseballs-lockout-ends-after-both-sides-reach-a-deal\">second-longest strike in MLB history\u003c/a>, baseball has returned today, Friday, to the Bay Area. On Opening Day, the Giants host the Miami Marlins at Oracle Park. The A’s play in Philadelphia.\u003c/p>\n\u003cp>Both teams are dealing with major changes this season: The Giants are missing their star catcher Buster Posey, who announced his \u003ca href=\"https://www.kqed.org/arts/13905846/buster-posey-retirement-sf-giants-baseball-mlb\">retirement\u003c/a> last season, while the A’s have traded away several productive players — Chris Bassitt, Matt Olson and Matt Chapman — and beloved manager Bob Melvin, who left to manage the San Diego Padres.\u003c/p>\n\u003cfigure id=\"attachment_11910567\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11910567\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS54997_011_KQED_BaseballFanEvent_04062022-qut-800x533.jpg\" alt=\"A man and Women hold Oakland A's Fan Gear on a sunny day\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS54997_011_KQED_BaseballFanEvent_04062022-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS54997_011_KQED_BaseballFanEvent_04062022-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS54997_011_KQED_BaseballFanEvent_04062022-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS54997_011_KQED_BaseballFanEvent_04062022-qut-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS54997_011_KQED_BaseballFanEvent_04062022-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Oakland A’s fans Tom and Joanne Hall hold their memorabilia during a fan event in San Francisco on April 6, 2022. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re all a little bit disconcerted because we’ve gotten attached to the players and Melvin,” said Joanne Hall, a longtime A’s fan, on Wednesday during a Giants-A’s joint event outside San Francisco’s Ferry Building to promote Opening Day. “But the A’s have a long history of building a good team, and I think we’re going to be starting a new one.”\u003c/p>\u003c/div>",
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"content": "‘Teams come and teams go. Hopefully, they can get something resolved, and the A’s can stay in Oakland.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Standing near her team’s mascot, Stomper the elephant, she addressed the other elephant in the dugout, so to speak: whether yet another Oakland sports team will relocate. The team wants to build a new \u003ca href=\"https://www.mercurynews.com/2022/01/19/oakland-as-waterfront-ballpark-proposal-can-move-forward-after-vote-on-environmental-review/\">waterfront ballpark\u003c/a>, but owners also are checking out options in Las Vegas, where Oakland’s former NFL team, the Raiders, currently resides.\u003c/p>\n\u003cfigure id=\"attachment_11910704\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11910704\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS55055_20220318_GiantsOpeningDay-21-7-qut-800x533.jpg\" alt=\"Two women smile wearing giants gear while posing for a photo outside Giants Stadium\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55055_20220318_GiantsOpeningDay-21-7-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55055_20220318_GiantsOpeningDay-21-7-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55055_20220318_GiantsOpeningDay-21-7-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55055_20220318_GiantsOpeningDay-21-7-qut-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55055_20220318_GiantsOpeningDay-21-7-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Nett and London pose for a portrait before going in to watch the Giants’ play on Opening Day on Apr. 8, 2022. \u003ccite>(Amaya Edwards, KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It makes no sense to build a stadium out at the port when we’ve got a perfectly good site at the Coliseum and BART goes right to it. I think a lot of fans feel that way,” she said, holding a copy of “50 Years of Oakland A’s Baseball.” She hoped legendary A’s pitcher Vida Blue would sign it.\u003c/p>\n\u003cfigure id=\"attachment_11910565\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11910565\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS54995_007_KQED_BaseballFanEvent_04062022-qut-800x533.jpg\" alt=\"Former A's Pitcher Vida Blue smiles while sitting on a bench\" width=\"800\" height=\"533\">\u003cfigcaption class=\"wp-caption-text\">Former Oakland Athletics pitcher Vida Blue during a fan event in San Francisco on April 6, 2022. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Blue, who also played for the Giants, appeared at Wednesday’s event. He weighed in on the future of the A’s.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s a big business. Getting traded is part of the business,” he said. “Teams come and teams go. Hopefully, they can get something resolved, and the A’s can stay in Oakland.”\u003c/p>\n\u003cp>Relocation can be a touchy subject for many A’s fans. Some tweeted outrage that Wednesday’s event, meant to promote both Bay Area teams, took place in San Francisco.\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp dir=\"ltr\" lang=\"en\">Hey \u003ca href=\"https://twitter.com/Athletics?ref_src=twsrc%5Etfw\">@Athletics\u003c/a>… The comments on this tweet are overwhelmingly negative. The Giants haven’t tweeted anything about it. Are they even aware of it? Serious question… Who’s the genius in the FO that thought this was a good idea? \u003ca href=\"https://t.co/I90OiA5Yjx\">https://t.co/I90OiA5Yjx\u003c/a>\u003c/p>\n\u003cp>— CoachⓋShawn (@shawcochrane) \u003ca href=\"https://twitter.com/shawcochrane/status/1511355413723332614?ref_src=twsrc%5Etfw\">April 5, 2022\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>Hall said she doesn’t mind seeing Stomper far from the Coliseum.\u003c/p>\n\u003cp>“We let him go over the bridge once in a while,” she said.\u003c/p>\n\u003cp>As Giants fan Robin Shaw pointed out, “Baseball brings out this kind of joy.” He’s excited for the return of baseball — especially after the recent strike and the intense couple of years brought on by COVID, which put a halt on professional sports for a while.\u003c/p>\n\u003cfigure id=\"attachment_11910705\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11910705\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS55047_20220318_GiantsOpeningDay-21-1-qut-800x550.jpg\" alt=\"3 people pose for a selfie outside giants stadium\" width=\"800\" height=\"550\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55047_20220318_GiantsOpeningDay-21-1-qut-800x550.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55047_20220318_GiantsOpeningDay-21-1-qut-1020x701.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55047_20220318_GiantsOpeningDay-21-1-qut-160x110.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55047_20220318_GiantsOpeningDay-21-1-qut-1536x1055.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55047_20220318_GiantsOpeningDay-21-1-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Ketnia Palacios, Angela Valle, and DJ Lando take a selfie together before heading into Oracle Park for the Giants’ Opening Day of the season on Apr. 8, 2022. \u003ccite>(Amaya Edwards, KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Seeing your friends get sick and your elderly friends or relatives die, it affects people,” he said. “Baseball did its darndest to entertain us, and offered us a distraction and gave us hope.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>As for the future of the Giants, which had a \u003ca href=\"https://www.nbcsports.com/bayarea/giants/giants-clinch-2021-nl-west-title-franchise-record-107th-win\">franchise-record number of wins\u003c/a> last season, Shaw said the team could still sneak in as a wild card with Posey gone.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“That’s a tall order,” he added. “It’s going to be another one of those seasons where we have our own unique sets of trials and tribulations that we’ll have to overcome and that will hopefully steel our resolve.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "what-makes-a-street-private-why-are-there-so-many-of-these-in-san-francisco",
"title": "What Makes a Street 'Private'? And Why Does San Francisco Have So Many?",
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"headTitle": "What Makes a Street ‘Private’? And Why Does San Francisco Have So Many? | KQED",
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"content": "\u003cp>San Francisco has about 1,000 miles of streets, and Victoria Eng’s isn’t particularly notable. But when she Googled her Duboce Triangle avenue, she learned something curious:\u003c/p>\n\u003cp>“It popped up on a list as an intersection of a privately owned street nearby.”\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>She sees this private street all the time. “It has a fancy sign that actually says the name of it,” she says.\u003c/p>\n\u003cp>It’s off 14th Street near Belcher Street. There, a pink Victorian and a beige Victorian stand side-by-side, but instead of having a space between them they’re connected on the second and third levels. At the street level there’s a passageway through to the back with a red gate at the entrance. Above it, a sign reads “Boynton Court.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Every time I walk by it, I just now wonder about this mysterious courtyard-slash-private street,” Eng says. “This has been haunting me ever since.”\u003c/p>\n\u003cp>So she tapped Bay Curious for help. “Why are there private streets at all?” she wrote. “Who owns these streets and why would someone want to own one of these streets?”\u003c/p>\n\u003ch2>Private streets 101\u003c/h2>\n\u003cp>There are 288 private streets in the city, according to San Francisco Public Works Director of Policy and Communications Rachel Gordon. Most of them are unglamorous access roads used for commercial purposes. That might mean a little road that leads to a warehouse or a business park, or it could mean a long driveway leading up to an institution like a college or hospital. The property owners maintain these roads, not the city.