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We’re up early and out the door, headed towards some kind of commute to work. However, adding the responsibility of getting children through that morning routine and to school on time can feel like the day’s biggest accomplishment.\u003c/p>\n\u003cp>When Jules Winters first moved to the San Francisco Bay Area from the East Coast, she worried that in that morning rush, she’d get stuck behind a school bus stopping every couple of blocks to pick up kids. She knew from experience that it could make her late to work. But, soon, that concern turned to puzzlement because it never happened. Instead, she noticed a lot of traffic jams around schools at drop-off and pick-up times.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>“Now, I’m not going anywhere near [a] school because of all the parents dropping off their kids,” she says. “Why aren’t there buses taking students to and from school?” she wondered. “Why is that now the obligation of the family? And how do different families accommodate that? Is that equitable?”\u003c/p>\n\u003ch3>It goes back to Proposition 13\u003c/h3>\n\u003cp>Winters isn’t wrong. California has fewer school buses than in other parts of the country. A survey conducted by the Federal Highway Administration found that nationally, almost 40% of school-aged kids ride a school bus. In California, that number is only 8%.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Like so many questions related to school funding and services, the answer to Winters’ question has roots in the passage of Proposition 13, a constitutional amendment that limited how much a homeowner’s property taxes could increase each year. Property taxes were the primary way school districts funded themselves back then.\u003c/p>\n\u003cp>“The restriction of those sources of revenue in 1978 caused more or less a budget crisis,” says Sam Speroni, a doctoral researcher at the UCLA Institute of Transportation Studies and a researcher at San Jose State’s Mineta Transportation Institute. “So in 1982, the state froze its home-to-school transportation budget with only cost of living adjustments, and that stayed in place until 2022.”\u003c/p>\n\u003cfigure id=\"attachment_11980731\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11980731\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/kids-ride-school-bus.jpg\" alt=\"A line of kids boards a yellow school bus.\" width=\"1920\" height=\"1080\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/kids-ride-school-bus.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/kids-ride-school-bus-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/kids-ride-school-bus-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/kids-ride-school-bus-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/kids-ride-school-bus-1536x864.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Across the country, about 40% of school-aged kids ride a school bus. In California, that number is closer to 8%. \u003ccite>( Ben Hasty/MediaNews Group/Reading Eagle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the intervening years, California’s population has grown, including school-aged children, but the transportation budget has largely stayed the same. That has forced districts to shoulder more of the costs associated with providing school buses.\u003c/p>\n\u003cp>“That leads local districts into really difficult decisions about, ‘do we continue providing buses or do we eliminate in-school-house services that are also super important?’” Speroni says.\u003c/p>\n\u003cp>Districts are federally mandated to provide buses to certain groups of students, like those who have transportation, as part of their Individualized Education Program (IEP). However, California does not require school districts to offer school transportation to general education students. As the demands on the school budgets have grown, many districts have chosen not to prioritize school bus funding, which is costly.\u003c/p>\n\u003ch2>Buses to serve equity goals\u003c/h2>\n\u003cp>Low-income families and families of color often travel the furthest to get to school and have the least resources at their disposal. In recognition of that, some Bay Area districts fund a small number of buses to help meet their equity goals.\u003c/p>\n\u003cp>Berkeley Unified School District assigns elementary students to zones and then places them in schools with an eye toward socioeconomic diversity. The district uses census data on family income and parental education to help it do this. If the student lives further than 1 1/2 miles from their assigned school, the district offers school buses to help them get there.\u003c/p>\n\u003cp>Over 1,600 students ride the bus in Berkeley, about 18% of the school community.\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm/?e=KQINC4087301904&light=true\" width=\"100%\">\u003c/iframe>\u003c/p>\n\u003cp>Berkeley’s commitment to school buses stems from a legacy of bussing for integration that goes back to 1968. Berkeley was the first sizable city with a large minority population to voluntarily start a two-way bussing program to both bring white students down from the hills and to take Black students up to the hill schools as a way to racially integrate the population of all its schools.\u003c/p>\n\u003cp>San Francisco also offers some school buses to general education students. It runs 35 buses for K–8 students each day, with routes that largely start on the southeast side of the city and bring kids to schools further north and west. The district says these routes help provide crucial access to language programs and offer more choices to families living in the southeast. The routes serve 46 schools and about 2,000 kids. Families sign up for the school bus when they enroll their children in elementary school. The routes and applications for spots on the bus are assigned at the educational placement center.\u003c/p>\n\u003ch2>Partnering with public transit agencies\u003c/h2>\n\u003cp>While many school districts in the San Francisco Bay Area do not provide dedicated school buses for general education students, they often partner with public transportation systems to help families get kids to school. In San Francisco, school-aged kids ride for free on Muni. SamTrans, serving schools in San Mateo County, offers free rides to low-income students.\u003c/p>\n\u003cp>Some school districts and public transportation agencies even work together to align schedules. For example, AC Transit, in the East Bay, offers Supplementary Service to School routes designed to align with school bell schedules and to cover the attendance boundaries of certain schools. AC Transit also discounts fares based on income requirements, as does Clipper.\u003c/p>\n\u003cp>Despite these efforts, according to the Federal Highway Administration survey, only about 2% of California students take public buses to school. In contrast, 68% get a ride in a private vehicle.\u003c/p>\n\u003ch3>Calls for school transportation reform\u003c/h3>\n\u003cp>Recently, there have been calls to reform California’s school transportation system. A 2014 Legislative Analyst’s Office report highlighted how underfunded the program had become and suggested several ways to reform it. In 2022, Newsom pledged state money to fund 60% of the cost of funding school transportation, the largest increase in years. The governor also allocated $1.5 billion in one-time funds to help districts transition to electric school buses.\u003c/p>\n\u003cp>State Sen. Nancy Skinner proposed a bill in 2022 that would provide universal access to school transportation for TK–12 public school students in the state. She argued that reliable transportation to school could reduce chronic absenteeism and improve school performance, especially for low-income students whose families more often don’t have cars. An analysis of the Skinner bill found it would cost the state $1.4 billion, which may be why, despite support in the Senate, it didn’t advance.\u003c/p>\n\u003cp>The high cost of providing school buses, paired with the many demands on a school district’s budget, make changes to school transportation policy a tricky proposition going forward.\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003ch2 id=\"episode-transcript\">Episode Transcript\u003c/h2>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Whenever Bay Curious listener Jules Winters thinks about her childhood growing up in the suburbs of Philadelphia, she thinks of her school bus driver.\u003c/p>\n\u003cp>\u003cb>Jules Winters: \u003c/b>My bus driver was Ted for like, most of my life. This one time, there was a snowstorm that just hit, like out of nowhere, and it was like full-on blizzard. And I remember, like, we had been at school maybe only into like 9:00, and they were like, we got to get you out of here, like, now. And so they called all the buses. And we got on the bus with Ted, and we got stuck in a huge snowdrift on the way home.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Jules doesn’t remember being scared in that moment, even though it was probably really stressful for Ted. She felt safe. She knew Ted would get her home, he always did.\u003c/p>\n\u003cp>\u003cb>Jules Winters: \u003c/b>I have really good memories of taking the bus. Like, I met my best friend on the bus. She had moved into town over the summer and was just starting in a new school, and it’s kind of like I was the first person that she met.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>So when she moved to California as an adult, Jules quickly noticed there weren’t many school buses moving kids around.\u003c/p>\n\u003cp>\u003cb>Jules Winters: \u003c/b>I think it’s ironic that initially, I was concerned about traffic, with like being stuck behind a bus, because that was what I was used to on the East Coast. Now, it’s like, I’m not going anywhere near that school because of all the parents dropping off their kids.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>I live a half block from a school, and trust me, some of the worst traffic jams happen around school start and end times. Since Jules has such positive memories of riding the bus as a student, it got her wondering.\u003c/p>\n\u003cp>\u003cb>Jules Winters: \u003c/b>Why aren’t there buses taking students to and from school?\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>And that led to a whole bunch more questions.\u003c/p>\n\u003cp>\u003cb>Jules Winters: \u003c/b>Why is that now the obligation of the family and how do different families accommodate that? Is that equitable?\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Today on Bay Curious, we’re taking a closer look at how kids get to school, why it matters, and if it’s true that there aren’t as many school buses in California as there are in other places. I’m Olivia Alan Price. Stay with us.\u003c/p>\n\u003cp>\u003ci>[Sponsor message]\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Today, we’re digging into why you don’t see as many school buses around the Bay area as you might in other parts of the country. And to help answer some of Jules’ questions, we have Bay curious producer and longtime education reporter Katrina Schwartz. Welcome, Katrina.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Hi, Olivia. I was actually quite excited that we got an education question.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Yeah, let’s get right into it. Is Jules right? Are there actually fewer school buses here?\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Yes, Jules is correct. She’s actually put her finger on a real discrepancy. So there’s this survey that the Federal Highway Administration does across the country. And when you look nationwide, almost 40% of school-age kids ride a school bus. And that number has been fairly consistent across many decades. But here in California, only 8% of kids ride a school bus to school, which is the lowest in the country.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Wow. 8%. You know, I wouldn’t have thought it was that low. Although I guess if I think about it, I don’t tend to see school buses very often when I’m out on the roads.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Right, because they really aren’t that common. In fact, I had a fair amount of trouble finding any kid that rode a school bus until I started asking around in Berkeley, where it is a little bit more common. So, I met Liz Christiano at her house in Berkeley. She actually volunteered to let me come over at this very stressful time in the morning.\u003c/p>\n\u003cp>\u003cb>Liz Christiano:\u003c/b> Good morning. Welcome, Katrina\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Getting ready time in order to meet up with her son James and his friend Eli, as they were having breakfast and getting ready to go to the school bus. They are both fourth graders at John Muir Elementary, and they remember the first time that they rode the school bus.\u003c/p>\n\u003cp>\u003cb>Eli: \u003c/b>It was kind of strange because, like, I didn’t know anybody, but then, like, I got used to it really quickly.\u003c/p>\n\u003cp>\u003cb>James: \u003c/b>It wasn’t really scary. I guess it felt weird.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>And they were not entirely positive about the experience but kind of resigned to it. I would say.\u003c/p>\n\u003cp>\u003cb>Eli: \u003c/b>It was pretty loud. There’s like so many people talking at once. And then the bus driver, like, frequently stops or has to use the radio to tell people to be quiet or to stop using foul language on the bus.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>OK. That tracks. I remember not loving the bus all the time as a student, but I know that my mom appreciated that it meant she didn’t have to drive me to school.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Yes, I think buses are really more for parents than they are for kids.\u003c/p>\n\u003cp>\u003cb>Liz Christiano: \u003c/b>My morning would be ridiculously stressful if I had to take him, even though we’re not that far away.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Liz Christiano says she’s not even sure how she’d manage her morning without the bus.\u003c/p>\n\u003cp>\u003cb>Liz Christiano: \u003c/b>The getting up and going. Having to manage all of the logistics of getting everywhere and everything on time is just… it’s a lot.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>She has another child who’s younger, who goes to a preschool in Oakland. That school starts at the same time as James’ school. So if she was having to take them both to school, it would be this real logistical hurdle to juggle it all. And so she was just very thankful for the bus.\u003c/p>\n\u003cp>\u003cb>Liz Christiano: \u003c/b>Having your kid picked up and taken somewhere and then delivered home the amount of life and cognitive space that you get back, I love it. I really love it. The mornings are so much better because of the bus.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>James and Eli normally walk to the school bus together without their parents. It’s about a two-block walk. But this morning, because I was there, a bunch of kids met up and we all walked to the school bus together.\u003c/p>\n\u003cp>\u003cb>James: \u003c/b>We’re about to have to go to the bus. Do you want to interview Mia or Micah? they’re also on the bus.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz in scene: \u003c/b>So, Micah, how do you feel about the bus?\u003c/p>\n\u003cp>\u003cb>Micah: \u003c/b>I like that parents still get to work as much as they want. And it’s just fun to ride in the bus with friends.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz in scene: \u003c/b>What about you, Mia? How do you feel about it?\u003c/p>\n\u003cp>\u003cb>Mia: \u003c/b>I really like it. Because even if you’re late to the bus, all you have to do is run, and he’ll wait for you.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz in scene: \u003c/b>He waits for you!\u003c/p>\n\u003cp>\u003cb>Mia: \u003c/b>Yeah, and he laughs.\u003ci> (giggles)\u003c/i> This is my first year. So I was very nervous on the first day. I wasn’t expecting that my stop would be the first stop on the whole thing and that it would take like 20 minutes to get to school.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz in scene: \u003c/b>Are you annoyed that it takes so long or is it OK?\u003c/p>\n\u003cp>\u003cb>Mia: \u003c/b>It’s OK because then I get to talk to my friends when they get on the bus.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz in scene: \u003c/b>So, is this the bus stop?\u003c/p>\n\u003cp>\u003cb>Eli: \u003c/b>It’s a very sad bus stop because it has no sign.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>And, pretty soon the bus pulled up. The kids all kind of gave their moms hugs and then got on.\u003c/p>\n\u003cp>\u003cb>Mia: \u003c/b>What we’re trying to say, is the bus is amazing!\u003c/p>\n\u003cp>\u003cb>James: \u003c/b>No, we are not.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Off they went.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>I mean, it sounds like it’s working out really well for them. Why aren’t there more buses around California if it’s helping out this family so much?\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Yeah. So this all goes back to Proposition 13, which is a constitutional amendment that passed in 1978. And it really limits how much property taxes can increase for homeowners, which is a big deal for school districts because, before Prop. 13, property taxes were the main way that school districts funded themselves. Since then, that burden has shifted more to the state because of Prop. 13.\u003c/p>\n\u003cp>\u003cb>Sam Speroni: \u003c/b>The restriction of those sources of revenue in 1978 caused more or less a budget crisis.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>I talked with Sam Speroni, who is a doctoral student at UCLA studying school transportation.\u003c/p>\n\u003cp>\u003cb>Sam Speroni: \u003c/b>So, in 1982, the state froze its home-to-school transportation budget with only cost-of-living adjustments, and that stayed in place until 2022.