\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>There are also some residential private streets, usually owned by a group of property owners who live on the street. These are much less common, Gordon says, but she wasn’t able to provide an estimate of how many there are today.\u003c/p>\n\u003cp>Another category of streets that aren’t maintained by the city are referred to as \u003ca href=\"https://www.sfchronicle.com/bayarea/heatherknight/article/SF-property-owners-maintain-streets-that-city-13991425.php\">“unaccepted” streets\u003c/a>. There are 148 miles of them in San Francisco, Gordon says. These streets aren’t privately owned, but they don’t meet the city’s standards for a legitimate street.\u003c/p>\n\u003cp>Glen Park’s unpaved alleyways are a good example. “Those streets are very delightful to walk through,” Gordon says. “A lot of times the adjacent property owners will plant flowers or put up sculptures there.”\u003c/p>\n\u003cp>To be “accepted” by the city, a street has to be at least 40 feet wide and have a curb and sidewalk, among other things. If a street meets those standards, the city will take responsibility for cleaning it, filling potholes and doing all the other maintenance required. Unaccepted streets aren’t privately owned, but Gordon says they do end up being privately maintained, usually by the fronting property owners, if anybody takes care of them at all.\u003c/p>\n\u003cp>Usually people can freely use private driveways or access roads owned by businesses or institutions that are open to the public.\u003c/p>\n\u003cp>According to a San Francisco Police Department spokesperson, emergency services have access to both public and private streets and the department responds the same way regardless of who owns the street.\u003c/p>\n\u003cp>Unaccepted streets are public, too.\u003c/p>\n\u003cp>But residential private streets are a different story.\u003c/p>\n\u003ch2>The Presidio Terrace debacle\u003c/h2>\n\u003cfigure id=\"attachment_11909769\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11909769\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/03/PresidioTerrace.jpg\" alt=\"In the foreground two street signs point opposite directions. One says Presidio Terrace, the other Arguello. In the background loom large, beautiful houses.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/PresidioTerrace.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/PresidioTerrace-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/PresidioTerrace-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/PresidioTerrace-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/PresidioTerrace-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A street sign on Presidio Terrace on August 9, 2017, in San Francisco. California couple Tina Lam and Michael Cheng purchased the streets and sidewalks of Presidio Terrace, a private cul-de-sac that features several multimillion-dollar mansions, for $90,000 at public auction. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city’s most notorious private street saga involves Presidio Terrace. One of the wealthiest areas in the city, Presidio Terrace is both a neighborhood and the oval-shaped street that runs through it. It’s a gated community of multimillion-dollar houses, and its common areas, including its street, are owned and maintained by the neighborhood’s homeowners association.\u003c/p>\n\u003cp>\u003ca href=\"https://sf.curbed.com/2016/5/24/11760976/presidio-terrace-home-millions\">Presidio Terrace was built on the idea of exclusion.\u003c/a> It was created in 1905 and \u003ca href=\"http://www.sfmuseum.net/hist/timeline.html\">explicitly advertised as a community for “Caucasians.”\u003c/a> A racial covenant barring non-white folks from living there was one of the key selling points in an early brochure for the development. The covenant was invalidated in 1948 when the Supreme Court made the enforcement of those kinds of restrictions illegal — but the gate is still there.\u003c/p>\n\u003cp>In 2015, \u003ca href=\"https://www.kqed.org/news/11610533/wealthy-san-francisco-neighborhood-fails-to-pay-taxes-loses-private-street\">the city put the street up for sale because the homeowners association hadn’t paid taxes\u003c/a> on it for decades. They’d apparently forgotten to provide an updated billing address, so they defaulted on a $14 annual property tax. By 2015, they owed the city about $1,000 in outstanding fees.\u003c/p>\n\u003cp>At the time, San Jose couple Michael Cheng and Tina Lam were looking for real estate investments.\u003c/p>\n\u003cp>“This parcel came up in San Francisco. It had a great address,” Cheng recalls. So they bid on it and won it for just over $90,000.\u003c/p>\n\u003cp>But they had no idea what they’d just bought.\u003c/p>\n\u003cp>“Because when we were looking at it, it was really confusing,” he says. “It said it was part of a street and part of the HOA, and it was a vacant land parcel.”\u003c/p>\n\u003cp>Cheng says they had to go to City Hall and dig through title records to figure it out. And when they finally did, they weren’t sure what to do with the street.\u003c/p>\n\u003cp>“We thought it was pretty cool to have, just for the sake of having something in San Francisco,” Cheng says, “But it was also not a great property that we could build on.”\u003c/p>\n\u003cp>Cheng and his wife were considering charging for parking spaces — either charging the residents or charging the public for parking access. They figured that would make enough money to cover the taxes and maintenance.\u003c/p>\n\u003cp>Cheng says they also considered holding events there. “That’s what people with private streets could do: They can hold community activities without blocking off city streets. So we could do like a fair or farmers market,” he says. “I wanted to make it open to the public because it’s a great-looking street, but nobody can see it.”\u003c/p>\n\u003cp>That’s not how it worked out. When Presidio Terrace homeowners found out their street had been sold, they took legal action against the city and Cheng and Lam and started pressuring city leaders.[emailsignup newslettername=\"baycurious\" align=\"right\"]The HOA had a lobbyist working for them, and Dianne Feinstein, a former Presidio Terrace resident, wrote to city leaders on their behalf. All this got a ton of media attention.\u003c/p>\n\u003cp>In the end, \u003ca href=\"https://www.kqed.org/news/11633820/rich-san-francisco-homeowners-get-sold-off-street-back\">the supervisors sided with the homeowners\u003c/a> and returned the street to them.\u003c/p>\n\u003cp>“I got my dose of reality that that’s kind of how the wealthy had things,” Cheng says. “They could buy their way and get the things that they want.”\u003c/p>\n\u003cp>The city refunded the couple the $90,000. Cheng tried suing the city without success, but by 2019 he says he and his wife were too worn out to keep fighting.\u003c/p>\n\u003cp>The couple didn’t buy any more streets, but Cheng says people did start trying to sell them odd bits and pieces of peninsula pavement.\u003c/p>\n\u003cp>“We came across a very interesting segment of the population who does this kind of stuff,” Cheng says. “Apparently we weren’t the craziest ones buying streets. We just happened to get ourselves caught in this mess.”\u003c/p>\n\u003ch2>So, what’s up with Boynton Court?\u003c/h2>\n\u003cfigure id=\"attachment_11909770\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11909770\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/03/BoyntonCourt.jpg\" alt=\"Through a red metal gate a passageway can be glimpsed with a sunny courtyard beyond. Above the gate a sign reads Boynton Court.\" width=\"1920\" height=\"1722\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/BoyntonCourt.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/BoyntonCourt-800x718.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/BoyntonCourt-1020x915.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/BoyntonCourt-160x144.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/BoyntonCourt-1536x1378.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Boynton Court, near the home of question-asker Victoria Eng. She wondered why it’s private and what that means for residents living there. \u003ccite>(Vanessa Rancaño/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Presidio Terrace drama is part of what inspired our question-asker, Victoria Eng. Without that story in the back of her mind, she says she probably wouldn’t have given it a second thought when she learned Boynton Court was privately owned.\u003c/p>\n\u003cp>This private “street” is really a walkway. If you can convince a gracious neighbor to let you in, you’ll find it runs between the Victorians and opens into a small courtyard with another building behind it facing the courtyard.\u003c/p>\n\u003cp>Tim Dunn has been living in one of the units in that building for almost 16 years — longer than any of his neighbors, he says.\u003c/p>\n\u003cp>Dunn says Boynton Court was built in 1893 along with the Victorians in front of the courtyard that face 14th Street.\u003c/p>\n\u003cp>“The original person who built them was a butcher on Polk Street,” Dunn says. “He built them all as rental apartments.”\u003c/p>\n\u003cp>So who owns the court today? According to Dunn, it’s shared by the neighbors.\u003c/p>\n\u003cp>“This owner owns half of that passageway, this owner owns half,” he says, motioning toward the two street-facing Victorians and the gate between them. “Then we all have easements that we can use it. It’s all privately owned different parcels.”\u003c/p>\n\u003cp>Sometimes figuring out how to handle maintenance costs is a pain, Dunn says, but they work it out — and they make sure to pay their tax bill.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"excerpt": "There are 288 private streets in San Francisco. Most of them are commercial driveways or other mundane stretches of pavement, but some are owned by residents — and that can cause conflict.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco has about 1,000 miles of streets, and Victoria Eng’s isn’t particularly notable. But when she Googled her Duboce Triangle avenue, she learned something curious:\u003c/p>\n\u003cp>“It popped up on a list as an intersection of a privately owned street nearby.”\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>She sees this private street all the time. “It has a fancy sign that actually says the name of it,” she says.\u003c/p>\n\u003cp>It’s off 14th Street near Belcher Street. There, a pink Victorian and a beige Victorian stand side-by-side, but instead of having a space between them they’re connected on the second and third levels. At the street level there’s a passageway through to the back with a red gate at the entrance. Above it, a sign reads “Boynton Court.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Every time I walk by it, I just now wonder about this mysterious courtyard-slash-private street,” Eng says. “This has been haunting me ever since.”\u003c/p>\n\u003cp>So she tapped Bay Curious for help. “Why are there private streets at all?” she wrote. “Who owns these streets and why would someone want to own one of these streets?”\u003c/p>\n\u003ch2>Private streets 101\u003c/h2>\n\u003cp>There are 288 private streets in the city, according to San Francisco Public Works Director of Policy and Communications Rachel Gordon. Most of them are unglamorous access roads used for commercial purposes. That might mean a little road that leads to a warehouse or a business park, or it could mean a long driveway leading up to an institution like a college or hospital. The property owners maintain these roads, not the city.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>There are also some residential private streets, usually owned by a group of property owners who live on the street. These are much less common, Gordon says, but she wasn’t able to provide an estimate of how many there are today.\u003c/p>\n\u003cp>Another category of streets that aren’t maintained by the city are referred to as \u003ca href=\"https://www.sfchronicle.com/bayarea/heatherknight/article/SF-property-owners-maintain-streets-that-city-13991425.php\">“unaccepted” streets\u003c/a>. There are 148 miles of them in San Francisco, Gordon says. These streets aren’t privately owned, but they don’t meet the city’s standards for a legitimate street.\u003c/p>\n\u003cp>Glen Park’s unpaved alleyways are a good example. “Those streets are very delightful to walk through,” Gordon says. “A lot of times the adjacent property owners will plant flowers or put up sculptures there.”\u003c/p>\n\u003cp>To be “accepted” by the city, a street has to be at least 40 feet wide and have a curb and sidewalk, among other things. If a street meets those standards, the city will take responsibility for cleaning it, filling potholes and doing all the other maintenance required. Unaccepted streets aren’t privately owned, but Gordon says they do end up being privately maintained, usually by the fronting property owners, if anybody takes care of them at all.\u003c/p>\n\u003cp>Usually people can freely use private driveways or access roads owned by businesses or institutions that are open to the public.\u003c/p>\n\u003cp>According to a San Francisco Police Department spokesperson, emergency services have access to both public and private streets and the department responds the same way regardless of who owns the street.\u003c/p>\n\u003cp>Unaccepted streets are public, too.\u003c/p>\n\u003cp>But residential private streets are a different story.\u003c/p>\n\u003ch2>The Presidio Terrace debacle\u003c/h2>\n\u003cfigure id=\"attachment_11909769\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11909769\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/03/PresidioTerrace.jpg\" alt=\"In the foreground two street signs point opposite directions. One says Presidio Terrace, the other Arguello. In the background loom large, beautiful houses.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/PresidioTerrace.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/PresidioTerrace-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/PresidioTerrace-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/PresidioTerrace-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/PresidioTerrace-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A street sign on Presidio Terrace on August 9, 2017, in San Francisco. California couple Tina Lam and Michael Cheng purchased the streets and sidewalks of Presidio Terrace, a private cul-de-sac that features several multimillion-dollar mansions, for $90,000 at public auction. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city’s most notorious private street saga involves Presidio Terrace. One of the wealthiest areas in the city, Presidio Terrace is both a neighborhood and the oval-shaped street that runs through it. It’s a gated community of multimillion-dollar houses, and its common areas, including its street, are owned and maintained by the neighborhood’s homeowners association.\u003c/p>\n\u003cp>\u003ca href=\"https://sf.curbed.com/2016/5/24/11760976/presidio-terrace-home-millions\">Presidio Terrace was built on the idea of exclusion.\u003c/a> It was created in 1905 and \u003ca href=\"http://www.sfmuseum.net/hist/timeline.html\">explicitly advertised as a community for “Caucasians.”\u003c/a> A racial covenant barring non-white folks from living there was one of the key selling points in an early brochure for the development. The covenant was invalidated in 1948 when the Supreme Court made the enforcement of those kinds of restrictions illegal — but the gate is still there.\u003c/p>\n\u003cp>In 2015, \u003ca href=\"https://www.kqed.org/news/11610533/wealthy-san-francisco-neighborhood-fails-to-pay-taxes-loses-private-street\">the city put the street up for sale because the homeowners association hadn’t paid taxes\u003c/a> on it for decades. They’d apparently forgotten to provide an updated billing address, so they defaulted on a $14 annual property tax. By 2015, they owed the city about $1,000 in outstanding fees.\u003c/p>\n\u003cp>At the time, San Jose couple Michael Cheng and Tina Lam were looking for real estate investments.\u003c/p>\n\u003cp>“This parcel came up in San Francisco. It had a great address,” Cheng recalls. So they bid on it and won it for just over $90,000.\u003c/p>\n\u003cp>But they had no idea what they’d just bought.\u003c/p>\n\u003cp>“Because when we were looking at it, it was really confusing,” he says. “It said it was part of a street and part of the HOA, and it was a vacant land parcel.”\u003c/p>\n\u003cp>Cheng says they had to go to City Hall and dig through title records to figure it out. And when they finally did, they weren’t sure what to do with the street.\u003c/p>\n\u003cp>“We thought it was pretty cool to have, just for the sake of having something in San Francisco,” Cheng says, “But it was also not a great property that we could build on.”\u003c/p>\n\u003cp>Cheng and his wife were considering charging for parking spaces — either charging the residents or charging the public for parking access. They figured that would make enough money to cover the taxes and maintenance.\u003c/p>\n\u003cp>Cheng says they also considered holding events there. “That’s what people with private streets could do: They can hold community activities without blocking off city streets. So we could do like a fair or farmers market,” he says. “I wanted to make it open to the public because it’s a great-looking street, but nobody can see it.”\u003c/p>\n\u003cp>That’s not how it worked out. When Presidio Terrace homeowners found out their street had been sold, they took legal action against the city and Cheng and Lam and started pressuring city leaders.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The HOA had a lobbyist working for them, and Dianne Feinstein, a former Presidio Terrace resident, wrote to city leaders on their behalf. All this got a ton of media attention.\u003c/p>\n\u003cp>In the end, \u003ca href=\"https://www.kqed.org/news/11633820/rich-san-francisco-homeowners-get-sold-off-street-back\">the supervisors sided with the homeowners\u003c/a> and returned the street to them.\u003c/p>\n\u003cp>“I got my dose of reality that that’s kind of how the wealthy had things,” Cheng says. “They could buy their way and get the things that they want.”\u003c/p>\n\u003cp>The city refunded the couple the $90,000. Cheng tried suing the city without success, but by 2019 he says he and his wife were too worn out to keep fighting.\u003c/p>\n\u003cp>The couple didn’t buy any more streets, but Cheng says people did start trying to sell them odd bits and pieces of peninsula pavement.\u003c/p>\n\u003cp>“We came across a very interesting segment of the population who does this kind of stuff,” Cheng says. “Apparently we weren’t the craziest ones buying streets. We just happened to get ourselves caught in this mess.”\u003c/p>\n\u003ch2>So, what’s up with Boynton Court?\u003c/h2>\n\u003cfigure id=\"attachment_11909770\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11909770\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/03/BoyntonCourt.jpg\" alt=\"Through a red metal gate a passageway can be glimpsed with a sunny courtyard beyond. Above the gate a sign reads Boynton Court.\" width=\"1920\" height=\"1722\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/BoyntonCourt.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/BoyntonCourt-800x718.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/BoyntonCourt-1020x915.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/BoyntonCourt-160x144.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/03/BoyntonCourt-1536x1378.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Boynton Court, near the home of question-asker Victoria Eng. She wondered why it’s private and what that means for residents living there. \u003ccite>(Vanessa Rancaño/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Presidio Terrace drama is part of what inspired our question-asker, Victoria Eng. Without that story in the back of her mind, she says she probably wouldn’t have given it a second thought when she learned Boynton Court was privately owned.\u003c/p>\n\u003cp>This private “street” is really a walkway. If you can convince a gracious neighbor to let you in, you’ll find it runs between the Victorians and opens into a small courtyard with another building behind it facing the courtyard.