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>So over the past 40-plus years, California’s population has grown, though. So there’s just this one pot of money that really hasn’t changed that much, and more kids and more need. So, if districts want to offer school buses, they have to kind of shoulder more of the burden to pay for that. And that means tradeoffs. You know, you can’t pay for everything.\u003c/p>\n\u003cp>\u003cb>Sam Speroni: \u003c/b>That leads local districts into really difficult decisions about, do we continue providing busses or do we eliminate in school house services that are also super important?\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Reading support specialist for example, or an extra social worker?\u003c/p>\n\u003cp>\u003cb>Sam Speroni: \u003c/b>And politically, it’s difficult to justify the elimination of teaching staff if school buses can be reduced first.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Obviously, you said it’s an expensive prospect for school districts to think about doing this, but Berkeley is making a bigger investment than others to keep buses going. Why?\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>So it goes back to the history of bussing.\u003c/p>\n\u003cp>\u003cb>Archival tape: \u003c/b>The method is bussing, in itself one of the most controversial issues before boards of education throughout this country. But Berkeley is out to prove that it works.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>You know, in the 1960s and 70s, school buses were one of the primary ways that districts tried to integrate their schools racially. There was a lot of segregation before that, and school bussing was a way of basically moving kids around, mixing them up, taking them to different neighborhoods.\u003c/p>\n\u003cp>\u003cb>Archival tape: \u003c/b>And with the use of 25 buses, 3,500 elementary children began to commute to and from White and Negro neighborhoods.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Trish McDermott is the senior communications director for Berkeley Unified, and she told me this history is fundamental to how Berkeley operates today.\u003c/p>\n\u003cp>\u003cb>Trish McDermott: \u003c/b>In 1968, we integrated our elementary schools, and that really made Berkeley the first larger city in the country with a large minority enrollment to voluntarily desegregate schools. And we did that with our buses.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>And Trish says even in progressive Berkeley, bussing for integration wasn’t always popular.\u003c/p>\n\u003cp>\u003cb>Trish McDermott: \u003c/b>Big, crowded school board meetings, a lot of pushback.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>They eventually got it done.\u003c/p>\n\u003cp>\u003cb>Trish McDermott: \u003c/b>It’s change that we’re very proud of, and it really is the legacy of our transportation department as it exists today.\u003c/p>\n\u003cp>\u003cb>Archival tape: \u003c/b>Oxford is typical of a school in Berkeley’s white middle-class neighborhood. Last year, Oxford student body had one Negro member. Today, 40% of the 325 students are black.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>It’s a progressive district, and they care about creating schools that are diverse and integrated. So, what they do is assign elementary school students to a zone, and then they look at the census for income data and parental education data to assign students to different schools. And then they use school buses to help kids and families get to the school that they were assigned to.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Berkeley is doing this, but how does that stack up against all the other hundreds of school districts in California?\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Well, it’s important to know that there’s no law in California that requires school districts to provide buses to general education students. So every district kind of looks at its budget and their student population and decides, you know, can we afford to do this or not? Is this where we want to spend our limited resources? You always have to make tradeoffs. So in a rural district, for example, they often prioritize school transportation because the distances are longer. There maybe aren’t any public transportation options for students, and the schools are more spread out. So bussing is sort of essential to getting kids to school.\u003c/p>\n\u003cp>I will say that every district does need to provide some school busses, because they are federally mandated to transport certain groups of students to school. So if a student has transportation as part of their Individualized Education program, for example, maybe they have a disability or something like that, then they get transportation to school, and that is federally mandated.\u003c/p>\n\u003cp>One district that actually does provide school buses for general education kids is San Francisco, which might actually surprise some families in San Francisco because a lot of families have to drive their kids to school or walk them to school or find some other way to get there. But there are a few school buses, 35 buses that the district runs. And again, it is also for equity reasons, largely the routes start on the south side of the city where there’s often more kids. It tends to be like lower-income neighborhoods, and the routes take kids to the west side of the city, and that’s to provide access to language programs, other schools, and basically makes sure that they have access to the rest of the city.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>There must be families who would use bussing if it came to them, and it just doesn’t. What do those people do?\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Well, you know, some kids walk to school if they’re close enough, some kids bike to school. But about two-thirds of California students get a ride to school in a private vehicle. So obviously that’s not great for the environment. And it’s a big ask of families. I mean, plenty of people don’t have cars, so some districts try to help out by partnering with public transportation systems. So in San Francisco, for example, school kids can ride Muni for free. And the district says that every school is served by at least one Muni bus line or train line. In the East Bay. It’s AC transit, and they actually reach out to the school districts around them and try to align their bus schedules to the school. Will start and end times to make it easier for kids to ride.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz in scene:\u003c/b> I’m here at De Anza High School in Richmond. And it’s interesting because, like, all the AC transit buses are waiting here, like school buses. They’re pulled up off the street in this little pick-up zone. And there’s a bunch of kids who came out of school who are waiting around for the buses to leave.\u003c/p>\n\u003cp>\u003ci>[Sound of fare machine beeping]\u003c/i>\u003c/p>\n\u003cp>About 20 minutes after school let out…\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz in scene:\u003c/b> So all the kids are, like, crowded around the door waiting to get on the bus.\u003c/p>\n\u003cp>\u003ci>[Sounds of bus honking and accelerating]\u003c/i>\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>The bus takes off. And it takes a route through the school boundary zone so that all these kids can get back home. But if there was another patron on the street who wanted to ride, they could easily get on the bus anywhere along the route.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>I mean, I imagine this, you know, really boils down to sort of a problem on the equity front, right? Because, OK, even if parents are able to take their kids to school because of their schedule, that still is going to mean they’re going to have to have a car that’s operational. That requires a certain amount of money. Be up to date on insurance. Or I mean, the other thing to consider is like, that’s going to limit the shift work that perhaps parents could do if they’re going to have to know that they need to be available to take their kid to school at a certain time. That’s a constraint that, especially if you’re living, you know, on a low-income salary, that’s just one more thing that you’re sort of juggling in an already pretty complicated life.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Yeah, I think it is an equity issue, although it’s a little bit unclear how big of one it is. I mean, obviously any family that has more flexibility and more mobility is going to have more choices. And all the things that you laid out are true. But there are a lot of other factors that make schools unequal in California. So it’s hard to say how much of a difference a school bus would really make to the whole big picture. One thing that Sam Speroni says, though, is that if California as a state wants to even the playing field for families by offering choices about what schools a family might send their kid to, transportation really needs to be part of that conversation.\u003c/p>\n\u003cp>\u003cb>Sam Speroni: \u003c/b>Ultimately, you don’t have school choice if you don’t have transportation to those choices.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>And then the other problem that Sam Speroni brought up — this is a national problem — there’s a huge school bus driver shortage.\u003c/p>\n\u003cp>\u003cb>Sam Speroni: \u003c/b>With the buses we already have. We’re struggling to staff them.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>The school bus drivers have to have a special commercial driver’s license, which is also what you use for trucking or other types of delivery jobs. And often those jobs pay more. So in this current economy, it’s very hard to retain your school bus drivers. And we’re seeing that even in places that have much more robust bussing, they’re having a lot of trouble staffing their buses.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Now, given everything you’ve learned, are there likely to be any changes to how many school buses California schools offer?\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>I mean, a number of people have flagged this as a problem. It’s an equity issue, as we already talked about. So, State Sen. Nancy Skinner actually introduced a bill in 2022 that would have provided universal school transportation for California public school students. And she did that because she argued that providing dedicated funds for school transportation would actually improve attendance. It would help with chronic absenteeism, and especially for low income students, it could also improve outcomes at school, too. But this bill was estimated to cost the state $1.4 billion. And so it had some support in the state Senate, but ultimately it didn’t advance.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>$1.4 billion is a lot of money. But still, you know, as someone who rode a school bus, I do have a little bit of nostalgia for those big yellow buses. And I find it a little sad that, you know, I have a 3-year-old, and he isn’t likely to ride a bus in California and have that special relationship with his bus driver.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Yeah, I mean, I definitely got the sense from our question-asker, Jules, that she finds it a bit sad. I mean, she really had a positive experience on the bus and felt like it really created community. And not having them around here in the Bay area seems like just another way that the social fabric is fraying a little bit.\u003c/p>\n\u003cp>\u003cb>Jules Winters: \u003c/b>I guess I’ve always imagined that buses are like a library or a firefighter station or a police station like it’s this community service that is part of the inlaid structure of what makes it a community or what makes it a school for that community. So it just boggles my mind that it’s not part of any of these communities here.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Well, Katrina Schwartz, thank you so much for bringing the story to us.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>You’re welcome. I’m sorry I couldn’t get more cute kids on buses. Apparently, there’s a lot of liability issues with getting on school buses.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>The woes of education reporting.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Yes. It’s hard.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price \u003c/b>Big thanks to Jules Winters for asking this week’s question. If you’ve got a question you’d like Bay Curious to take on, head to baycurious.org and fill out our form at the top of the page. While you’re there, vote in our March voting round. Here are the options under consideration.\u003c/p>\n\u003cp>\u003cb>Voice 1 \u003c/b>Have you noticed all the motels along Lombard Street? I have. Ever since I was a kid, I’ve always wondered why. Can you find out?\u003c/p>\n\u003cp>\u003cb>Voice 2 \u003c/b>At the San Francisco Opera House, there’s a chandelier high above the orchestra level. How do they change the light bulbs when they burn out?\u003c/p>\n\u003cp>\u003cb>Voice 3 \u003c/b>San Mateo County has an official shared housing program, which helps people find housing in someone else’s home. How well is it working?\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price \u003c/b>Again, that’s \u003ca href=\"http://www.baycurious.org\">baycurious.org\u003c/a>.\u003c/p>\n\n","blocks":[],"excerpt":"Only about 8% of California public school students ride a school bus, as compared to almost 40% nationwide. The reason goes back to Proposition 13 and school funding reform.","status":"publish","parent":0,"modified":1711649382,"stats":{"hasAudio":true,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":true,"hasPolis":false,"paragraphCount":127,"wordCount":4963},"headData":{"title":"Why Doesn't California Have More School Buses? | KQED","description":"Only about 8% of California public school students ride a school bus, as compared to almost 40% nationwide. The reason goes back to Proposition 13 and school funding reform.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":""},"source":"Bay Curious","sourceUrl":"https://www.kqed.org/podcasts/baycurious/","audioUrl":"https://dcs.megaphone.fm/KQINC4087301904.mp3?key=a940237bee111ba8b944e9e9f85dc9c3&request_event_id=88eeff47-2301-4bb4-8781-4a2db771ad5e","sticky":false,"excludeFromSiteSearch":"Include","articleAge":"0","path":"/news/11980715/why-dont-more-bay-area-kids-ride-school-buses","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"#episode-transcript\">View the full episode transcript.\u003c/a>\u003c/p>\n\u003cp>Weekday mornings are unquestionably hectic for many of us. We’re up early and out the door, headed towards some kind of commute to work. However, adding the responsibility of getting children through that morning routine and to school on time can feel like the day’s biggest accomplishment.\u003c/p>\n\u003cp>When Jules Winters first moved to the San Francisco Bay Area from the East Coast, she worried that in that morning rush, she’d get stuck behind a school bus stopping every couple of blocks to pick up kids. She knew from experience that it could make her late to work. But, soon, that concern turned to puzzlement because it never happened. Instead, she noticed a lot of traffic jams around schools at drop-off and pick-up times.\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\" />\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>“Now, I’m not going anywhere near [a] school because of all the parents dropping off their kids,” she says. “Why aren’t there buses taking students to and from school?” she wondered. “Why is that now the obligation of the family? And how do different families accommodate that? Is that equitable?”\u003c/p>\n\u003ch3>It goes back to Proposition 13\u003c/h3>\n\u003cp>Winters isn’t wrong. California has fewer school buses than in other parts of the country. A survey conducted by the Federal Highway Administration found that nationally, almost 40% of school-aged kids ride a school bus. In California, that number is only 8%.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Like so many questions related to school funding and services, the answer to Winters’ question has roots in the passage of Proposition 13, a constitutional amendment that limited how much a homeowner’s property taxes could increase each year. Property taxes were the primary way school districts funded themselves back then.\u003c/p>\n\u003cp>“The restriction of those sources of revenue in 1978 caused more or less a budget crisis,” says Sam Speroni, a doctoral researcher at the UCLA Institute of Transportation Studies and a researcher at San Jose State’s Mineta Transportation Institute. “So in 1982, the state froze its home-to-school transportation budget with only cost of living adjustments, and that stayed in place until 2022.”\u003c/p>\n\u003cfigure id=\"attachment_11980731\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11980731\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/kids-ride-school-bus.jpg\" alt=\"A line of kids boards a yellow school bus.\" width=\"1920\" height=\"1080\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/kids-ride-school-bus.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/kids-ride-school-bus-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/kids-ride-school-bus-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/kids-ride-school-bus-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/kids-ride-school-bus-1536x864.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Across the country, about 40% of school-aged kids ride a school bus. In California, that number is closer to 8%. \u003ccite>( Ben Hasty/MediaNews Group/Reading Eagle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the intervening years, California’s population has grown, including school-aged children, but the transportation budget has largely stayed the same. That has forced districts to shoulder more of the costs associated with providing school buses.\u003c/p>\n\u003cp>“That leads local districts into really difficult decisions about, ‘do we continue providing buses or do we eliminate in-school-house services that are also super important?’” Speroni says.