\u003c/p>\n\u003cp>Tim Dunn has been living in one of the units in that building for almost 16 years — longer than any of his neighbors, he says.\u003c/p>\n\u003cp>Dunn says Boynton Court was built in 1893 along with the Victorians in front of the courtyard that face 14th Street.\u003c/p>\n\u003cp>“The original person who built them was a butcher on Polk Street,” Dunn says. “He built them all as rental apartments.”\u003c/p>\n\u003cp>So who owns the court today? According to Dunn, it’s shared by the neighbors.\u003c/p>\n\u003cp>“This owner owns half of that passageway, this owner owns half,” he says, motioning toward the two street-facing Victorians and the gate between them. “Then we all have easements that we can use it. It’s all privately owned different parcels.”\u003c/p>\n\u003cp>Sometimes figuring out how to handle maintenance costs is a pain, Dunn says, but they work it out — and they make sure to pay their tax bill.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>As climate change drives conversation about energy efficiency, General Motors and Pacific Gas & Electric are planning to test the use of electric vehicles as a backup power source for homes.\u003c/p>\n\u003cp>The pilot, which comes as car companies are \u003ca href=\"https://www.npr.org/2022/01/02/1069739399/2022-is-promising-to-be-big-year-for-electric-vehicles\">funneling money into battery-powered cars\u003c/a>, aims to test the home-powering idea by this summer. The program will take place in the electric company’s service area, which includes Northern and Central California, and aims to support the state’s goals of reducing greenhouse gas emissions.\u003c/p>\n\u003cp>The crux of the initiative is \u003ca href=\"https://www.greenlancer.com/post/bidirectional-charging\">bidirectional charging\u003c/a>, which would allow the vehicle to pull power from the grid and to supply power to something else — in this case, a home.[aside postID=\"forum_2010101887311,science_1977587,forum_2010101884898\" label=\"Related Posts\"]\u003c/p>\n\u003cp>“Not only is this a huge advancement for electric reliability and climate resiliency, it’s yet another advantage of clean-powered EVs, which are so important in our collective battle against climate change,” said \u003ca href=\"https://media.gm.com/media/us/en/gm/news.detail.html/content/Pages/news/us/en/2022/mar/0308-pge.html\">PG&E CEO Patti Poppe\u003c/a>.\u003c/p>\n\u003cp>After lab testing, the partners plan to allow a small group of customers’ homes to receive power from an electric vehicle when power stops flowing from the electrical grid.\u003c/p>\n\u003cp>“Our teams are working to rapidly scale this pilot and bring bidirectional charging technology to our customers,” said GM Chair and CEO Mary Barra.\u003c/p>\n\u003cp>The vehicle-to-home electric vehicle echoes the\u003ca href=\"https://www.ford.com/trucks/f150/f150-lightning/2022/features/intelligent-backup-power/\"> 2022 Ford F-150 Lightning\u003c/a>, an electric pickup truck that automatically powers a home if the lights go out, when the vehicle is connected to the home in a certain way.\u003c/p>\n\u003cp>The pickup operates similar to a home generator and offers users “peace of mind,” Ford says. The battery can power a home for three days, and even up to 10 if the power is rationed properly. The \u003ca href=\"https://shop.ford.com/configure/f150-lightning/model/customize/pro\">trucks start at $39,964\u003c/a>.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2022 NPR. To see more, visit NPR.org.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=GM+plans+to+test+using+electric+vehicles+as+a+power+backup+for+homes&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As climate change drives conversation about energy efficiency, General Motors and Pacific Gas & Electric are planning to test the use of electric vehicles as a backup power source for homes.\u003c/p>\n\u003cp>The pilot, which comes as car companies are \u003ca href=\"https://www.npr.org/2022/01/02/1069739399/2022-is-promising-to-be-big-year-for-electric-vehicles\">funneling money into battery-powered cars\u003c/a>, aims to test the home-powering idea by this summer. The program will take place in the electric company’s service area, which includes Northern and Central California, and aims to support the state’s goals of reducing greenhouse gas emissions.\u003c/p>\n\u003cp>The crux of the initiative is \u003ca href=\"https://www.greenlancer.com/post/bidirectional-charging\">bidirectional charging\u003c/a>, which would allow the vehicle to pull power from the grid and to supply power to something else — in this case, a home.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Not only is this a huge advancement for electric reliability and climate resiliency, it’s yet another advantage of clean-powered EVs, which are so important in our collective battle against climate change,” said \u003ca href=\"https://media.gm.com/media/us/en/gm/news.detail.html/content/Pages/news/us/en/2022/mar/0308-pge.html\">PG&E CEO Patti Poppe\u003c/a>.\u003c/p>\n\u003cp>After lab testing, the partners plan to allow a small group of customers’ homes to receive power from an electric vehicle when power stops flowing from the electrical grid.\u003c/p>\n\u003cp>“Our teams are working to rapidly scale this pilot and bring bidirectional charging technology to our customers,” said GM Chair and CEO Mary Barra.\u003c/p>\n\u003cp>The vehicle-to-home electric vehicle echoes the\u003ca href=\"https://www.ford.com/trucks/f150/f150-lightning/2022/features/intelligent-backup-power/\"> 2022 Ford F-150 Lightning\u003c/a>, an electric pickup truck that automatically powers a home if the lights go out, when the vehicle is connected to the home in a certain way.\u003c/p>\n\u003cp>The pickup operates similar to a home generator and offers users “peace of mind,” Ford says. The battery can power a home for three days, and even up to 10 if the power is rationed properly. The \u003ca href=\"https://shop.ford.com/configure/f150-lightning/model/customize/pro\">trucks start at $39,964\u003c/a>.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2022 NPR. To see more, visit NPR.org.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=GM+plans+to+test+using+electric+vehicles+as+a+power+backup+for+homes&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "transit-breakdown-literally-barts-big-budget-trouble-anemic-ridership-and-whether-the-normal-commute-will-ever-return",
"title": "Transit Breakdown (Literally): BART's Big Budget Trouble, Anemic Ridership and Whether the 'Normal' Commute Will Ever Return",
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"content": "\u003cp>\u003cem>Updated 8:30 a.m. Thursday, Feb. 10, 2022\u003c/em>\u003c/p>\n\u003cp>[dropcap]A[/dropcap]s far as we know, the coronavirus can’t get inside the machinery of a train or bus or ferry boat and actually shut them down. But it might as well be able to. By disrupting the world of work and our travel routines, COVID-19 in all its endless variants is proving to be an affliction from which it will take public transportation years and years to recover.\u003c/p>\n\u003cp>The latest example of the malady — you could call it “long transit COVID” — will be on display Thursday and Friday when BART will give the world a glimpse of what its bleak fiscal future holds. Some details, and related transit developments:\u003c/p>\n\u003ch2>Will ridership (and revenues and budgets) ever return to ‘normal’?\u003c/h2>\n\u003cp>The BART board of directors will hear \u003ca href=\"https://s3.documentcloud.org/documents/21199224/bart-fiscal-outlook-february-2022-presentation.pdf\">a presentation Thursday\u003c/a> showing that due in large part to the continued very slow return of ridership, the district will exhaust federal emergency funding over the next two fiscal years.\u003c/p>\n\u003cp>Going forward, BART doesn’t see ridership numbers recovering to pre-pandemic levels for many years. Under its best-case projection, that won’t happen until 2029-30. The “base case” budget assumption — midway between the worst-case and best-case scenarios — doesn’t forecast that happening within the next decade, period, even with the addition of new service to downtown San Jose sometime around 2030. In terms of budget forecasts, BART staff says that without some major new revenue sources, the agency will begin running a deficit sometime in the first half of 2024.\u003c/p>\n\u003ch2>Search for transit cash\u003c/h2>\n\u003cfigure id=\"attachment_11900732\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11900732 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\" alt=\"A large white building seen from a distance with trees and people around the outside.\" width=\"1024\" height=\"667\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-800x521.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-1020x664.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-160x104.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The California state Capitol building. \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Near term, BART and other transit agencies are looking for more bailouts like the repeated cash infusions they’ve received from the federal government over the past two years. California, for instance, has a big general fund surplus, and BART and other operators hope the Newsom administration and state Legislature can be persuaded to provide additional resources.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In the longer term, a handful of Bay Area agencies, including BART and the Metropolitan Transportation Commission, have started making noise about a 2024 ballot measure that would include some form of tax to sustain regional transit long into the future. But Bay Area voters seem hostile to the idea. Recent polling shows more than \u003ca href=\"https://mtc.ca.gov/sites/default/files/documents/2021-12/Metropolitan_Transportation_Commission_Listening_Session_Packet.pdf\">60% of voters think “taxes are high enough”\u003c/a> and would “vote against any tax increase.” At the same time, public transportation ranked last among 11 issues likely voters were asked about, with only 22% ranking it a “very high” priority. In fact, a former incarnation of this idea, a “mega-measure” known as \u003ca href=\"https://fasterbayarea.org/\" target=\"_blank\" rel=\"noreferrer noopener\">FASTER Bay Area\u003c/a>, would have raised $100 billion or more over the next couple of decades, but was scrubbed from the 2020 ballot after failing to attract widespread support.