\u003c/p>\n\u003cp>Districts are federally mandated to provide buses to certain groups of students, like those who have transportation, as part of their Individualized Education Program (IEP). However, California does not require school districts to offer school transportation to general education students. As the demands on the school budgets have grown, many districts have chosen not to prioritize school bus funding, which is costly.\u003c/p>\n\u003ch2>Buses to serve equity goals\u003c/h2>\n\u003cp>Low-income families and families of color often travel the furthest to get to school and have the least resources at their disposal. In recognition of that, some Bay Area districts fund a small number of buses to help meet their equity goals.\u003c/p>\n\u003cp>Berkeley Unified School District assigns elementary students to zones and then places them in schools with an eye toward socioeconomic diversity. The district uses census data on family income and parental education to help it do this. If the student lives further than 1 1/2 miles from their assigned school, the district offers school buses to help them get there.\u003c/p>\n\u003cp>Over 1,600 students ride the bus in Berkeley, about 18% of the school community.\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm/?e=KQINC4087301904&light=true\" width=\"100%\">\u003c/iframe>\u003c/p>\n\u003cp>Berkeley’s commitment to school buses stems from a legacy of bussing for integration that goes back to 1968. Berkeley was the first sizable city with a large minority population to voluntarily start a two-way bussing program to both bring white students down from the hills and to take Black students up to the hill schools as a way to racially integrate the population of all its schools.\u003c/p>\n\u003cp>San Francisco also offers some school buses to general education students. It runs 35 buses for K–8 students each day, with routes that largely start on the southeast side of the city and bring kids to schools further north and west. The district says these routes help provide crucial access to language programs and offer more choices to families living in the southeast. The routes serve 46 schools and about 2,000 kids. Families sign up for the school bus when they enroll their children in elementary school. The routes and applications for spots on the bus are assigned at the educational placement center.\u003c/p>\n\u003ch2>Partnering with public transit agencies\u003c/h2>\n\u003cp>While many school districts in the San Francisco Bay Area do not provide dedicated school buses for general education students, they often partner with public transportation systems to help families get kids to school. In San Francisco, school-aged kids ride for free on Muni. SamTrans, serving schools in San Mateo County, offers free rides to low-income students.\u003c/p>\n\u003cp>Some school districts and public transportation agencies even work together to align schedules. For example, AC Transit, in the East Bay, offers Supplementary Service to School routes designed to align with school bell schedules and to cover the attendance boundaries of certain schools. AC Transit also discounts fares based on income requirements, as does Clipper.\u003c/p>\n\u003cp>Despite these efforts, according to the Federal Highway Administration survey, only about 2% of California students take public buses to school. In contrast, 68% get a ride in a private vehicle.\u003c/p>\n\u003ch3>Calls for school transportation reform\u003c/h3>\n\u003cp>Recently, there have been calls to reform California’s school transportation system. A 2014 Legislative Analyst’s Office report highlighted how underfunded the program had become and suggested several ways to reform it. In 2022, Newsom pledged state money to fund 60% of the cost of funding school transportation, the largest increase in years. The governor also allocated $1.5 billion in one-time funds to help districts transition to electric school buses.\u003c/p>\n\u003cp>State Sen. Nancy Skinner proposed a bill in 2022 that would provide universal access to school transportation for TK–12 public school students in the state. She argued that reliable transportation to school could reduce chronic absenteeism and improve school performance, especially for low-income students whose families more often don’t have cars. An analysis of the Skinner bill found it would cost the state $1.4 billion, which may be why, despite support in the Senate, it didn’t advance.\u003c/p>\n\u003cp>The high cost of providing school buses, paired with the many demands on a school district’s budget, make changes to school transportation policy a tricky proposition going forward.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"baycuriousquestion","attributes":{"named":{"label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2 id=\"episode-transcript\">Episode Transcript\u003c/h2>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Whenever Bay Curious listener Jules Winters thinks about her childhood growing up in the suburbs of Philadelphia, she thinks of her school bus driver.\u003c/p>\n\u003cp>\u003cb>Jules Winters: \u003c/b>My bus driver was Ted for like, most of my life. This one time, there was a snowstorm that just hit, like out of nowhere, and it was like full-on blizzard. And I remember, like, we had been at school maybe only into like 9:00, and they were like, we got to get you out of here, like, now. And so they called all the buses. And we got on the bus with Ted, and we got stuck in a huge snowdrift on the way home.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Jules doesn’t remember being scared in that moment, even though it was probably really stressful for Ted. She felt safe. She knew Ted would get her home, he always did.\u003c/p>\n\u003cp>\u003cb>Jules Winters: \u003c/b>I have really good memories of taking the bus. Like, I met my best friend on the bus. She had moved into town over the summer and was just starting in a new school, and it’s kind of like I was the first person that she met.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>So when she moved to California as an adult, Jules quickly noticed there weren’t many school buses moving kids around.\u003c/p>\n\u003cp>\u003cb>Jules Winters: \u003c/b>I think it’s ironic that initially, I was concerned about traffic, with like being stuck behind a bus, because that was what I was used to on the East Coast. Now, it’s like, I’m not going anywhere near that school because of all the parents dropping off their kids.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>I live a half block from a school, and trust me, some of the worst traffic jams happen around school start and end times. Since Jules has such positive memories of riding the bus as a student, it got her wondering.\u003c/p>\n\u003cp>\u003cb>Jules Winters: \u003c/b>Why aren’t there buses taking students to and from school?\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>And that led to a whole bunch more questions.\u003c/p>\n\u003cp>\u003cb>Jules Winters: \u003c/b>Why is that now the obligation of the family and how do different families accommodate that? Is that equitable?\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Today on Bay Curious, we’re taking a closer look at how kids get to school, why it matters, and if it’s true that there aren’t as many school buses in California as there are in other places. I’m Olivia Alan Price. Stay with us.\u003c/p>\n\u003cp>\u003ci>[Sponsor message]\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Today, we’re digging into why you don’t see as many school buses around the Bay area as you might in other parts of the country. And to help answer some of Jules’ questions, we have Bay curious producer and longtime education reporter Katrina Schwartz. Welcome, Katrina.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Hi, Olivia. I was actually quite excited that we got an education question.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Yeah, let’s get right into it. Is Jules right? Are there actually fewer school buses here?\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Yes, Jules is correct. She’s actually put her finger on a real discrepancy. So there’s this survey that the Federal Highway Administration does across the country. And when you look nationwide, almost 40% of school-age kids ride a school bus. And that number has been fairly consistent across many decades. But here in California, only 8% of kids ride a school bus to school, which is the lowest in the country.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Wow. 8%. You know, I wouldn’t have thought it was that low. Although I guess if I think about it, I don’t tend to see school buses very often when I’m out on the roads.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Right, because they really aren’t that common. In fact, I had a fair amount of trouble finding any kid that rode a school bus until I started asking around in Berkeley, where it is a little bit more common. So, I met Liz Christiano at her house in Berkeley. She actually volunteered to let me come over at this very stressful time in the morning.\u003c/p>\n\u003cp>\u003cb>Liz Christiano:\u003c/b> Good morning. Welcome, Katrina\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Getting ready time in order to meet up with her son James and his friend Eli, as they were having breakfast and getting ready to go to the school bus. They are both fourth graders at John Muir Elementary, and they remember the first time that they rode the school bus.\u003c/p>\n\u003cp>\u003cb>Eli: \u003c/b>It was kind of strange because, like, I didn’t know anybody, but then, like, I got used to it really quickly.\u003c/p>\n\u003cp>\u003cb>James: \u003c/b>It wasn’t really scary. I guess it felt weird.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>And they were not entirely positive about the experience but kind of resigned to it. I would say.\u003c/p>\n\u003cp>\u003cb>Eli: \u003c/b>It was pretty loud. There’s like so many people talking at once. And then the bus driver, like, frequently stops or has to use the radio to tell people to be quiet or to stop using foul language on the bus.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>OK. That tracks. I remember not loving the bus all the time as a student, but I know that my mom appreciated that it meant she didn’t have to drive me to school.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Yes, I think buses are really more for parents than they are for kids.\u003c/p>\n\u003cp>\u003cb>Liz Christiano: \u003c/b>My morning would be ridiculously stressful if I had to take him, even though we’re not that far away.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Liz Christiano says she’s not even sure how she’d manage her morning without the bus.\u003c/p>\n\u003cp>\u003cb>Liz Christiano: \u003c/b>The getting up and going. Having to manage all of the logistics of getting everywhere and everything on time is just… it’s a lot.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>She has another child who’s younger, who goes to a preschool in Oakland. That school starts at the same time as James’ school. So if she was having to take them both to school, it would be this real logistical hurdle to juggle it all. And so she was just very thankful for the bus.\u003c/p>\n\u003cp>\u003cb>Liz Christiano: \u003c/b>Having your kid picked up and taken somewhere and then delivered home the amount of life and cognitive space that you get back, I love it. I really love it. The mornings are so much better because of the bus.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>James and Eli normally walk to the school bus together without their parents. It’s about a two-block walk. But this morning, because I was there, a bunch of kids met up and we all walked to the school bus together.\u003c/p>\n\u003cp>\u003cb>James: \u003c/b>We’re about to have to go to the bus. Do you want to interview Mia or Micah? they’re also on the bus.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz in scene: \u003c/b>So, Micah, how do you feel about the bus?\u003c/p>\n\u003cp>\u003cb>Micah: \u003c/b>I like that parents still get to work as much as they want. And it’s just fun to ride in the bus with friends.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz in scene: \u003c/b>What about you, Mia? How do you feel about it?\u003c/p>\n\u003cp>\u003cb>Mia: \u003c/b>I really like it. Because even if you’re late to the bus, all you have to do is run, and he’ll wait for you.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz in scene: \u003c/b>He waits for you!\u003c/p>\n\u003cp>\u003cb>Mia: \u003c/b>Yeah, and he laughs.\u003ci> (giggles)\u003c/i> This is my first year. So I was very nervous on the first day. I wasn’t expecting that my stop would be the first stop on the whole thing and that it would take like 20 minutes to get to school.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz in scene: \u003c/b>Are you annoyed that it takes so long or is it OK?\u003c/p>\n\u003cp>\u003cb>Mia: \u003c/b>It’s OK because then I get to talk to my friends when they get on the bus.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz in scene: \u003c/b>So, is this the bus stop?\u003c/p>\n\u003cp>\u003cb>Eli: \u003c/b>It’s a very sad bus stop because it has no sign.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>And, pretty soon the bus pulled up. The kids all kind of gave their moms hugs and then got on.\u003c/p>\n\u003cp>\u003cb>Mia: \u003c/b>What we’re trying to say, is the bus is amazing!\u003c/p>\n\u003cp>\u003cb>James: \u003c/b>No, we are not.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Off they went.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>I mean, it sounds like it’s working out really well for them. Why aren’t there more buses around California if it’s helping out this family so much?\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Yeah. So this all goes back to Proposition 13, which is a constitutional amendment that passed in 1978. And it really limits how much property taxes can increase for homeowners, which is a big deal for school districts because, before Prop. 13, property taxes were the main way that school districts funded themselves. Since then, that burden has shifted more to the state because of Prop. 13.\u003c/p>\n\u003cp>\u003cb>Sam Speroni: \u003c/b>The restriction of those sources of revenue in 1978 caused more or less a budget crisis.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>I talked with Sam Speroni, who is a doctoral student at UCLA studying school transportation.\u003c/p>\n\u003cp>\u003cb>Sam Speroni: \u003c/b>So, in 1982, the state froze its home-to-school transportation budget with only cost-of-living adjustments, and that stayed in place until 2022.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>So over the past 40-plus years, California’s population has grown, though. So there’s just this one pot of money that really hasn’t changed that much, and more kids and more need. So, if districts want to offer school buses, they have to kind of shoulder more of the burden to pay for that. And that means tradeoffs. You know, you can’t pay for everything.\u003c/p>\n\u003cp>\u003cb>Sam Speroni: \u003c/b>That leads local districts into really difficult decisions about, do we continue providing busses or do we eliminate in school house services that are also super important?\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Reading support specialist for example, or an extra social worker?\u003c/p>\n\u003cp>\u003cb>Sam Speroni: \u003c/b>And politically, it’s difficult to justify the elimination of teaching staff if school buses can be reduced first.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Obviously, you said it’s an expensive prospect for school districts to think about doing this, but Berkeley is making a bigger investment than others to keep buses going. Why?\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>So it goes back to the history of bussing.\u003c/p>\n\u003cp>\u003cb>Archival tape: \u003c/b>The method is bussing, in itself one of the most controversial issues before boards of education throughout this country. But Berkeley is out to prove that it works.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>You know, in the 1960s and 70s, school buses were one of the primary ways that districts tried to integrate their schools racially. There was a lot of segregation before that, and school bussing was a way of basically moving kids around, mixing them up, taking them to different neighborhoods.\u003c/p>\n\u003cp>\u003cb>Archival tape: \u003c/b>And with the use of 25 buses, 3,500 elementary children began to commute to and from White and Negro neighborhoods.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Trish McDermott is the senior communications director for Berkeley Unified, and she told me this history is fundamental to how Berkeley operates today.\u003c/p>\n\u003cp>\u003cb>Trish McDermott: \u003c/b>In 1968, we integrated our elementary schools, and that really made Berkeley the first larger city in the country with a large minority enrollment to voluntarily desegregate schools. And we did that with our buses.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>And Trish says even in progressive Berkeley, bussing for integration wasn’t always popular.\u003c/p>\n\u003cp>\u003cb>Trish McDermott: \u003c/b>Big, crowded school board meetings, a lot of pushback.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>They eventually got it done.\u003c/p>\n\u003cp>\u003cb>Trish McDermott: \u003c/b>It’s change that we’re very proud of, and it really is the legacy of our transportation department as it exists today.\u003c/p>\n\u003cp>\u003cb>Archival tape: \u003c/b>Oxford is typical of a school in Berkeley’s white middle-class neighborhood. Last year, Oxford student body had one Negro member. Today, 40% of the 325 students are black.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>It’s a progressive district, and they care about creating schools that are diverse and integrated. So, what they do is assign elementary school students to a zone, and then they look at the census for income data and parental education data to assign students to different schools. And then they use school buses to help kids and families get to the school that they were assigned to.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Berkeley is doing this, but how does that stack up against all the other hundreds of school districts in California?\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Well, it’s important to know that there’s no law in California that requires school districts to provide buses to general education students. So every district kind of looks at its budget and their student population and decides, you know, can we afford to do this or not? Is this where we want to spend our limited resources? You always have to make tradeoffs. So in a rural district, for example, they often prioritize school transportation because the distances are longer. There maybe aren’t any public transportation options for students, and the schools are more spread out. So bussing is sort of essential to getting kids to school.\u003c/p>\n\u003cp>I will say that every district does need to provide some school busses, because they are federally mandated to transport certain groups of students to school. So if a student has transportation as part of their Individualized Education program, for example, maybe they have a disability or something like that, then they get transportation to school, and that is federally mandated.\u003c/p>\n\u003cp>One district that actually does provide school buses for general education kids is San Francisco, which might actually surprise some families in San Francisco because a lot of families have to drive their kids to school or walk them to school or find some other way to get there. But there are a few school buses, 35 buses that the district runs. And again, it is also for equity reasons, largely the routes start on the south side of the city where there’s often more kids. It tends to be like lower-income neighborhoods, and the routes take kids to the west side of the city, and that’s to provide access to language programs, other schools, and basically makes sure that they have access to the rest of the city.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>There must be families who would use bussing if it came to them, and it just doesn’t. What do those people do?\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Well, you know, some kids walk to school if they’re close enough, some kids bike to school. But about two-thirds of California students get a ride to school in a private vehicle. So obviously that’s not great for the environment. And it’s a big ask of families. I mean, plenty of people don’t have cars, so some districts try to help out by partnering with public transportation systems. So in San Francisco, for example, school kids can ride Muni for free. And the district says that every school is served by at least one Muni bus line or train line. In the East Bay. It’s AC transit, and they actually reach out to the school districts around them and try to align their bus schedules to the school. Will start and end times to make it easier for kids to ride.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz in scene:\u003c/b> I’m here at De Anza High School in Richmond. And it’s interesting because, like, all the AC transit buses are waiting here, like school buses. They’re pulled up off the street in this little pick-up zone. And there’s a bunch of kids who came out of school who are waiting around for the buses to leave.\u003c/p>\n\u003cp>\u003ci>[Sound of fare machine beeping]\u003c/i>\u003c/p>\n\u003cp>About 20 minutes after school let out…\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz in scene:\u003c/b> So all the kids are, like, crowded around the door waiting to get on the bus.\u003c/p>\n\u003cp>\u003ci>[Sounds of bus honking and accelerating]\u003c/i>\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>The bus takes off. And it takes a route through the school boundary zone so that all these kids can get back home. But if there was another patron on the street who wanted to ride, they could easily get on the bus anywhere along the route.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>I mean, I imagine this, you know, really boils down to sort of a problem on the equity front, right? Because, OK, even if parents are able to take their kids to school because of their schedule, that still is going to mean they’re going to have to have a car that’s operational. That requires a certain amount of money. Be up to date on insurance. Or I mean, the other thing to consider is like, that’s going to limit the shift work that perhaps parents could do if they’re going to have to know that they need to be available to take their kid to school at a certain time. That’s a constraint that, especially if you’re living, you know, on a low-income salary, that’s just one more thing that you’re sort of juggling in an already pretty complicated life.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Yeah, I think it is an equity issue, although it’s a little bit unclear how big of one it is. I mean, obviously any family that has more flexibility and more mobility is going to have more choices. And all the things that you laid out are true. But there are a lot of other factors that make schools unequal in California. So it’s hard to say how much of a difference a school bus would really make to the whole big picture. One thing that Sam Speroni says, though, is that if California as a state wants to even the playing field for families by offering choices about what schools a family might send their kid to, transportation really needs to be part of that conversation.\u003c/p>\n\u003cp>\u003cb>Sam Speroni: \u003c/b>Ultimately, you don’t have school choice if you don’t have transportation to those choices.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>And then the other problem that Sam Speroni brought up — this is a national problem — there’s a huge school bus driver shortage.\u003c/p>\n\u003cp>\u003cb>Sam Speroni: \u003c/b>With the buses we already have. We’re struggling to staff them.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>The school bus drivers have to have a special commercial driver’s license, which is also what you use for trucking or other types of delivery jobs. And often those jobs pay more. So in this current economy, it’s very hard to retain your school bus drivers. And we’re seeing that even in places that have much more robust bussing, they’re having a lot of trouble staffing their buses.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Now, given everything you’ve learned, are there likely to be any changes to how many school buses California schools offer?\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>I mean, a number of people have flagged this as a problem. It’s an equity issue, as we already talked about. So, State Sen. Nancy Skinner actually introduced a bill in 2022 that would have provided universal school transportation for California public school students. And she did that because she argued that providing dedicated funds for school transportation would actually improve attendance. It would help with chronic absenteeism, and especially for low income students, it could also improve outcomes at school, too. But this bill was estimated to cost the state $1.4 billion. And so it had some support in the state Senate, but ultimately it didn’t advance.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>$1.4 billion is a lot of money. But still, you know, as someone who rode a school bus, I do have a little bit of nostalgia for those big yellow buses. And I find it a little sad that, you know, I have a 3-year-old, and he isn’t likely to ride a bus in California and have that special relationship with his bus driver.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Yeah, I mean, I definitely got the sense from our question-asker, Jules, that she finds it a bit sad. I mean, she really had a positive experience on the bus and felt like it really created community. And not having them around here in the Bay area seems like just another way that the social fabric is fraying a little bit.\u003c/p>\n\u003cp>\u003cb>Jules Winters: \u003c/b>I guess I’ve always imagined that buses are like a library or a firefighter station or a police station like it’s this community service that is part of the inlaid structure of what makes it a community or what makes it a school for that community. So it just boggles my mind that it’s not part of any of these communities here.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Well, Katrina Schwartz, thank you so much for bringing the story to us.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>You’re welcome. I’m sorry I couldn’t get more cute kids on buses. Apparently, there’s a lot of liability issues with getting on school buses.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>The woes of education reporting.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Yes. It’s hard.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price \u003c/b>Big thanks to Jules Winters for asking this week’s question. If you’ve got a question you’d like Bay Curious to take on, head to baycurious.org and fill out our form at the top of the page. While you’re there, vote in our March voting round. Here are the options under consideration.\u003c/p>\n\u003cp>\u003cb>Voice 1 \u003c/b>Have you noticed all the motels along Lombard Street? I have. Ever since I was a kid, I’ve always wondered why. Can you find out?\u003c/p>\n\u003cp>\u003cb>Voice 2 \u003c/b>At the San Francisco Opera House, there’s a chandelier high above the orchestra level. How do they change the light bulbs when they burn out?\u003c/p>\n\u003cp>\u003cb>Voice 3 \u003c/b>San Mateo County has an official shared housing program, which helps people find housing in someone else’s home. How well is it working?\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price \u003c/b>Again, that’s \u003ca href=\"http://www.baycurious.org\">baycurious.org\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11980715/why-dont-more-bay-area-kids-ride-school-buses","authors":["234"],"programs":["news_33523"],"series":["news_17986"],"categories":["news_31795","news_18540","news_28250","news_8","news_1397"],"tags":["news_20013","news_27626","news_23484","news_3133"],"featImg":"news_11980722","label":"source_news_11980715"},"news_11980161":{"type":"posts","id":"news_11980161","meta":{"index":"posts_1591205157","site":"news","id":"11980161","score":null,"sort":[1710978178000]},"guestAuthors":[],"slug":"bart-fraud-watchdog-uncovers-worker-time-card-scams","title":"BART Fraud Watchdog Uncovers Worker Time-Card Scams","publishDate":1710978178,"format":"standard","headTitle":"BART Fraud Watchdog Uncovers Worker Time-Card Scams | KQED","labelTerm":{"site":"news"},"content":"\u003cp>BART’s independent fraud watchdog said it has uncovered several new cases in which employees clocked in for work shifts but then spent their time elsewhere.\u003c/p>\n\u003cp>The agency’s inspector general’s office said in \u003ca href=\"https://www.bartoig.org/files/b17a37941/More+Time+Theft+Cases+-+Cause+for+Concern.pdf\">a report released Monday\u003c/a> that it had substantiated allegations against three workers who were not cleared to work remotely and whose jobs were “not conducive” to off-site work.\u003c/p>\n\u003cp>The report, which was accompanied by \u003ca href=\"https://youtu.be/r6m4VKTCJJ4\">a YouTube animation\u003c/a> summarizing the findings, said the workers were found to be at home “during much or portions of their paid duty hours.” The office said BART’s total monetary loss was at least $9,004 and perhaps much higher.\u003c/p>\n\u003cp>https://youtu.be/r6m4VKTCJJ4\u003c/p>\n\u003cp>“The employees claimed to be working 10-hour shifts and would report to their duty locations for brief periods but would then leave for their private residence,” the report said. It added that “despite the employees often not being at their work locations or performing their duties,” each collected regular pay, overtime and even double-time for working holidays. They also received pension, vacation time and other benefits.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Claudette Biemeret, Inspector General, BART\"]‘Time theft is damaging to BART’s reputation, particularly when evidence supports it was not an isolated event.’[/pullquote]The office said one of the three workers retired when BART police confronted him with evidence of wrongdoing. That employee now faces criminal fraud charges in San Mateo County.\u003c/p>\n\u003cp>The other two employees reportedly admitted to violating agency policy before the matter was referred to police. The report said BART management is investigating their cases.\u003c/p>\n\u003cp>The watchdog’s office has found a total of five cases of “time theft” at the 3,500-worker agency since early last year. In one case, \u003ca href=\"https://www.bart.gov/sites/default/files/docs/REPORT_BART%20Employee%20Collected%20Pay%20and%20Benefits%20for%20Time%20Not%20Worked_Final_020323.pdf\">reported in February 2023\u003c/a>, the inspector general found an employee had claimed to work 80 hours or more a week despite frequently failing to report for duty. In a case reported in September, the \u003ca href=\"https://www.bartoig.org/files/6697f3629/RPT_Summary+of+Misconduct+Investigations_090823.pdf\">watchdog found\u003c/a> only that an employee had been spending their on-duty hours in their personal vehicle and not working — an issue the inspector general said the worker’s supervisor had already addressed.\u003c/p>\n\u003cp>[aside postID=\"news_11967897,news_11971332,news_11956833\" label=\"Related Stories\"]Inspector General Claudette Biemeret said in this week’s report that the latest findings “indicate a lack of sufficient oversight by supervisors and managers” who approve workers’ time reports. She called on agency management to improve its system of verifying time worked.\u003c/p>\n\u003cp>Biemeret added that time theft damages BART beyond the financial losses involved. Such misconduct erodes morale among employees who obey workplace rules and casts a shadow on BART’s public image.\u003c/p>\n\u003cp>“Time theft is damaging to BART’s reputation, particularly, when evidence supports it was not an isolated event,” Biemeret wrote. “Legislators and taxpayers are less likely to support public funding when they believe the district cannot be entrusted with their funds.”\u003c/p>\n\u003cp>Public confidence in the agency is crucial at a time when it’s facing a crushing deficit and is preparing to join in a campaign to persuade voters to pass a tax measure that will support the region’s 27 transit agencies.\u003c/p>\n\u003cp>In a formal response that was part of the inspector general’s report, BART said the affected department would issue a “standard operating procedure” including check-ins and check-outs at the beginning and end of shifts on BART property. Supervisors will also make random site visits during work shifts.\u003c/p>\n\u003cp>Alicia Trost, BART’s chief communications officer, acknowledged in a statement that time theft “undermines our credibility with the public.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We are working in partnership with the Office of the Inspector General to reaffirm our commitment to respond to, and prevent, waste, fraud and abuse, Trost said. “Our employees are expected to demonstrate the highest standards of integrity and ethical conduct. The Office of the Inspector General plays a critical role in ensuring a culture of accountability.”\u003c/p>\n\n","blocks":[],"excerpt":"A report from the transit agency’s inspector general finds that three employees clocked in for their shifts and then spent work time at home.","status":"publish","parent":0,"modified":1710978956,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":16,"wordCount":696},"headData":{"title":"BART Fraud Watchdog Uncovers Worker Time-Card Scams | KQED","description":"A report from the transit agency’s inspector general finds that three employees clocked in for their shifts and then spent work time at home.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":""},"sticky":false,"excludeFromSiteSearch":"Include","articleAge":"0","path":"/news/11980161/bart-fraud-watchdog-uncovers-worker-time-card-scams","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART’s independent fraud watchdog said it has uncovered several new cases in which employees clocked in for work shifts but then spent their time elsewhere.\u003c/p>\n\u003cp>The agency’s inspector general’s office said in \u003ca href=\"https://www.bartoig.org/files/b17a37941/More+Time+Theft+Cases+-+Cause+for+Concern.pdf\">a report released Monday\u003c/a> that it had substantiated allegations against three workers who were not cleared to work remotely and whose jobs were “not conducive” to off-site work.\u003c/p>\n\u003cp>The report, which was accompanied by \u003ca href=\"https://youtu.be/r6m4VKTCJJ4\">a YouTube animation\u003c/a> summarizing the findings, said the workers were found to be at home “during much or portions of their paid duty hours.” The office said BART’s total monetary loss was at least $9,004 and perhaps much higher.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/r6m4VKTCJJ4'\n title='//www.youtube.com/embed/r6m4VKTCJJ4'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>“The employees claimed to be working 10-hour shifts and would report to their duty locations for brief periods but would then leave for their private residence,” the report said. It added that “despite the employees often not being at their work locations or performing their duties,” each collected regular pay, overtime and even double-time for working holidays. They also received pension, vacation time and other benefits.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘Time theft is damaging to BART’s reputation, particularly when evidence supports it was not an isolated event.’","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"Claudette Biemeret, Inspector General, BART","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>The office said one of the three workers retired when BART police confronted him with evidence of wrongdoing. That employee now faces criminal fraud charges in San Mateo County.