\u003c/p>\n\u003ch2>BART ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11895999\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11895999\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\" alt=\"The BART passenger wears a facemask and is the only passenger visible within the train.\" width=\"2560\" height=\"1706\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-2048x1365.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1920x1280.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART passenger rides in an empty train car on April 8, 2020, in San Francisco. At the start of the pandemic, BART announced that it would slash daily service as ridership dramatically dropped due to the COVID-19 shelter-in-place order. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In January, overall BART ridership was down 76% from its pre-pandemic baseline. And the recent month-to-month trend is even more depressing, with January ridership down 18% from December, and December ridership down 4% from November.\u003c/p>\n\u003cp>Part of the initial drop was probably due to December’s continually wet weather. BART is also attributing the sharp January decline to the omicron surge. If you’re looking for a sliver of good news, BART ridership is looking like it’s bouncing back from its recent nadir.\u003c/p>\n\u003ch2>But all transit ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11904525\" class=\"wp-caption aligncenter\" style=\"max-width: 1240px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904525 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\" alt=\"A largely empty wide, hilly San Francisco street with cable car tracks.\" width=\"1240\" height=\"802\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg 1240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-800x517.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-1020x660.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-160x103.jpeg 160w\" sizes=\"(max-width: 1240px) 100vw, 1240px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Few pedestrians walk along Powell Street during commute hours in San Francisco on March 16, 2020, at the onset of the coronavirus pandemic. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Companies continuing to delay a return to the office — \u003cem>really \u003c/em>returning to the office — is the long-term issue suppressing ridership and one that doesn’t seem likely to change in the foreseeable future. In the Bay Area Council’s \u003ca href=\"https://public.flourish.studio/story/1114459/\" target=\"_blank\" rel=\"noopener noreferrer\">January employer survey\u003c/a>, more than two-thirds of respondents said they expected their workers will be on site three days per week or fewer “once the pandemic is behind us.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.bayareacouncil.org/transportation/survey-fewer-days-at-the-office-more-traffic/\" target=\"_blank\" rel=\"noopener noreferrer\">An earlier council analysis\u003c/a> said that could mean a lasting cut of 1.1 million daily commute trips region-wide.\u003c/p>\n\u003ch2>Muni: ‘Expect extended waits and likely crowding’\u003c/h2>\n\u003cfigure id=\"attachment_11894599\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11894599\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\" alt=\"People wear masks as they wait in a bus shelter as a red and gray bus pulls up.\" width=\"1024\" height=\"661\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-800x516.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-1020x658.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-160x103.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People wear masks as they wait in a shelter for a San Francisco MUNI bus on April 6, 2020. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area’s busiest transit system began experiencing staff shortages early in the omicron surge, and the problem has intensified in the last couple of weeks amid Lunar New Year celebrations. In its daily rider alerts, the agency has recently named as many as 30 lines (of 50 or so that are currently running) that would experience “extended waits and likely crowding.”\u003c/p>\n\u003cp>The staffing shortages are due to “regular old sick calls,” according to agency spokesperson Erica Kato, who said the agency is attempting to fill schedule gaps by offering overtime to operators. And just how many sick calls is Muni getting, and how many bus and train runs are being missed? On Monday of last week, it reported 355 sick calls, with 268 “open” runs — scheduled runs for which no operator was available. Last Tuesday it was 259 sick calls and 220 open runs.\u003c/p>\n\u003ch2>A new and improved CEQA exemption for transportation projects\u003c/h2>\n\u003cfigure id=\"attachment_11904532\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904532 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\" alt=\"A large underground transit construction site\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2-160x120.jpeg 160w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Construction on the BART Silicon Valley Berryessa extension. \u003ccite>(Courtesy of Transmetrics)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco state Sen. Scott Wiener’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220SB922\" target=\"_blank\" rel=\"noopener noreferrer\">SB 922\u003c/a> is a follow-up to his \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200SB288\" target=\"_blank\" rel=\"noopener noreferrer\">SB 288\u003c/a>, legislation that succeeded in speeding up transit and bike projects by making most of them exempt from review under the California Environmental Quality Act.\u003c/p>\n\u003cp>Under SB 288, the exemption ends next Jan. 1; the new bill would make the exemption permanent and expand its scope to new pedestrian projects — think programs like “slow streets” in San Francisco and Oakland, bus-only freeway lanes (under discussion, but still far from reality, on the Bay Bridge) and new carpool lanes on city streets. The bill would also extend the exemption to projects in non-urbanized areas and require a new equity analysis for exempted transit projects slated for areas with a high potential for community displacement.\u003c/p>\n\u003ch2>Caltrain ‘governance’ struggle drags on\u003c/h2>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San Jose’s Diridon Station, Dec. 28, 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The saga continues.\u003c/p>\n\u003cp>An ad hoc committee of the Peninsula Corridor Joint Powers Board, aka the Caltrain board, is working with a March 3 deadline to produce an agreement that will resolve outstanding governance issues. One sticking point: San Mateo County’s recent announcement that it will require a $15.2 million payment as part of settling the governance dispute. That sum, along with $19.6 million from the Metropolitan Transportation Commission, would finally settle a debt incurred by San Francisco and Santa Clara counties when San Mateo fronted the cash for buying Caltrain’s right-of-way from Southern Pacific more than three decades ago.\u003c/p>\n\u003cp>Another sticking point: how a more independent Caltrain will share staff with SamTrans, which has managed the railroad since its long-ago acquisition. Meantime, Caltrain’s ridership in December was down 82% from pre-pandemic levels, and the agency is looking for $410 million to finish its electrification project.\u003c/p>\n\u003ch2>In court next week\u003c/h2>\n\u003cp>The Amalgamated Transit Union and the Biden administration’s Department of Transportation face off in a Sacramento courtroom next Thursday (Feb. 17) over the DOT’s plan, announced abruptly in late October, to block release of emergency operating funds to BART, AC Transit and other agencies because of an ongoing dispute over a 2013 California law that limits pension benefits for newly hired union workers.\u003c/p>\n\u003cp>U.S. District Judge Kimberly Mueller granted a preliminary injunction to the state in late December that cleared the way for release of emergency funds. At stake now is whether the DOT may block future funding.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 8:30 a.m. Thursday, Feb. 10, 2022\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">A\u003c/span>\u003c/p>\u003cp>s far as we know, the coronavirus can’t get inside the machinery of a train or bus or ferry boat and actually shut them down. But it might as well be able to. By disrupting the world of work and our travel routines, COVID-19 in all its endless variants is proving to be an affliction from which it will take public transportation years and years to recover.\u003c/p>\n\u003cp>The latest example of the malady — you could call it “long transit COVID” — will be on display Thursday and Friday when BART will give the world a glimpse of what its bleak fiscal future holds. Some details, and related transit developments:\u003c/p>\n\u003ch2>Will ridership (and revenues and budgets) ever return to ‘normal’?\u003c/h2>\n\u003cp>The BART board of directors will hear \u003ca href=\"https://s3.documentcloud.org/documents/21199224/bart-fiscal-outlook-february-2022-presentation.pdf\">a presentation Thursday\u003c/a> showing that due in large part to the continued very slow return of ridership, the district will exhaust federal emergency funding over the next two fiscal years.\u003c/p>\n\u003cp>Going forward, BART doesn’t see ridership numbers recovering to pre-pandemic levels for many years. Under its best-case projection, that won’t happen until 2029-30. The “base case” budget assumption — midway between the worst-case and best-case scenarios — doesn’t forecast that happening within the next decade, period, even with the addition of new service to downtown San Jose sometime around 2030. In terms of budget forecasts, BART staff says that without some major new revenue sources, the agency will begin running a deficit sometime in the first half of 2024.