\u003c/p>\n\u003cp>The other two employees reportedly admitted to violating agency policy before the matter was referred to police. The report said BART management is investigating their cases.\u003c/p>\n\u003cp>The watchdog’s office has found a total of five cases of “time theft” at the 3,500-worker agency since early last year. In one case, \u003ca href=\"https://www.bart.gov/sites/default/files/docs/REPORT_BART%20Employee%20Collected%20Pay%20and%20Benefits%20for%20Time%20Not%20Worked_Final_020323.pdf\">reported in February 2023\u003c/a>, the inspector general found an employee had claimed to work 80 hours or more a week despite frequently failing to report for duty. In a case reported in September, the \u003ca href=\"https://www.bartoig.org/files/6697f3629/RPT_Summary+of+Misconduct+Investigations_090823.pdf\">watchdog found\u003c/a> only that an employee had been spending their on-duty hours in their personal vehicle and not working — an issue the inspector general said the worker’s supervisor had already addressed.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"news_11967897,news_11971332,news_11956833","label":"Related Stories "},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>Inspector General Claudette Biemeret said in this week’s report that the latest findings “indicate a lack of sufficient oversight by supervisors and managers” who approve workers’ time reports. She called on agency management to improve its system of verifying time worked.\u003c/p>\n\u003cp>Biemeret added that time theft damages BART beyond the financial losses involved. Such misconduct erodes morale among employees who obey workplace rules and casts a shadow on BART’s public image.\u003c/p>\n\u003cp>“Time theft is damaging to BART’s reputation, particularly, when evidence supports it was not an isolated event,” Biemeret wrote. “Legislators and taxpayers are less likely to support public funding when they believe the district cannot be entrusted with their funds.”\u003c/p>\n\u003cp>Public confidence in the agency is crucial at a time when it’s facing a crushing deficit and is preparing to join in a campaign to persuade voters to pass a tax measure that will support the region’s 27 transit agencies.\u003c/p>\n\u003cp>In a formal response that was part of the inspector general’s report, BART said the affected department would issue a “standard operating procedure” including check-ins and check-outs at the beginning and end of shifts on BART property. Supervisors will also make random site visits during work shifts.\u003c/p>\n\u003cp>Alicia Trost, BART’s chief communications officer, acknowledged in a statement that time theft “undermines our credibility with the public.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We are working in partnership with the Office of the Inspector General to reaffirm our commitment to respond to, and prevent, waste, fraud and abuse, Trost said. “Our employees are expected to demonstrate the highest standards of integrity and ethical conduct. The Office of the Inspector General plays a critical role in ensuring a culture of accountability.”\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11980161/bart-fraud-watchdog-uncovers-worker-time-card-scams","authors":["222"],"categories":["news_8","news_1397"],"tags":["news_269","news_23052","news_4500"],"featImg":"news_11980183","label":"news"},"news_11980088":{"type":"posts","id":"news_11980088","meta":{"index":"posts_1591205157","site":"news","id":"11980088","score":null,"sort":[1710963036000]},"guestAuthors":[],"slug":"in-boost-for-electric-vehicles-epa-sets-strict-limits-on-tailpipe-emissions","title":"EPA Finalizes Strict New Rules Limiting Tailpipe Emissions in Boost for Electric Vehicles","publishDate":1710963036,"format":"standard","headTitle":"EPA Finalizes Strict New Rules Limiting Tailpipe Emissions in Boost for Electric Vehicles | KQED","labelTerm":{"term":253,"site":"news"},"content":"\u003cp>After nearly a year of frantic lobbying and debate, the EPA has finalized strict new rules on vehicle emissions that will push the auto industry to accelerate its transition to electric vehicles.\u003c/p>\n\u003cp>The EPA expects that under the new rules, EVs could account for up to 56% of new passenger vehicles sold for model years 2030 through 2032, meeting a goal that \u003ca href=\"https://www.whitehouse.gov/briefing-room/statements-releases/2021/08/05/fact-sheet-president-biden-announces-steps-to-drive-american-leadership-forward-on-clean-cars-and-trucks/\">President Biden set in 2021\u003c/a>.\u003c/p>\n\u003cp>The regulations are a cornerstone of the Biden administration’s efforts to fight climate change.\u003c/p>\n\u003cp>Combined with investments the U.S. is making in battery and electric vehicle manufacturing, the auto regulations will help shift the U.S. away from relying on fossil fuels for transportation, a senior administration official said during a call with reporters.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cdiv>\n\u003cp>“Three years ago, I set an ambitious target: that half of all new cars and trucks sold in 2030 would be zero-emission,” Biden said in a statement, adding that the country will meet that goal “and race forward in the years ahead.”\u003c/p>\n\u003cp>Biden added that U.S. workers “will lead the world on autos making clean cars and trucks, each stamped ‘Made in America.'”\u003c/p>\n\u003cp>The new rules require auto manufacturers to slash emissions of greenhouse gases like carbon dioxide that are heating the planet, as well as air pollutants that contribute to soot and smog. The administration said the new standards will avoid more than 7 billion tons of carbon dioxide emissions and deliver almost $100 billion in annual benefits, including $13 billion in health benefits as a result of less pollution.\u003c/p>\n\u003cp>“That’s going to have immediate benefits in improving air quality, but also improving people’s health,” Cara Cook, director of programs at the Alliance of Nurses for Healthy Environments, told reporters ahead of the EPA’s announcement. “So they’re not breathing in dirty air, especially for those who are living near major roadways and highways, heavy traffic [areas]. Those are the ones that are going to really experience a significant amount of benefits from these rules.”\u003c/p>\n\u003ch2>Entire fleets, not individual cars, must meet strict rules\u003c/h2>\n\u003cp>The rules cover light- and medium-duty vehicles — cars, SUVs, vans and pickup trucks, but not 18-wheelers — from model years 2027 to 2032.\u003c/p>\n\u003cp>For light-duty vehicles, the EPA expects the rules will result in an industry-wide average emissions target of 85 grams of carbon dioxide per mile, representing an almost 50% reduction compared to existing standards for model year 2026 vehicles. The agency expects the average CO2 emissions target for medium-duty vehicles to fall by 44%.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Cara Cook, director of programs, Alliance of Nurses for Healthy Environments\"]‘That’s going to have immediate benefits in improving air quality, but also improving people’s health. … especially for those who are living near major roadways and highways.’[/pullquote]The EPA rules are not written as an EV mandate or a ban on the sale of gas cars, like some states and other countries have adopted. Instead, the EPA sets standards that apply across an entire fleet — meaning an automaker still can make vehicles with higher emissions, as long as they also make enough very low or zero-emission vehicles that it averages out.\u003c/p>\n\u003cp>That means over the next decade, automakers can continue offering a range of vehicle types, but the “menu” available to consumers will shift to be cleaner overall.\u003c/p>\n\u003cp>The rules will likely drive a shift not just among automakers but among their suppliers and in infrastructure, said Thomas Boylan, regulatory director at the Zero Emission Transportation Association, which advocates for electric vehicles.\u003c/p>\n\u003cp>“I think it creates a substantial tailwind in the EV market itself, but I think it’s even more pronounced throughout the supply chain” for things like parts manufacturing and charging infrastructure, Boylan said.\u003c/p>\n\u003cp>“It’s really that full supply chain that has an additional level of certainty with these types of rules.”\u003c/p>\n\u003cp>The EPA said consumers can also opt for gas-powered vehicles with particulate filters and gas-electric hybrids.\u003c/p>\n\u003cp>Electric vehicles have higher price tags, on average, than gas-powered vehicles, although the gap has been narrowing and federal tax credits sometimes exceed the difference. Consumer groups have expressed\u003ca href=\"https://advocacy.consumerreports.org/research/clean-vehicle-standards-deliver-benefits-for-consumers/\"> support\u003c/a> for the EPA’s rules, noting that EVs save drivers money over the life of the vehicle because it’s almost always cheaper to charge than to fuel up. Researchers last year found the proposed rule would\u003ca href=\"https://www.resources.org/common-resources/new-proposed-emissions-standards-for-passenger-vehicles-who-benefits-the-most/\"> save all drivers money\u003c/a>, with the biggest savings for lower-income Americans.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Chris Harto, senior policy analyst for transportation and energy, Consumer Reports\"]‘This is one of the biggest pieces of climate regulation in history.’[/pullquote]The EPA said it expects the new rules will deliver fuel savings to consumers of up to $46 billion annually, plus savings on maintenance and repairs that the agency values at $16 billion annually.\u003c/p>\n\u003cp>“This is one of the biggest pieces of climate regulation in history,” Chris Harto, senior policy analyst for transportation and energy at Consumer Reports, said on a call with reporters.\u003c/p>\n\u003cp>“It’s going to have opponents,” Harto added because the money consumers will save is “coming out of the pockets of the oil industry.”\u003c/p>\n\u003cp>In addition to reducing greenhouse gas emissions, the rules also call for reducing other types of tailpipe pollution. A senior Biden administration official said those pollution regulations will reduce hospitalizations and prevent 2,500 premature deaths in 2055.\u003c/p>\n\u003ch2>Auto industry asked for a slower start\u003c/h2>\n\u003cp>The auto industry is in the midst of a dramatic transformation, with virtually all major companies pivoting toward making electric vehicles — albeit at different speeds.\u003c/p>\n\u003cp>In the U.S., EV sales increased by 50% last year to just under 10% of new car sales. Automakers are also looking to Europe and China, which have embraced the idea of an electric future and are shifting their global plans accordingly.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11980045,news_11974466,science_1991185\"]But U.S. charging infrastructure is not increasing fast enough to keep pace with EV growth. Most EVs for sale right now are luxury vehicles, with relatively fewer options on the cheaper end of the scale. And, significantly, legacy automakers are making far more money on their gas-powered vehicles than their EVs, some of which are not yet profitable at all.\u003c/p>\n\u003cp>The Alliance for Automotive Innovation, a trade group representing auto manufacturers, asked the EPA to adjust the timeline for the new rules, dialing down the ambition for the next few years and then cranking up the pace toward the end of the time frame. The United Auto Workers union made a similar appeal.\u003c/p>\n\u003cp>The approach reflected what the Alliance calls a “Goldilocks problem”: Automakers see huge risks if they move too slowly \u003cem>or \u003c/em>too quickly toward EVs.\u003c/p>\n\u003cp>Of course, the auto industry is not a monolith. All-electric automakers like Tesla and Rivian encouraged the EPA to set even more stringent rules. Dealers, who have generally been more skeptical of EVs than manufacturers, sharply criticized the EPA’s original proposed rules.\u003c/p>\n\u003cp>The final rules the EPA settled on reflect the input from automakers, labor unions and car dealers, a senior administration official said. Manufacturers will be able to make more gradual cuts to emissions in the early years, the official said, but the rules will ultimately deliver the same reductions as the agency’s initial proposal.\u003c/p>\n\u003ch2>The oil industry is fundamentally opposed\u003c/h2>\n\u003cp>The oil industry, meanwhile, has been an even more vocal critic of these rules and other policies promoting EVs. Rising adoption of electric vehicles is expected to reduce oil demand over time, although it will take decades for the global fleet of vehicles to turn over.\u003c/p>\n\u003cp>Oil trade groups call the new EPA rule a ban on gas-powered cars, although the regulations allow the continued sale of gas vehicles. The American Petroleum Institute has\u003ca href=\"https://www.api.org/news-policy-and-issues/blog/2023/07/11/epas-tailpipe-emissions-rule-threatens-freedom-reliability-security\"> said\u003c/a> the rule “threatens consumer freedom, energy reliability and national security.”\u003c/p>\n\u003cp>The American Fuel and Petrochemical Manufacturers, which has spent millions on ads against the EPA rules and other policies, also criticized the EPA for not considering the environmental impact of manufacturing a giant battery or charging an EV. A\u003ca href=\"https://theicct.org/publication/a-global-comparison-of-the-life-cycle-greenhouse-gas-emissions-of-combustion-engine-and-electric-passenger-cars/\"> large body of research\u003c/a> has found that even\u003ca href=\"https://www.osti.gov/biblio/1875764/\"> with those impacts factored in\u003c/a>, EVs are still\u003ca href=\"https://www.ucsusa.org/resources/driving-cleaner\"> vastly better for the planet\u003c/a> than comparable fossil fuel vehicles. It’s true, however, that larger, less efficient EVs have a bigger environmental footprint than smaller ones.\u003c/p>\n\u003cp>But the oil industry’s opposition goes even further. The attorney general of Texas has previously\u003ca href=\"https://climatecasechart.com/case/texas-v-epa-2/\"> filed a lawsuit\u003c/a> challenging the EPA’s authority to set rules designed to promote electric vehicles. Multiple oil trade groups backed Texas in the case. The auto industry sided with the EPA, noting that carmakers are investing billions in going electric and that reducing greenhouse gas emissions is a “national priority.”\u003c/p>\n\u003cp>In fact, cutting greenhouse gas emissions is a global priority. The world \u003ca href=\"https://www.npr.org/2023/12/13/1218125835/climate-talks-end-on-a-first-ever-call-for-the-world-to-move-away-from-fossil-fu\">has now agreed\u003c/a> that transitioning away from fossil fuels is key to reducing the devastating impacts of climate change that, even in the best-case scenario, will disrupt ecosystems and human lives around the world.\u003c/p>\n\u003cp>And as the EPA sets rules designed to accelerate the shift away from fossil fuels, carmakers and oil producers are responding very differently.\u003c/p>\n\u003cp>The auto industry sees a profitable zero-emissions future — if it can figure out how (and when) to get there. The oil industry is fighting to defend its core product.\u003c/p>\n\u003cp>On a call with reporters earlier this month, Chet Thompson, the CEO of the AFPM, lambasted media reports that the EPA was considering a “compromise” that would give the auto industry a few more years of more lenient standards, buying companies time to prepare for the EV transition.\u003c/p>\n\u003cp>Thompson emphasized that the EPA rules would still fundamentally aim to make most cars sold in the U.S. run on batteries.\u003c/p>\n\u003cp>“At 2032, it’s the same outcome,” Thompson said, frustrated. “This administration should not be calling that a compromise when, in fact, they want to take us to the same place.”\u003c/p>\n\u003c/div>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"The EPA expects that under the new rules, EVs could account for up to 56% of new passenger vehicles sold for model years 2030 through 2032, meeting a goal that President Biden set in 2021.","status":"publish","parent":0,"modified":1710965993,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":40,"wordCount":1748},"headData":{"title":"EPA Finalizes Strict New Rules Limiting Tailpipe Emissions in Boost for Electric Vehicles | KQED","description":"The EPA expects that under the new rules, EVs could account for up to 56% of new passenger vehicles sold for model years 2030 through 2032, meeting a goal that President Biden set in 2021.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":""},"sticky":false,"nprByline":"\u003ca href=\"https://www.npr.org/people/348744968/camila-domonoske\">Camila Domonoske\u003c/a>, \u003ca href=\"https://www.npr.org/people/1134404086/michael-copley\">Michael Copley\u003c/a>","excludeFromSiteSearch":"Include","showOnAuthorArchivePages":"No","articleAge":"0","path":"/news/11980088/in-boost-for-electric-vehicles-epa-sets-strict-limits-on-tailpipe-emissions","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>After nearly a year of frantic lobbying and debate, the EPA has finalized strict new rules on vehicle emissions that will push the auto industry to accelerate its transition to electric vehicles.\u003c/p>\n\u003cp>The EPA expects that under the new rules, EVs could account for up to 56% of new passenger vehicles sold for model years 2030 through 2032, meeting a goal that \u003ca href=\"https://www.whitehouse.gov/briefing-room/statements-releases/2021/08/05/fact-sheet-president-biden-announces-steps-to-drive-american-leadership-forward-on-clean-cars-and-trucks/\">President Biden set in 2021\u003c/a>.\u003c/p>\n\u003cp>The regulations are a cornerstone of the Biden administration’s efforts to fight climate change.\u003c/p>\n\u003cp>Combined with investments the U.S. is making in battery and electric vehicle manufacturing, the auto regulations will help shift the U.S. away from relying on fossil fuels for transportation, a senior administration official said during a call with reporters.