\u003c/p>\n\u003ch2>Search for transit cash\u003c/h2>\n\u003cfigure id=\"attachment_11900732\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11900732 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\" alt=\"A large white building seen from a distance with trees and people around the outside.\" width=\"1024\" height=\"667\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-800x521.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-1020x664.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-160x104.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The California state Capitol building. \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Near term, BART and other transit agencies are looking for more bailouts like the repeated cash infusions they’ve received from the federal government over the past two years. California, for instance, has a big general fund surplus, and BART and other operators hope the Newsom administration and state Legislature can be persuaded to provide additional resources.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In the longer term, a handful of Bay Area agencies, including BART and the Metropolitan Transportation Commission, have started making noise about a 2024 ballot measure that would include some form of tax to sustain regional transit long into the future. But Bay Area voters seem hostile to the idea. Recent polling shows more than \u003ca href=\"https://mtc.ca.gov/sites/default/files/documents/2021-12/Metropolitan_Transportation_Commission_Listening_Session_Packet.pdf\">60% of voters think “taxes are high enough”\u003c/a> and would “vote against any tax increase.” At the same time, public transportation ranked last among 11 issues likely voters were asked about, with only 22% ranking it a “very high” priority. In fact, a former incarnation of this idea, a “mega-measure” known as \u003ca href=\"https://fasterbayarea.org/\" target=\"_blank\" rel=\"noreferrer noopener\">FASTER Bay Area\u003c/a>, would have raised $100 billion or more over the next couple of decades, but was scrubbed from the 2020 ballot after failing to attract widespread support.\u003c/p>\n\u003ch2>BART ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11895999\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11895999\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\" alt=\"The BART passenger wears a facemask and is the only passenger visible within the train.\" width=\"2560\" height=\"1706\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-2048x1365.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1920x1280.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART passenger rides in an empty train car on April 8, 2020, in San Francisco. At the start of the pandemic, BART announced that it would slash daily service as ridership dramatically dropped due to the COVID-19 shelter-in-place order. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In January, overall BART ridership was down 76% from its pre-pandemic baseline. And the recent month-to-month trend is even more depressing, with January ridership down 18% from December, and December ridership down 4% from November.\u003c/p>\n\u003cp>Part of the initial drop was probably due to December’s continually wet weather. BART is also attributing the sharp January decline to the omicron surge. If you’re looking for a sliver of good news, BART ridership is looking like it’s bouncing back from its recent nadir.\u003c/p>\n\u003ch2>But all transit ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11904525\" class=\"wp-caption aligncenter\" style=\"max-width: 1240px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904525 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\" alt=\"A largely empty wide, hilly San Francisco street with cable car tracks.\" width=\"1240\" height=\"802\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg 1240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-800x517.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-1020x660.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-160x103.jpeg 160w\" sizes=\"(max-width: 1240px) 100vw, 1240px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Few pedestrians walk along Powell Street during commute hours in San Francisco on March 16, 2020, at the onset of the coronavirus pandemic. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Companies continuing to delay a return to the office — \u003cem>really \u003c/em>returning to the office — is the long-term issue suppressing ridership and one that doesn’t seem likely to change in the foreseeable future. In the Bay Area Council’s \u003ca href=\"https://public.flourish.studio/story/1114459/\" target=\"_blank\" rel=\"noopener noreferrer\">January employer survey\u003c/a>, more than two-thirds of respondents said they expected their workers will be on site three days per week or fewer “once the pandemic is behind us.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.bayareacouncil.org/transportation/survey-fewer-days-at-the-office-more-traffic/\" target=\"_blank\" rel=\"noopener noreferrer\">An earlier council analysis\u003c/a> said that could mean a lasting cut of 1.1 million daily commute trips region-wide.\u003c/p>\n\u003ch2>Muni: ‘Expect extended waits and likely crowding’\u003c/h2>\n\u003cfigure id=\"attachment_11894599\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11894599\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\" alt=\"People wear masks as they wait in a bus shelter as a red and gray bus pulls up.\" width=\"1024\" height=\"661\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-800x516.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-1020x658.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-160x103.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People wear masks as they wait in a shelter for a San Francisco MUNI bus on April 6, 2020. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area’s busiest transit system began experiencing staff shortages early in the omicron surge, and the problem has intensified in the last couple of weeks amid Lunar New Year celebrations. In its daily rider alerts, the agency has recently named as many as 30 lines (of 50 or so that are currently running) that would experience “extended waits and likely crowding.”\u003c/p>\n\u003cp>The staffing shortages are due to “regular old sick calls,” according to agency spokesperson Erica Kato, who said the agency is attempting to fill schedule gaps by offering overtime to operators. And just how many sick calls is Muni getting, and how many bus and train runs are being missed? On Monday of last week, it reported 355 sick calls, with 268 “open” runs — scheduled runs for which no operator was available. Last Tuesday it was 259 sick calls and 220 open runs.\u003c/p>\n\u003ch2>A new and improved CEQA exemption for transportation projects\u003c/h2>\n\u003cfigure id=\"attachment_11904532\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904532 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\" alt=\"A large underground transit construction site\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2-160x120.jpeg 160w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Construction on the BART Silicon Valley Berryessa extension. \u003ccite>(Courtesy of Transmetrics)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco state Sen. Scott Wiener’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220SB922\" target=\"_blank\" rel=\"noopener noreferrer\">SB 922\u003c/a> is a follow-up to his \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200SB288\" target=\"_blank\" rel=\"noopener noreferrer\">SB 288\u003c/a>, legislation that succeeded in speeding up transit and bike projects by making most of them exempt from review under the California Environmental Quality Act.\u003c/p>\n\u003cp>Under SB 288, the exemption ends next Jan. 1; the new bill would make the exemption permanent and expand its scope to new pedestrian projects — think programs like “slow streets” in San Francisco and Oakland, bus-only freeway lanes (under discussion, but still far from reality, on the Bay Bridge) and new carpool lanes on city streets. The bill would also extend the exemption to projects in non-urbanized areas and require a new equity analysis for exempted transit projects slated for areas with a high potential for community displacement.\u003c/p>\n\u003ch2>Caltrain ‘governance’ struggle drags on\u003c/h2>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San Jose’s Diridon Station, Dec. 28, 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The saga continues.\u003c/p>\n\u003cp>An ad hoc committee of the Peninsula Corridor Joint Powers Board, aka the Caltrain board, is working with a March 3 deadline to produce an agreement that will resolve outstanding governance issues. One sticking point: San Mateo County’s recent announcement that it will require a $15.2 million payment as part of settling the governance dispute. That sum, along with $19.6 million from the Metropolitan Transportation Commission, would finally settle a debt incurred by San Francisco and Santa Clara counties when San Mateo fronted the cash for buying Caltrain’s right-of-way from Southern Pacific more than three decades ago.\u003c/p>\n\u003cp>Another sticking point: how a more independent Caltrain will share staff with SamTrans, which has managed the railroad since its long-ago acquisition. Meantime, Caltrain’s ridership in December was down 82% from pre-pandemic levels, and the agency is looking for $410 million to finish its electrification project.\u003c/p>\n\u003ch2>In court next week\u003c/h2>\n\u003cp>The Amalgamated Transit Union and the Biden administration’s Department of Transportation face off in a Sacramento courtroom next Thursday (Feb. 17) over the DOT’s plan, announced abruptly in late October, to block release of emergency operating funds to BART, AC Transit and other agencies because of an ongoing dispute over a 2013 California law that limits pension benefits for newly hired union workers.\u003c/p>\n\u003cp>U.S. District Judge Kimberly Mueller granted a preliminary injunction to the state in late December that cleared the way for release of emergency funds. At stake now is whether the DOT may block future funding.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "traffic-deaths-in-california-are-on-the-rise-heres-how-la-and-other-big-cities-are-trying-to-change-that",