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cdiv>\n\u003cp>“Three years ago, I set an ambitious target: that half of all new cars and trucks sold in 2030 would be zero-emission,” Biden said in a statement, adding that the country will meet that goal “and race forward in the years ahead.”\u003c/p>\n\u003cp>Biden added that U.S. workers “will lead the world on autos making clean cars and trucks, each stamped ‘Made in America.'”\u003c/p>\n\u003cp>The new rules require auto manufacturers to slash emissions of greenhouse gases like carbon dioxide that are heating the planet, as well as air pollutants that contribute to soot and smog. The administration said the new standards will avoid more than 7 billion tons of carbon dioxide emissions and deliver almost $100 billion in annual benefits, including $13 billion in health benefits as a result of less pollution.\u003c/p>\n\u003cp>“That’s going to have immediate benefits in improving air quality, but also improving people’s health,” Cara Cook, director of programs at the Alliance of Nurses for Healthy Environments, told reporters ahead of the EPA’s announcement. “So they’re not breathing in dirty air, especially for those who are living near major roadways and highways, heavy traffic [areas]. Those are the ones that are going to really experience a significant amount of benefits from these rules.”\u003c/p>\n\u003ch2>Entire fleets, not individual cars, must meet strict rules\u003c/h2>\n\u003cp>The rules cover light- and medium-duty vehicles — cars, SUVs, vans and pickup trucks, but not 18-wheelers — from model years 2027 to 2032.\u003c/p>\n\u003cp>For light-duty vehicles, the EPA expects the rules will result in an industry-wide average emissions target of 85 grams of carbon dioxide per mile, representing an almost 50% reduction compared to existing standards for model year 2026 vehicles. The agency expects the average CO2 emissions target for medium-duty vehicles to fall by 44%.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘That’s going to have immediate benefits in improving air quality, but also improving people’s health. … especially for those who are living near major roadways and highways.’","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Cara Cook, director of programs, Alliance of Nurses for Healthy Environments","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>The EPA rules are not written as an EV mandate or a ban on the sale of gas cars, like some states and other countries have adopted. Instead, the EPA sets standards that apply across an entire fleet — meaning an automaker still can make vehicles with higher emissions, as long as they also make enough very low or zero-emission vehicles that it averages out.\u003c/p>\n\u003cp>That means over the next decade, automakers can continue offering a range of vehicle types, but the “menu” available to consumers will shift to be cleaner overall.\u003c/p>\n\u003cp>The rules will likely drive a shift not just among automakers but among their suppliers and in infrastructure, said Thomas Boylan, regulatory director at the Zero Emission Transportation Association, which advocates for electric vehicles.\u003c/p>\n\u003cp>“I think it creates a substantial tailwind in the EV market itself, but I think it’s even more pronounced throughout the supply chain” for things like parts manufacturing and charging infrastructure, Boylan said.\u003c/p>\n\u003cp>“It’s really that full supply chain that has an additional level of certainty with these types of rules.”\u003c/p>\n\u003cp>The EPA said consumers can also opt for gas-powered vehicles with particulate filters and gas-electric hybrids.\u003c/p>\n\u003cp>Electric vehicles have higher price tags, on average, than gas-powered vehicles, although the gap has been narrowing and federal tax credits sometimes exceed the difference. Consumer groups have expressed\u003ca href=\"https://advocacy.consumerreports.org/research/clean-vehicle-standards-deliver-benefits-for-consumers/\"> support\u003c/a> for the EPA’s rules, noting that EVs save drivers money over the life of the vehicle because it’s almost always cheaper to charge than to fuel up. Researchers last year found the proposed rule would\u003ca href=\"https://www.resources.org/common-resources/new-proposed-emissions-standards-for-passenger-vehicles-who-benefits-the-most/\"> save all drivers money\u003c/a>, with the biggest savings for lower-income Americans.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘This is one of the biggest pieces of climate regulation in history.’","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Chris Harto, senior policy analyst for transportation and energy, Consumer Reports","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>The EPA said it expects the new rules will deliver fuel savings to consumers of up to $46 billion annually, plus savings on maintenance and repairs that the agency values at $16 billion annually.\u003c/p>\n\u003cp>“This is one of the biggest pieces of climate regulation in history,” Chris Harto, senior policy analyst for transportation and energy at Consumer Reports, said on a call with reporters.\u003c/p>\n\u003cp>“It’s going to have opponents,” Harto added because the money consumers will save is “coming out of the pockets of the oil industry.”\u003c/p>\n\u003cp>In addition to reducing greenhouse gas emissions, the rules also call for reducing other types of tailpipe pollution. A senior Biden administration official said those pollution regulations will reduce hospitalizations and prevent 2,500 premature deaths in 2055.\u003c/p>\n\u003ch2>Auto industry asked for a slower start\u003c/h2>\n\u003cp>The auto industry is in the midst of a dramatic transformation, with virtually all major companies pivoting toward making electric vehicles — albeit at different speeds.\u003c/p>\n\u003cp>In the U.S., EV sales increased by 50% last year to just under 10% of new car sales. Automakers are also looking to Europe and China, which have embraced the idea of an electric future and are shifting their global plans accordingly.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"Related Stories ","postid":"news_11980045,news_11974466,science_1991185"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>But U.S. charging infrastructure is not increasing fast enough to keep pace with EV growth. Most EVs for sale right now are luxury vehicles, with relatively fewer options on the cheaper end of the scale. And, significantly, legacy automakers are making far more money on their gas-powered vehicles than their EVs, some of which are not yet profitable at all.\u003c/p>\n\u003cp>The Alliance for Automotive Innovation, a trade group representing auto manufacturers, asked the EPA to adjust the timeline for the new rules, dialing down the ambition for the next few years and then cranking up the pace toward the end of the time frame. The United Auto Workers union made a similar appeal.\u003c/p>\n\u003cp>The approach reflected what the Alliance calls a “Goldilocks problem”: Automakers see huge risks if they move too slowly \u003cem>or \u003c/em>too quickly toward EVs.\u003c/p>\n\u003cp>Of course, the auto industry is not a monolith. All-electric automakers like Tesla and Rivian encouraged the EPA to set even more stringent rules. Dealers, who have generally been more skeptical of EVs than manufacturers, sharply criticized the EPA’s original proposed rules.\u003c/p>\n\u003cp>The final rules the EPA settled on reflect the input from automakers, labor unions and car dealers, a senior administration official said. Manufacturers will be able to make more gradual cuts to emissions in the early years, the official said, but the rules will ultimately deliver the same reductions as the agency’s initial proposal.\u003c/p>\n\u003ch2>The oil industry is fundamentally opposed\u003c/h2>\n\u003cp>The oil industry, meanwhile, has been an even more vocal critic of these rules and other policies promoting EVs. Rising adoption of electric vehicles is expected to reduce oil demand over time, although it will take decades for the global fleet of vehicles to turn over.\u003c/p>\n\u003cp>Oil trade groups call the new EPA rule a ban on gas-powered cars, although the regulations allow the continued sale of gas vehicles. The American Petroleum Institute has\u003ca href=\"https://www.api.org/news-policy-and-issues/blog/2023/07/11/epas-tailpipe-emissions-rule-threatens-freedom-reliability-security\"> said\u003c/a> the rule “threatens consumer freedom, energy reliability and national security.”\u003c/p>\n\u003cp>The American Fuel and Petrochemical Manufacturers, which has spent millions on ads against the EPA rules and other policies, also criticized the EPA for not considering the environmental impact of manufacturing a giant battery or charging an EV. A\u003ca href=\"https://theicct.org/publication/a-global-comparison-of-the-life-cycle-greenhouse-gas-emissions-of-combustion-engine-and-electric-passenger-cars/\"> large body of research\u003c/a> has found that even\u003ca href=\"https://www.osti.gov/biblio/1875764/\"> with those impacts factored in\u003c/a>, EVs are still\u003ca href=\"https://www.ucsusa.org/resources/driving-cleaner\"> vastly better for the planet\u003c/a> than comparable fossil fuel vehicles. It’s true, however, that larger, less efficient EVs have a bigger environmental footprint than smaller ones.\u003c/p>\n\u003cp>But the oil industry’s opposition goes even further. The attorney general of Texas has previously\u003ca href=\"https://climatecasechart.com/case/texas-v-epa-2/\"> filed a lawsuit\u003c/a> challenging the EPA’s authority to set rules designed to promote electric vehicles. Multiple oil trade groups backed Texas in the case. The auto industry sided with the EPA, noting that carmakers are investing billions in going electric and that reducing greenhouse gas emissions is a “national priority.”\u003c/p>\n\u003cp>In fact, cutting greenhouse gas emissions is a global priority. The world \u003ca href=\"https://www.npr.org/2023/12/13/1218125835/climate-talks-end-on-a-first-ever-call-for-the-world-to-move-away-from-fossil-fu\">has now agreed\u003c/a> that transitioning away from fossil fuels is key to reducing the devastating impacts of climate change that, even in the best-case scenario, will disrupt ecosystems and human lives around the world.\u003c/p>\n\u003cp>And as the EPA sets rules designed to accelerate the shift away from fossil fuels, carmakers and oil producers are responding very differently.\u003c/p>\n\u003cp>The auto industry sees a profitable zero-emissions future — if it can figure out how (and when) to get there. The oil industry is fighting to defend its core product.\u003c/p>\n\u003cp>On a call with reporters earlier this month, Chet Thompson, the CEO of the AFPM, lambasted media reports that the EPA was considering a “compromise” that would give the auto industry a few more years of more lenient standards, buying companies time to prepare for the EV transition.\u003c/p>\n\u003cp>Thompson emphasized that the EPA rules would still fundamentally aim to make most cars sold in the U.S. run on batteries.\u003c/p>\n\u003cp>“At 2032, it’s the same outcome,” Thompson said, frustrated. “This administration should not be calling that a compromise when, in fact, they want to take us to the same place.”\u003c/p>\n\u003c/div>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11980088/in-boost-for-electric-vehicles-epa-sets-strict-limits-on-tailpipe-emissions","authors":["byline_news_11980088"],"categories":["news_8","news_356","news_248","news_1397"],"tags":["news_23716","news_19204","news_22457","news_21506","news_31508","news_3187","news_30923"],"affiliates":["news_253"],"featImg":"news_11980096","label":"news_253"},"news_11980045":{"type":"posts","id":"news_11980045","meta":{"index":"posts_1591205157","site":"news","id":"11980045","score":null,"sort":[1710893303000]},"guestAuthors":[],"slug":"automotive-giant-stellantis-agrees-to-follow-strict-california-emissions-standards","title":"Automotive Giant Stellantis Agrees to Follow Strict California Emissions Standards","publishDate":1710893303,"format":"standard","headTitle":"Automotive Giant Stellantis Agrees to Follow Strict California Emissions Standards | KQED","labelTerm":{"site":"news"},"content":"\u003cp>Stellantis, one of the largest automakers in the world, agreed Tuesday to comply with California’s vehicle emissions standards that are the toughest in the nation and require zero-emission and plug-in hybrid vehicles to make up 68% of new light-duty vehicle sales by 2030.\u003c/p>\n\u003cp>The move by the company that makes vehicles for Chrysler, Dodge and Jeep was seen as a boost to Democratic Gov. Gavin Newsom’s ambitious policies to curtail global warming. The Biden administration restored the state’s authority to set its own tailpipe pollution standards for cars in 2022 after former President Donald Trump’s decision to \u003ca href=\"https://apnews.com/article/cf37ab14d4194ba199b4b98e3b31848a\">revoke California’s authority to set its own limits on auto emissions\u003c/a>. It was one of Trump’s most high-profile actions to roll back environmental rules he considered overly burdensome on businesses.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Liane Randolph, chair, California Air Resources Board\"]‘This really allows for industry to have certainty in how they are going to work with government to achieve that zero-emission future.’[/pullquote]Stellantis now joins four big automakers — Ford, Honda, Volkswagen and BMW — that agreed to follow California’s rules in 2019. The Trump administration then launched an antitrust investigation of those companies, but eventually closed it after \u003ca href=\"https://apnews.com/administration-ends-antitrust-probe-of-4-automakers-calif-d5ea7c6f9ba89262b72378198d91e983\">failing to find any wrongdoing\u003c/a>.\u003c/p>\n\u003cp>Stellantis CEO Carlos Tavares called Tuesday’s agreement “a win-win solution that is good for the customer and good for the planet” in a statement.\u003c/p>\n\u003cp>Newsom’s office said Stellantis will avoid adding up to 12 million metric tons of greenhouse gas emissions through 2026, which is equivalent to emissions from more than 2.3 million vehicles annually.\u003c/p>\n\u003cp>The company also agreed to spend $4 million on installing electric vehicle chargers in parks and rural areas in California, Newsom’s office said, while Stellantis will spend another $6 million on charging infrastructure in other states that choose to adopt California’s rules.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We are all in — enthusiastically committed to this transition,” Newsom said. “This is about jobs. This is about economic growth. This is about dominating one of the next great economic sectors.”\u003c/p>\n\u003cp>Since the 1970s, the federal government has allowed California to set its own rules for how much pollution can come from cars and trucks. These rules are tougher than the federal standards because California has the most cars on the road and struggles to meet air quality standards.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11972271,news_11979516,science_1991185\"]California has been aggressive in trying to eliminate pollution from gas-powered cars and trucks, though the Biden administration has not yet granted it authority to enforce its ban on the sale of new gas-powered cars by 2035.\u003c/p>\n\u003cp>State regulators approved rules to phase out the sale of new fossil fuel-powered \u003ca href=\"https://apnews.com/article/technology-california-air-resources-board-climate-and-environment-dc75c11280f85a8ab134cf392497be68\">cars\u003c/a>, \u003ca href=\"https://apnews.com/article/california-truck-drayage-emissions-climate-change-ab703c7f6274e35d408e020c7a1a823e\">trucks\u003c/a>, \u003ca href=\"https://apnews.com/article/california-rail-train-emissions-climate-change-1b3e39ea4731422bc630a07c08c6a826\">trains\u003c/a> and \u003ca href=\"https://apnews.com/article/business-gavin-newsom-california-pollution-environment-and-nature-a0110d773785d920558134c0009ba694\">lawn equipment\u003c/a>. The railroad industry has \u003ca href=\"https://apnews.com/article/california-railroad-trains-lawsuit-emissions-locomotives-139ef09e80173b25b1abfb800bf98205\">sued to block new rules\u003c/a> they say would force the premature retirement of about 25,000 diesel-powered locomotives. But some auto makers have pledged to \u003ca href=\"https://apnews.com/article/california-trucks-zero-emission-gas-powered-6457fb67bf50af7e354dcfe511adc197\">voluntarily follow California’s new rules\u003c/a>, avoiding lawsuits that could potentially delay their implementation.\u003c/p>\n\u003cp>California Air Resources Board Chair Liane Randolph said the deals between the state and automakers to cut emissions will help the auto industry prepare for a transition away from gas-powered vehicles.\u003c/p>\n\u003cp>“This really allows for industry to have certainty in how they are going to work with government to achieve that zero-emission future,” she said.\u003c/p>\n\u003cp>\u003cem>Associated Press writer Adam Beam contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003cem>Austin is a corps member for The Associated Press/Report for America Statehouse News Initiative. \u003ca href=\"https://www.reportforamerica.org/\">Report for America\u003c/a> is a nonprofit national service program that places journalists in local newsrooms to report on undercovered issues. Follow Austin on X, the platform formerly known as Twitter: @sophieadanna\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"The maker of Dodge, Jeep and Ram made a deal with California to cut greenhouse gas emission from cars as the state transitions away from gas-powered vehicles.","status":"publish","parent":0,"modified":1710893303,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":16,"wordCount":658},"headData":{"title":"Automotive Giant Stellantis Agrees to Follow Strict California Emissions Standards | KQED","description":"The maker of Dodge, Jeep and Ram made a deal with California to cut greenhouse gas emission from cars as the state transitions away from gas-powered vehicles.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":""},"sticky":false,"nprByline":"Sophie Austin\u003cbr>Associated Press","excludeFromSiteSearch":"Include","showOnAuthorArchivePages":"No","articleAge":"0","path":"/news/11980045/automotive-giant-stellantis-agrees-to-follow-strict-california-emissions-standards","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Stellantis, one of the largest automakers in the world, agreed Tuesday to comply with California’s vehicle emissions standards that are the toughest in the nation and require zero-emission and plug-in hybrid vehicles to make up 68% of new light-duty vehicle sales by 2030.\u003c/p>\n\u003cp>The move by the company that makes vehicles for Chrysler, Dodge and Jeep was seen as a boost to Democratic Gov. Gavin Newsom’s ambitious policies to curtail global warming. The Biden administration restored the state’s authority to set its own tailpipe pollution standards for cars in 2022 after former President Donald Trump’s decision to \u003ca href=\"https://apnews.com/article/cf37ab14d4194ba199b4b98e3b31848a\">revoke California’s authority to set its own limits on auto emissions\u003c/a>. It was one of Trump’s most high-profile actions to roll back environmental rules he considered overly burdensome on businesses.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘This really allows for industry to have certainty in how they are going to work with government to achieve that zero-emission future.’","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Liane Randolph, chair, California Air Resources Board","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>Stellantis now joins four big automakers — Ford, Honda, Volkswagen and BMW — that agreed to follow California’s rules in 2019. The Trump administration then launched an antitrust investigation of those companies, but eventually closed it after \u003ca href=\"https://apnews.com/administration-ends-antitrust-probe-of-4-automakers-calif-d5ea7c6f9ba89262b72378198d91e983\">failing to find any wrongdoing\u003c/a>.\u003c/p>\n\u003cp>Stellantis CEO Carlos Tavares called Tuesday’s agreement “a win-win solution that is good for the customer and good for the planet” in a statement.\u003c/p>\n\u003cp>Newsom’s office said Stellantis will avoid adding up to 12 million metric tons of greenhouse gas emissions through 2026, which is equivalent to emissions from more than 2.3 million vehicles annually.\u003c/p>\n\u003cp>The company also agreed to spend $4 million on installing electric vehicle chargers in parks and rural areas in California, Newsom’s office said, while Stellantis will spend another $6 million on charging infrastructure in other states that choose to adopt California’s rules.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We are all in — enthusiastically committed to this transition,” Newsom said. “This is about jobs. This is about economic growth. This is about dominating one of the next great economic sectors.”\u003c/p>\n\u003cp>Since the 1970s, the federal government has allowed California to set its own rules for how much pollution can come from cars and trucks. These rules are tougher than the federal standards because California has the most cars on the road and struggles to meet air quality standards.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"Related Stories ","postid":"news_11972271,news_11979516,science_1991185"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>California has been aggressive in trying to eliminate pollution from gas-powered cars and trucks, though the Biden administration has not yet granted it authority to enforce its ban on the sale of new gas-powered cars by 2035.\u003c/p>\n\u003cp>State regulators approved rules to phase out the sale of new fossil fuel-powered \u003ca href=\"https://apnews.com/article/technology-california-air-resources-board-climate-and-environment-dc75c11280f85a8ab134cf392497be68\">cars\u003c/a>, \u003ca href=\"https://apnews.com/article/california-truck-drayage-emissions-climate-change-ab703c7f6274e35d408e020c7a1a823e\">trucks\u003c/a>, \u003ca href=\"https://apnews.com/article/california-rail-train-emissions-climate-change-1b3e39ea4731422bc630a07c08c6a826\">trains\u003c/a> and \u003ca href=\"https://apnews.com/article/business-gavin-newsom-california-pollution-environment-and-nature-a0110d773785d920558134c0009ba694\">lawn equipment\u003c/a>. The railroad industry has \u003ca href=\"https://apnews.com/article/california-railroad-trains-lawsuit-emissions-locomotives-139ef09e80173b25b1abfb800bf98205\">sued to block new rules\u003c/a> they say would force the premature retirement of about 25,000 diesel-powered locomotives. But some auto makers have pledged to \u003ca href=\"https://apnews.com/article/california-trucks-zero-emission-gas-powered-6457fb67bf50af7e354dcfe511adc197\">voluntarily follow California’s new rules\u003c/a>, avoiding lawsuits that could potentially delay their implementation.\u003c/p>\n\u003cp>California Air Resources Board Chair Liane Randolph said the deals between the state and automakers to cut emissions will help the auto industry prepare for a transition away from gas-powered vehicles.\u003c/p>\n\u003cp>“This really allows for industry to have certainty in how they are going to work with government to achieve that zero-emission future,” she said.\u003c/p>\n\u003cp>\u003cem>Associated Press writer Adam Beam contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003cem>Austin is a corps member for The Associated Press/Report for America Statehouse News Initiative. \u003ca href=\"https://www.reportforamerica.org/\">Report for America\u003c/a> is a nonprofit national service program that places journalists in local newsrooms to report on undercovered issues. Follow Austin on X, the platform formerly known as Twitter: @sophieadanna\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11980045/automotive-giant-stellantis-agrees-to-follow-strict-california-emissions-standards","authors":["byline_news_11980045"],"categories":["news_31795","news_8","news_356","news_1397"],"tags":["news_1202","news_33917"],"featImg":"news_11980049","label":"news"},"news_11967897":{"type":"posts","id":"news_11967897","meta":{"index":"posts_1591205157","site":"news","id":"11967897","score":null,"sort":[1708743619000]},"guestAuthors":[],"slug":"in-transit-bay-area-transportation-news-on-everything-that-moves","title":"BART Workers Demand Improved Security After Robbery Outside Agency HQ","publishDate":1708743619,"format":"standard","headTitle":"BART Workers Demand Improved Security After Robbery Outside Agency HQ | KQED","labelTerm":{"site":"news"},"content":"\u003cp>\u003cem>\u003ca href=\"https://www.kqed.org/liveblog/bay-area-transportation-news\">Follow the latest reports and analysis on the past, present and future of transportation in the Bay Area and beyond: rails, roads, bike routes and pedestrian paths, from the Key System to BART and Muni to high-speed rail.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n","blocks":[],"excerpt":"KQED's 'In Transit' blog covers the latest reports and analysis on the past, present and future of transportation in the Bay Area and beyond: rails, roads, bike routes and pedestrian paths, from the Key System to BART and Muni to high-speed rail.","status":"publish","parent":0,"modified":1711402661,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":3,"wordCount":41},"headData":{"title":"BART Workers Demand Improved Security After Robbery Outside Agency HQ | KQED","description":"KQED's 'In Transit' blog covers the latest reports and analysis on the past, present and future of transportation in the Bay Area and beyond: rails, roads, bike routes and pedestrian paths, from the Key System to BART and Muni to high-speed rail.","ogTitle":"In Transit: Bay Area Transportation News on Everything That Moves","ogDescription":"Follow the latest reports and analysis on the past, present and future of transportation in the Bay Area and beyond: rails, roads, bike routes and pedestrian paths, from the Key System to BART and Muni to high-speed rail.","ogImgId":"news_11968409","twTitle":"In Transit: Bay Area Transportation News on Everything That Moves","twDescription":"Follow the latest reports and analysis on the past, present and future of transportation in the Bay Area and beyond: rails, roads, bike routes and pedestrian paths, from the Key System to BART and Muni to high-speed rail.","twImgId":"news_11968409","canonicalUrl":"https://www.kqed.org/liveblog/bay-area-transportation-news"},"sticky":false,"templateType":"standard","featuredImageType":"standard","excludeFromSiteSearch":"Include","articleAge":"0","path":"/liveblog/bay-area-transportation-news","redirect":{"type":"internal","url":"/liveblog/bay-area-transportation-news"},"audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>\u003ca href=\"https://www.kqed.org/liveblog/bay-area-transportation-news\">Follow the latest reports and analysis on the past, present and future of transportation in the Bay Area and beyond: rails, roads, bike routes and pedestrian paths, from the Key System to BART and Muni to high-speed rail.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/liveblog/bay-area-transportation-news","authors":["222"],"categories":["news_8","news_1397"],"tags":["news_2684","news_20517"],"featImg":"news_11958862","label":"news"},"news_11976568":{"type":"posts","id":"news_11976568","meta":{"index":"posts_1591205157","site":"news","id":"11976568","score":null,"sort":[1708599611000]},"guestAuthors":[],"slug":"scooting-along-the-san-francisco-bay-front-in-a-water-taxi","title":"Scooting Along the San Francisco Bay Front in a Water Taxi","publishDate":1708599611,"format":"standard","headTitle":"Scooting Along the San Francisco Bay Front in a Water Taxi | KQED","labelTerm":{},"content":"\u003cp>\u003ca href=\"#episode-transcript\">\u003cem>View the full episode transcript\u003c/em>\u003c/a>\u003c/p>\n\u003cp>Views of the water are a central part of living in the San Francisco Bay Area. Whether it’s driving over a San Francisco hill only to be met by a sweeping view out towards the Bay Bridge and Alcatraz, cycling up Hawk Hill on the Marin headlands, or walking the wetlands that border much of the shoreline — the bay is always there. But unless you are one of the lucky few who commute by ferry or own a boat, chances are good many of us don’t spend that much time out on the water itself. Which is a bit of a shame, really.\u003c/p>\n\u003cp>A Bay Curious listener named Lee Kempf was showing some visitors around San Francisco and noticed yellow boats buzzing along the Embarcadero. She wondered, “Does San Francisco finally have a water taxi service? If so, is it a trial run, or is it here to stay? Is it private or municipal?”\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>On a sunny February day, I met up with Captain Tom of the \u003ca href=\"https://www.sfwatertaxi.net/\">San Francisco Water Taxi\u003c/a> company at Pier 15, near the Exploratorium. He’s the head captain of the water taxi business, which has been operating for eight years but is still a little under the radar. It’s a private service but operates with the permission of the San Francisco Port.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>I hop in the 29-foot-long boat, painted a cheery yellow with the classic taxi black and white checkerboard along the side, and grab a seat. Captain Tom says the taxi has a capacity for six passengers, but it’s spacious. We fire up the engine and head north to pick up some folks who’ve scheduled a ride.\u003c/p>\n\u003cp>As we skim along the bayfront, I appreciate a view that I don’t get that often — looking at downtown San Francisco from the water. We passed Coit Tower, piers with buildings that have graffiti I’d never seen before, a decommissioned submarine, real fishing boats and lots of aquatic life. It’s fun to see Alcatraz and Angel islands in the distance, to watch the different types of boats navigate around one another and feel the wind in my hair.\u003c/p>\n\u003cp>We slow down to pull into the harbor at Pier 39 and pass the looming hull of the \u003ca href=\"https://www.ssjeremiahobrien.org/\">SS Jeremiah O’Brien\u003c/a>, a World War II Liberty Ship that you can board and explore. From the water, it is humongous. With a little toot of the horn, we go around the seawall and glide into a berth where we meet Jill and her son Reed, who are visiting from Maryland.\u003c/p>\n\u003cp>“I didn’t really know what I was signing up for, but I’m game,” Jill said. The pair are escaping frigid East Coast temperatures for a week of vacation, and they seem impressed with the views of the city from the water.\u003c/p>\n\u003cp>“It’s a nice way to ride and see without the traffic,” Jill said. “I’m not complaining about the traffic. It’s a city. But [when] you’re not familiar with the streets, to see and drive is extra, so this is nice.”\u003c/p>\n\u003cp>\u003cb>The nitty gritty\u003c/b>\u003c/p>\n\u003cfigure id=\"attachment_11976608\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11976608\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/bigwatertaxi.jpg\" alt=\"Several yellow boats are tied up at a pier with buildings in the background.\" width=\"1920\" height=\"1080\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/bigwatertaxi.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/bigwatertaxi-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/bigwatertaxi-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/bigwatertaxi-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/bigwatertaxi-1536x864.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The San Francisco Taxi Company runs one of these 18-passenger boats on busy days. They’re also available for private tours. \u003ccite>(Katrina Schwartz/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I wanted to do something people could really enjoy,” San Francisco Water Taxi Owner David Thomas said. He had a great experience with a similar service in Baltimore and thought San Francisco should have a low-cost service that gets people out on the water.\u003c/p>\n\u003cp>“Slowly but surely, people find out,” he said. “It’s the best-kept secret in the bay.”\u003c/p>\n\u003cp>The water taxi has six locations along the Embarcadero. The service operates by appointment or when a patron calls for a ride. It’s not like a bus or train operating on a set schedule. The most northern stop along the bayfront is Hyde Street Pier, near Ghirardelli Square. It also stops at Pier 39, a popular tourist destination, and Pier 15 at the \u003ca href=\"https://www.exploratorium.edu/\">Exploratorium Museum\u003c/a>. They used to stop Pier 1.5, a public dock next to the Ferry Building, but it was damaged during the winter storms of 2023 and is currently undergoing repairs. For a few extra dollars, the taxi will also take riders south of the Bay Bridge to Pier 40 and Oracle Baseball Park, as well as Pier 52 at Chase Basketball Center.\u003c/p>\n\u003cp>\u003cem>This story is part two in the Bay Curious transportation episode. Listen to the entire episode below.\u003c/em>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm/?e=KQINC3450871318&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>All rides north of the Bay Bridge cost $10, but a hop-on-hop-off fare is available for $15, which allows a rider to use the service all day. Kids under 15 are $5, and kids under 5 years old are free. Thomas also said chances are good any kids on board will get the chance to drive the boat, too. They also have a promotion called Mutt Mondays — passengers with dogs get to ride for free.\u003c/p>\n\u003cp>“There are some weird dogs and weird dog owners out there, and they make our day,” Thomas said.\u003c/p>\n\u003cp>Both tourists and locals ride the taxi, in part because it’s a way of getting out on the bay at a lower cost than chartering a tour boat.\u003c/p>\n\u003cp>“We’re surprised to see how much people love coming back,” Thomas said. “A lot of people are locals that figured out that by paying 10 bucks they can take their friends out on [what would be a] $50 or $60 tour.”\u003c/p>\n\u003cp>The service has been around for eight years, Thomas said, but it took a hit during COVID-19. More recently, interest in water travel, especially for commuting, has picked back up. He’s exploring more cross-bay and southern routes, although it’s hard to find a price point that works for everyone, he said. \u003ca href=\"https://www.sfchronicle.com/bayarea/article/navier-sanfrancisco-water-taxis-18611010.php\">Partnering with electric boats could be one solution\u003c/a>, but he said the technology is still too expensive and limited.\u003c/p>\n\u003cp>“If we could get one at the right price,” Thomas said he’d be interested but doesn’t expect that to happen for another ten years or so.\u003c/p>\n\u003cp>And pro tip: If you head to Angel Island but miss the last ferry home, call the San Francisco Water Taxi, and they’ll come and rescue you.\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003ch2 id=\"episode-transcript\">Episode Transcript\u003c/h2>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Every weekday morning, millions of us Bay Area residents get out of our cozy beds … and embark on mystifying migration unlike any other on planet Earth.\u003c/p>\n\u003cp>\u003ci>Music reminiscent of a nature documentary begins\u003c/i>\u003c/p>\n\u003cp>\u003cb>Paul Lancour (in scene): \u003c/b>All right heading out the door. It is 7:00 on the nose. The sun will not rise for another 20 minutes or so.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>This is Paul Lancour, one of my colleagues at KQED.\u003c/p>\n\u003cp>\u003cb>Paul Lancour (in scene): \u003c/b>Leaving my home in Novato. I’m going to make the short drive to the downtown Novato SMART train.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>He’s setting off on a daily ritual so many of us humans make. Not for food or water exactly, like you might expect from the rest of the animal kingdom, but … for work.\u003c/p>\n\u003cp>\u003ci>Music shift to hurried 1950s-era productivity music\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>I’m talking about our daily commute, of course. Today, we’ve asked Paul to trade in \u003ci>his \u003c/i>daily commute by car into KQED’s offices in San Francisco for a public transit bonanza. Along the way, he’ll be riding the \u003ci>somewhat\u003c/i>-new SMART train through Marin County. SMART stands for Sonoma-Marin Area Rail Transit, by the way.