"title": "Traffic Deaths in California Are on the Rise. Here's How LA and Other Big Cities Are Trying to Change That",
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"headTitle": "Traffic Deaths in California Are on the Rise. Here’s How LA and Other Big Cities Are Trying to Change That | KQED",
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"content": "\u003cp>The worst day of Koi Finley’s life happened last January when she learned her father had just been struck and killed by a hit-and-run driver in downtown Los Angeles during his regular weekend bike ride. He was 46.\u003c/p>\n\u003cp>“That’s the craziest thing that anyone can tell you, that your father was literally hit by somebody,” Finley said. “‘Somebody killed your dad.'”\u003c/p>\n\u003cp>More than a year later, Finley, 19, is still grappling with the senselessness of her dad’s death, and the understanding that it is part of a larger, ongoing tragedy playing out on California’s streets.\u003c/p>\n\u003cp>There were an estimated 3,246 traffic fatalities across the state during the first nine months of 2021, a 17% increase from the same time period the previous year, \u003ca href=\"https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813240\">according to just-released National Traffic Highway Safety Administration data.\u003c/a>\u003c/p>\n\u003cp>The uptick was even sharper in Los Angeles, where Finley’s father was one of nearly 300 non-motorists killed in traffic accidents in 2021 — an increase of 20% from 2020. Of those deaths, 132 people were pedestrians.\u003c/p>\n\u003cfigure id=\"attachment_11903813\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/unnamed-2-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11903813 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/unnamed-2-scaled.jpg\" alt=\"A young woman standing in a walkway.\" width=\"2560\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-1920x1440.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Koi Finley in Los Angeles on Jan. 18, 2022. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Every single one of those numbers is a tragedy,” said LA Department of Transportation General Manager Seleta Reynolds. “If we cannot get people from A to B and guarantee that they are safe, and that when somebody leaves in the morning, they’ll come home safely at night, then we haven’t fulfilled sort of a basic responsibility.”\u003c/p>\n\u003cp>Reynolds says her most important tool to reduce traffic injuries and deaths is a program called Vision Zero.\u003c/p>\n\u003cp>Inspired by traffic safety initiatives in Europe, and adopted by LA in 2015, the initiative has set the ambitious goal of eliminating all traffic-related fatalities in the city by the year 2025.[pullquote align=\"right\" size=\"medium\" citation=\"Seleta Reynolds, general manager, LA Department of Transportation\"]‘Every single one of those numbers is a tragedy. If we cannot get people from A to B and guarantee that they are safe, and that when somebody leaves in the morning, they’ll come home safely at night, then we haven’t fulfilled sort of a basic responsibility.’[/pullquote]Similar programs exist in other major urban areas around the state, including \u003ca href=\"https://www.visionzerosf.org/\">San Francisco\u003c/a> and \u003ca href=\"https://www.sandiego.gov/vision-zero\">San Diego\u003c/a>.\u003c/p>\n\u003cp>To reach their goal, LA officials are focused on improving what they call “high-injury network streets” — the 6% of all streets in the city that account for 70% of pedestrian deaths and injuries. Most are concentrated in the San Fernando Valley and South LA.\u003c/p>\n\u003cp>What do these streets have in common? They’re flat and wide, with relatively few traffic lights and crosswalks — all factors that often entice motorists to speed. Reynolds says speed is the No. 1 determinant of the severity of a car crash.\u003c/p>\n\u003cp>Through Vision Zero, the city is trying to remove lanes of traffic, widen bike lanes, and install additional crosswalks with big signs and flashing beacons to more effectively alert drivers to pedestrians and cyclists.\u003c/p>\n\u003cp>One example of these changes is a stretch of Adams Boulevard, south of the 10 Freeway in the city’s West Adams neighborhood. Like many other dangerous streets, it runs through predominantly lower-income Black and Latino neighborhoods.\u003c/p>\n\u003cp>“Motorists have used this roadway, this corridor, almost as a speedway,” says Yolanda Davis-Overstreet, a vice president of the West Adams Neighborhood Council and a traffic safety advocate.\u003c/p>\n\u003cp>Pedestrian safety is very much a racial and social justice issue, she notes, because so many of LA’s most dangerous streets run through communities of color, and Black and Latino residents make up a disproportionate number of traffic deaths.\u003c/p>\n\u003cfigure id=\"attachment_11903814\" class=\"wp-caption aligncenter\" style=\"max-width: 1880px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/0.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11903814\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/0.jpeg\" alt=\"A woman standing on a street corner.\" width=\"1880\" height=\"1410\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0.jpeg 1880w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0-1536x1152.jpeg 1536w\" sizes=\"(max-width: 1880px) 100vw, 1880px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Yolanda Davis-Overstreet, a traffic safety advocate in Los Angeles, observes traffic on Dec. 18, 2022, along Adams Boulevard, where multiple pedestrians have been killed in collisions. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It is a justice issue and it is a safety issue in the community,” said Davis-Overstreet. “Our Black and Brown lives that have been lost because of the conditions we’ve lived under for decades.”\u003c/p>\n\u003cp>The recent safety upgrades along Adams Boulevard, she says, like the removal of a lane of traffic in each direction and the placement of enhanced crosswalks with big overhead lights, are a step in the right direction.\u003c/p>\n\u003cp>“It’s a behavioral change, where we have to slow it down,” said Davis-Overstreet on a recent morning, as she stood along the street watching the traffic go by.[aside label=\"Related Coverage\" tag=\"traffic-safety\"]The U.S. Department of Transportation just announced its own $5 billion safety initiative to fund local projects aimed at reducing dangerous speeding and improving pedestrian and cyclist infrastructure.\u003c/p>\n\u003cp>But despite LA’s efforts, traffic-related deaths and injuries have increased almost every year since the Vision Zero project was launched here in 2015, prompting some city leaders and safety advocates to accuse traffic officials of not moving nearly fast enough to make the streets safer.\u003c/p>\n\u003cp>Some critics argue that not enough money is being spent on the improvements, while others say local officials are prioritizing the plan’s implementation and failing to meet certain per-year metrics to reduce deaths and injuries.\u003c/p>\n\u003cp>But Seleta Reynolds, of LA’s Department of Transportation, says Vision Zero is only part of the solution to reducing traffic deaths.\u003c/p>\n\u003cp>She points to factors beyond traffic planners’ control, like America’s continuing love affair with big, heavy vehicles that greatly increase the chances a pedestrian or cyclist will die if hit.\u003c/p>\n\u003cp>Then there’s the challenge of distracted driving and the development of increasingly sophisticated car infotainment systems that keep motorists’ attention focused on screens instead of their surroundings, she said.\u003c/p>\n\u003cp>“About 80% of people driving are … actively using technology,” Reynolds said. “We also know that the majority of crashes happen when people driving take their eyes off the road for more than two seconds.”\u003c/p>\n\u003cfigure id=\"attachment_11903923\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/Crosswalk2-scaled-e1643926956960.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11903923\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/Crosswalk2-scaled-e1643926956960.jpg\" alt=\"A lone person crossing a broad street, with the sun rising behind her.\" width=\"1920\" height=\"1439\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A woman crosses a large boulevard in Los Angeles’s MacArthur Park neighborhood. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Reynolds also blames her city’s persistently high traffic fatality and injury rates on bad driving habits picked up by motorists during the early months of the pandemic, when streets were much emptier, and drivers were more prone to speed — an inclination that she says many drivers have unfortunately retained.\u003c/p>\n\u003cp>Although Reynolds acknowledges the city probably won’t meet the program’s goal of eliminating traffic deaths by 2025, she says aspiring to reach the Vision Zero goal is still worth it.\u003c/p>\n\u003cp>“We’ve set a milestone. We’ve set a year. And if we don’t get there, then I hope it will invite a lot of accountability and dialogue and discussion,” she said.\u003c/p>\n\u003cp>But that offers little comfort to Koi Finley, who is still grieving the loss of her father and worries that the streets are still just as dangerous as they were when he was killed.\u003c/p>\n\u003cp>“The city has said they want to make changes and fix things, but I feel like it hasn’t been a huge priority,” she said. “Something needs to be done. Something has to come from all of this, all of this heartache, all of this struggle.”[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "With the recent increase in traffic-related fatalities, Los Angeles and a number of other large cities in California have implemented Vision Zero, a campaign to make streets significantly safer for pedestrians and cyclists. ",
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"title": "Traffic Deaths in California Are on the Rise. Here's How LA and Other Big Cities Are Trying to Change That | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The worst day of Koi Finley’s life happened last January when she learned her father had just been struck and killed by a hit-and-run driver in downtown Los Angeles during his regular weekend bike ride. He was 46.\u003c/p>\n\u003cp>“That’s the craziest thing that anyone can tell you, that your father was literally hit by somebody,” Finley said. “‘Somebody killed your dad.'”\u003c/p>\n\u003cp>More than a year later, Finley, 19, is still grappling with the senselessness of her dad’s death, and the understanding that it is part of a larger, ongoing tragedy playing out on California’s streets.\u003c/p>\n\u003cp>There were an estimated 3,246 traffic fatalities across the state during the first nine months of 2021, a 17% increase from the same time period the previous year, \u003ca href=\"https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813240\">according to just-released National Traffic Highway Safety Administration data.\u003c/a>\u003c/p>\n\u003cp>The uptick was even sharper in Los Angeles, where Finley’s father was one of nearly 300 non-motorists killed in traffic accidents in 2021 — an increase of 20% from 2020. Of those deaths, 132 people were pedestrians.\u003c/p>\n\u003cfigure id=\"attachment_11903813\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/unnamed-2-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11903813 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/unnamed-2-scaled.jpg\" alt=\"A young woman standing in a walkway.\" width=\"2560\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-1920x1440.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Koi Finley in Los Angeles on Jan. 18, 2022. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Every single one of those numbers is a tragedy,” said LA Department of Transportation General Manager Seleta Reynolds. “If we cannot get people from A to B and guarantee that they are safe, and that when somebody leaves in the morning, they’ll come home safely at night, then we haven’t fulfilled sort of a basic responsibility.”\u003c/p>\n\u003cp>Reynolds says her most important tool to reduce traffic injuries and deaths is a program called Vision Zero.\u003c/p>\n\u003cp>Inspired by traffic safety initiatives in Europe, and adopted by LA in 2015, the initiative has set the ambitious goal of eliminating all traffic-related fatalities in the city by the year 2025.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Similar programs exist in other major urban areas around the state, including \u003ca href=\"https://www.visionzerosf.org/\">San Francisco\u003c/a> and \u003ca href=\"https://www.sandiego.gov/vision-zero\">San Diego\u003c/a>.\u003c/p>\n\u003cp>To reach their goal, LA officials are focused on improving what they call “high-injury network streets” — the 6% of all streets in the city that account for 70% of pedestrian deaths and injuries. Most are concentrated in the San Fernando Valley and South LA.\u003c/p>\n\u003cp>What do these streets have in common? They’re flat and wide, with relatively few traffic lights and crosswalks — all factors that often entice motorists to speed. Reynolds says speed is the No. 1 determinant of the severity of a car crash.\u003c/p>\n\u003cp>Through Vision Zero, the city is trying to remove lanes of traffic, widen bike lanes, and install additional crosswalks with big signs and flashing beacons to more effectively alert drivers to pedestrians and cyclists.\u003c/p>\n\u003cp>One example of these changes is a stretch of Adams Boulevard, south of the 10 Freeway in the city’s West Adams neighborhood. Like many other dangerous streets, it runs through predominantly lower-income Black and Latino neighborhoods.\u003c/p>\n\u003cp>“Motorists have used this roadway, this corridor, almost as a speedway,” says Yolanda Davis-Overstreet, a vice president of the West Adams Neighborhood Council and a traffic safety advocate.\u003c/p>\n\u003cp>Pedestrian safety is very much a racial and social justice issue, she notes, because so many of LA’s most dangerous streets run through communities of color, and Black and Latino residents make up a disproportionate number of traffic deaths.\u003c/p>\n\u003cfigure id=\"attachment_11903814\" class=\"wp-caption aligncenter\" style=\"max-width: 1880px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/0.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11903814\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/0.jpeg\" alt=\"A woman standing on a street corner.\" width=\"1880\" height=\"1410\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0.jpeg 1880w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0-1536x1152.jpeg 1536w\" sizes=\"(max-width: 1880px) 100vw, 1880px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Yolanda Davis-Overstreet, a traffic safety advocate in Los Angeles, observes traffic on Dec. 18, 2022, along Adams Boulevard, where multiple pedestrians have been killed in collisions. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It is a justice issue and it is a safety issue in the community,” said Davis-Overstreet. “Our Black and Brown lives that have been lost because of the conditions we’ve lived under for decades.”\u003c/p>\n\u003cp>The recent safety upgrades along Adams Boulevard, she says, like the removal of a lane of traffic in each direction and the placement of enhanced crosswalks with big overhead lights, are a step in the right direction.\u003c/p>\n\u003cp>“It’s a behavioral change, where we have to slow it down,” said Davis-Overstreet on a recent morning, as she stood along the street watching the traffic go by.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The U.S. Department of Transportation just announced its own $5 billion safety initiative to fund local projects aimed at reducing dangerous speeding and improving pedestrian and cyclist infrastructure.\u003c/p>\n\u003cp>But despite LA’s efforts, traffic-related deaths and injuries have increased almost every year since the Vision Zero project was launched here in 2015, prompting some city leaders and safety advocates to accuse traffic officials of not moving nearly fast enough to make the streets safer.\u003c/p>\n\u003cp>Some critics argue that not enough money is being spent on the improvements, while others say local officials are prioritizing the plan’s implementation and failing to meet certain per-year metrics to reduce deaths and injuries.\u003c/p>\n\u003cp>But Seleta Reynolds, of LA’s Department of Transportation, says Vision Zero is only part of the solution to reducing traffic deaths.\u003c/p>\n\u003cp>She points to factors beyond traffic planners’ control, like America’s continuing love affair with big, heavy vehicles that greatly increase the chances a pedestrian or cyclist will die if hit.\u003c/p>\n\u003cp>Then there’s the challenge of distracted driving and the development of increasingly sophisticated car infotainment systems that keep motorists’ attention focused on screens instead of their surroundings, she said.\u003c/p>\n\u003cp>“About 80% of people driving are … actively using technology,” Reynolds said. “We also know that the majority of crashes happen when people driving take their eyes off the road for more than two seconds.”\u003c/p>\n\u003cfigure id=\"attachment_11903923\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/Crosswalk2-scaled-e1643926956960.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11903923\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/Crosswalk2-scaled-e1643926956960.jpg\" alt=\"A lone person crossing a broad street, with the sun rising behind her.\" width=\"1920\" height=\"1439\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A woman crosses a large boulevard in Los Angeles’s MacArthur Park neighborhood. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Reynolds also blames her city’s persistently high traffic fatality and injury rates on bad driving habits picked up by motorists during the early months of the pandemic, when streets were much emptier, and drivers were more prone to speed — an inclination that she says many drivers have unfortunately retained.\u003c/p>\n\u003cp>Although Reynolds acknowledges the city probably won’t meet the program’s goal of eliminating traffic deaths by 2025, she says aspiring to reach the Vision Zero goal is still worth it.\u003c/p>\n\u003cp>“We’ve set a milestone. We’ve set a year. And if we don’t get there, then I hope it will invite a lot of accountability and dialogue and discussion,” she said.\u003c/p>\n\u003cp>But that offers little comfort to Koi Finley, who is still grieving the loss of her father and worries that the streets are still just as dangerous as they were when he was killed.\u003c/p>\n\u003cp>“The city has said they want to make changes and fix things, but I feel like it hasn’t been a huge priority,” she said. “Something needs to be done. Something has to come from all of this, all of this heartache, all of this struggle.”\u003c/p>\u003c/div>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"marketplace": {
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"masters-of-scale": {
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"mindshift": {
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"morning-edition": {
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"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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},
"pbs-newshour": {
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},
"perspectives": {
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"order": 14
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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"link": "/radio/program/planet-money",
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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
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"order": 5
},
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
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