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Why are we sending him on this mission? To answer this question from a listener…\u003c/p>\n\u003cp>\u003cb>Brian Auger: \u003c/b>My name is Brian Auger. My question is has the North Bay SMART train had any actual impact on relieving traffic on Highway 101?\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>We’ll be checking in with Paul throughout the episode as he makes his way to the KQED offices to deliver the answer for Brian … but along the way, we’ll answer two other commuter questions. Listener Laurel Hetchinova thinks drivers have gotten a little out of control recently.\u003c/p>\n\u003cp>\u003ci>Music ends\u003c/i>\u003c/p>\n\u003cp>\u003cb>Laurel Hetchinova: \u003c/b>Are drivers around here maybe more aggressive lately, or is it maybe just me?\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Her question won a recent Bay Curious public voting round. And then finally, is there an antidote to all this commuting misery floating on the Bay?\u003c/p>\n\u003cp>\u003cb>Lee: \u003c/b>Hi, This is Lee from Berkeley. Does San Francisco finally have a water taxi service?\u003cb> \u003c/b>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>We’ve got a full episode of good stuff just ahead on Bay Curious. I’m Olivia Allen-Price. And oh, it looks like Paul has made it to the Novato Downtown SMART train station…\u003cbr>\n\u003ci>\u003cbr>\n\u003c/i>\u003ci>Train bell and ambi of the train station fades in\u003c/i>\u003c/p>\n\u003cp>\u003cb>Paul Lancour (in scene): (\u003c/b>Beep!) That’s me tapping into the fare station here. Train departing at 7:33. \u003cb>\u003cbr>\n\u003c/b>\u003cb>\u003cbr>\n\u003c/b>\u003cb>Voice over speaker on train says:\u003c/b> \u003ci>Next station, Larkspur.\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>And he’s off! Stay with us.\u003c/p>\n\u003cp>SPONSOR\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>We’re tackling some of your transit questions today as Paul makes his journey from his Novato home to KQED’s offices in San Francisco. Looks like his ride on the SMART train is complete, and he’s onto the next leg of his journey an hour and a half after it began.\u003c/p>\n\u003cp>\u003cb>Paul Lancour (in scene): \u003c/b>On the Larkspur ferry getting ready to depart at 8:29. What a lovely morning. Certainly beats sitting in traffic.\u003c/p>\n\u003cp>\u003ci>Sound of ferry boat pulling away from dock\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>We’ll learn soon if the SMART train is making a dent in traffic on Highway 101. But one thing we know Paul won’t be contending with today is aggressive drivers.\u003c/p>\n\u003cp>\u003ci>Curious music begins\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Our listener, Laurel, feels like the roadways here have gotten spicier than they once were…\u003c/p>\n\u003cp>\u003cb>Laurel Hetchinova:\u003c/b> It feels kind of like every time we go out, there are, I don’t know, maybe like half a dozen going 90 to 100 and just weaving in between everybody else. And I remember that it was kind of like that during the initial weeks of shelter-in-place when fewer cars were out on the road but it feels like it’s still happening even though traffic’s back to normal.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>To help us figure out what’s what, we’ve got Dan Brekke in the studio today. He’s the reporter and editor of In-transit KQED’s daily blog about how we get around. Welcome, Dan.\u003c/p>\n\u003cp>\u003cb>Dan Brekke: \u003c/b>Hi, Olivia.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>First off, Dan, can you tell us why the pandemic was such a watershed moment on our streets and highways?\u003c/p>\n\u003cp>\u003cb>Dan Brekke: \u003c/b>Well, our reality changed overnight from having very crowded roads to much less crowded roads. And so that invited a different kind of behavior. Especially a lot more speeding than we’d ever seen before.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>I’m with Laurel. It seems like a lot of dangerous behaviors that picked up during the pandemic and then just have never went away.\u003c/p>\n\u003cp>\u003cb>Dan Brekke: \u003c/b>And it turns out there’s a little survey data out there that backs up our impressions. There’s a place at UC Berkeley called the Safe Transportation Research and Education Center, or SafeTREC, and they participate in a yearly survey on what drivers feel they’re seeing on the road. And one of the questions that the survey asks is, “Since the onset of the Covid 19 pandemic, what is the biggest change in behaviors you have noticed from drivers?” And statewide the most common answer was aggressive driving and road rage, with speeding coming in a close second. So for a lot of folks, at the very least, we’re perceiving that these things are getting worse.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Okay. But let’s look at reality. Does the California Highway Patrol have any kind of data to support or refute what so many of us are seeing?\u003c/p>\n\u003cp>\u003cb>Dan Brekke: \u003c/b>The officer I talked to at the Golden Gate division of the CHP, Andrew Barkley, said that anecdotally, and this is where the CHP comes down, it’s anecdotal evidence. people are seeing it more.\u003c/p>\n\u003cp>\u003cb>Andrew Barkley: \u003c/b>I don’t have any true scientifically backed answer to say, this is exactly what’s happening.\u003c/p>\n\u003cp>\u003cb>Dan Brekke:\u003c/b> I think the most dramatic piece of evidence that is out there is from the first year of the pandemic. I think most of us would agree driving over 100 miles an hour is a pretty serious breach of driving etiquette and probably unsafe. When the pandemic happened, the number of citations doubled from 2019, the full year before the pandemic, to 2020, the year that shelter-at-home orders were in force. So, you know, that number has gone down since 2020, but it hasn’t gone back to where it was before the pandemic started. So that’s, you know, one indicator, objective indicator, of wilder behavior on the road.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Got it. So speed is up. But what about reckless driving? Is California Highway Patrol handing out more tickets for that?\u003c/p>\n\u003cp>\u003cb>Andrew Barkley: \u003c/b>You hear us referring to reckless driving. Typically, we are referring to three specific violations, and it’s normally a combination of speed, following too close and unsafe lane change.\u003c/p>\n\u003cp>\u003cb>Dan Brekke: \u003c/b>It’s interesting that the number of those citations is lower for the most part, than it was the last year before the pandemic. So what do we make of that? It isn’t necessarily that people are driving more carefully. It could be that there’s less enforcement. We really don’t know.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Driving, we are perceiving it’s getting worse, that’s definitely universal. There are a couple of indicators we are at least speeding a lot more than before the pandemic. But everything kind of looks flat, but we cannot put too much weight into any of this because the big question, of course, is enforcement, which is a moving variable.\u003c/p>\n\u003cp>\u003cb>Dan Brekke: \u003c/b>Look, there are some other things you can point to. Traffic deaths went up a lot in 2020 and 2021, and continued going up in 2022. They seem to have eased off, declined slightly in California last year, 2023. But the higher number of traffic fatalities, especially in 2020 and 2021, with lower amounts of traffic, points frankly, to speeding. The number of people killed in crashes where speeding was the primary crash factor, as the CHP puts it, was up 16% in California from 2020 to 2021. So, I mean, that’s objective evidence that there’s actual behavior happening that’s leading to some of these things that we’re seeing and that we perceive.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>All right. Well, Dan Brekkie, editor, reporter, traffic whiz for In Transit, KQED’s relatively new transit blog. Thank you for joining us.\u003c/p>\n\u003cp>\u003cb>Dan Brekke: \u003c/b>You’re welcome.\u003c/p>\n\u003cp>\u003ci>Synthy piano music\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Let’s check in on Paul, who, last we heard, was on the ferry from Larkspur…\u003c/p>\n\u003cp>\u003ci>Sound of downtown San Francisco street\u003c/i>\u003c/p>\n\u003cp>\u003cb>Paul Lancour (in scene): \u003c/b>Well I’ve arrived. I’m in San Francisco. 10 minutes after 9. So 2 hours and 10 minutes after leaving my house. I’m here! The problem is my office is over in the Mission/Potrero Area, miles away from where I am now. So, the journey continues I’m on my way to BART…\u003c/p>\n\u003cp>\u003ci>Sound of BART train whirring into the station\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Oh boy, well at least he got to enjoy that scenic ferry ride. I think that ferry riders are probably the happiest bunch of commuters in the region. There’s even a bar on board!\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>But the ferries aren’t the only boats offering transportation on the water.\u003c/p>\n\u003cp>\u003cb>Lee: \u003c/b>Last fall I noticed tiny yellow boats along the San Francisco shoreline a couple of times.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Most of the time there’s just one of these bright yellow speed boats roaming along the Embarcadero. They’re easy to spot because they have a cute little black and white checkerboard trim, just like you’d see on a retro car taxi. We sent Bay Curious producer Katrina Schwartz out to learn more about this boutique transit option.\u003c/p>\n\u003cp>\u003cb>Captain Tom shouting to passersby: \u003c/b>$10 Water Taxi Ride! Save yourself a long boring walk!\u003ci> \u003c/i>\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>I meet Captain Tom of the San Francisco Water Taxi Company along the Embarcadero at Pier 15. The little yellow boat is pulled up at the Exploratorium…near a small sign that says “Water Taxi.”\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>Best 10 bucks you’ll spend all day!\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>The water taxis come when you call…or you can make an appointment. There’s no set schedule.\u003c/p>\n\u003cp>\u003cb>Captain Tom:\u003c/b> Big step, watch your head\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>One step down, and I’m on the small boat with three bench seats and two captain’s chairs up front. There’s a top to help protect passengers from sun and spray.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>The water taxi operates out of Pier 39.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>They make six different stops at popular places along the San Francisco bay front.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>Starting from Hyde Street Pier.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Near Ghirardelli Square.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>To Pier 39.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>A popular tourist destination. As well as Pier 15 at the Exploratorium museum,\u003c/p>\n\u003cp>\u003cb>Captain Tom:\u003c/b> Pier 1.5, next to the Ferry Building, which is temporarily closed for repairs.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>And they go south of the Bay Bridge for a few extra bucks.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>Pier 40 and Oracle Baseball Park and Pier 52 at Chase Basketball Center.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Rides north of the bridge cost 10 dollars each … or you can pay fifteen to get a hop-on, hop-off fare to ride all day.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>Quick safety chat. Life vests are under the white seats…\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>After the safety chat we set off north in the 29-foot yellow boat to pick up some passengers at Pier 39. I’m sitting in the co-pilot seat, which swivels, so I’ve got great views…and there are three bench seats behind me.\u003c/p>\n\u003cp>\u003ci>Ambi of boat speeding up\u003c/i>\u003c/p>\n\u003cp>\u003cb>Captain Tom:\u003c/b> I saw an ad on Craigslist. And I went from part-time to full-time, to managing the business in three months.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Captain Tom says the water taxi business took a hit during COVID, but it’s gradually picking back up.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>So you’ve got Angel Island over there, which is an old immigration island. Alcatraz straight ahead.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>We slow down as we pull into the harbor at Pier 39, a massive liberty ship from WWII, the Jeremiah O’Brien, towering above us.\u003c/p>\n\u003cp>\u003ci>Honk horn\u003c/i>\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>The folks we’re picking up, Jill and her son Reed from Maryland, scheduled their ride. They’re waiting by the water taxi sign at Pier 39.\u003c/p>\n\u003cp>\u003cb>Jill: \u003c/b>I didn’t really know what I was signing up for, but I’m game.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>They’re visiting to get away from frigid East Coast temperatures. And today, San Francisco is showing off with a beautiful, warm, sunny day.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz to Reed and Jill (in scene): \u003c/b>So what did you guys think, worth ten bucks?\u003cb>\u003cbr>\n\u003c/b>\u003cb>\u003cbr>\n\u003c/b>\u003cb>Reed: \u003c/b>Yeah, definitely like the view.\u003c/p>\n\u003cp>\u003cb>Jill:\u003c/b> It’s a nice way to ride and see without the traffic. I’m not complaining about the traffic, it’s a city. But you’re not familiar with the streets, so to see and drive is extra!\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>They’re headed to the Exploratorium for some science fun and then eating and shopping at the Ferry Building before they head back north in the water taxi.\u003c/p>\n\u003cp>\u003cb>Captain Tom to Jill and Reed (in scene): \u003c/b>So we’ll plan on something around 3? So just call me when you get a better idea of your plans. I should be back in the area.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Since most of the water taxi stops are along the Embarcadero, I thought most of the passengers would be tourists, like Jill. But Captain Tom says it’s actually a 50-50 split with locals.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>People will go for walks and they’ll walk out the Embarcadero and then and, especially with their dogs, and they’ll get to up Hyde Street Pier and they’ll just get tired and they don’t want to walk home, you know, another hour, especially if it’s late on a Sunday.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>The taxi will also pick you up if you miss the last ferry off Angel Island or want to head over to Tiburon.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>If you haven’t gotten out on San Francisco Bay, you’re missing one of the best things about San Francisco.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Captain Tom says there’s a lot of interest in water taxis for commuting, and they’re exploring more cross-bay and southern routes, but gas is expensive and their boats only seat six passengers. It’s hard to find a price point that works for everyone.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>So we could definitely do it if we could just find a, you know, the right, cost effective way to do it. And I think electric boats will advance that.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>He says they’re exploring some options.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>I think it’ll be a really exciting time period for water travel in the next couple of years.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Captain Tom lets me off at Pier 52 near the Chase Center and sets off to pick up his next fare. But not before reminding me about Mutt Mondays…\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>On Mondays, if you bring your dog, you ride for free.\u003c/p>\n\u003cp>\u003ci>Horn toot + water lapping sounds\u003c/i>\u003ci>\u003cbr>\n\u003c/i>\u003ci>\u003cbr>\n\u003c/i>\u003ci>Bass guitar music begins\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>That was Bay Curious producer Katrina Schwartz. Paul’s journey to the KQED offices continues as he rides up the BART escalator.\u003c/p>\n\u003cp>\u003cb>Paul Lancour (in scene): \u003c/b>9:33 and I have arrived 16th and Mission. Completing the latest leg in my journey. And I see a Muni bus coming, so I think that’s how I’m going to complete my transit adventure today. Take the 22 Fillmore and take it over to Bryant Street.\u003c/p>\n\u003cp>\u003ci>Sound of bus hydraulic system engaging as it lowers to the curb\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>A short bus ride later. A quick walk to the station. Into the studio. Paul, welcome! You made it. What the epic journey! What’s the final count on how many modes of transit you took today?\u003c/p>\n\u003cp>\u003cb>Paul Lancour (in studio): \u003c/b>Well let’s see, I drove my car to the station, took the train, to the ferry, to BART, to the bus.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>And you walked to the ferry…\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>There was some walking in there as well. So I guess that would be six modes of transportation.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Wow. Quite the feat. Well, this is all in service of answering listener Brian’s question about whether the SMART Train, which connects Sonoma and Marin counties, has improved traffic along the 101 corridor through that section. Many of the drivers on that stretch of road, like you, are trying to get to San Francisco for work.\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>That’s right, it’s a commute I make just about every day. And I find anecdotally it’s just about as bad as it’s ever been. Driving usually takes me an hour and fifteen minutes to get to work. Today, taking public transit most of the way, took two hours and 40-some minutes. So I think this really illustrates one of the challenges of the SMART train, and it’s true for all of public transit, for that matter, that if you need to transfer and use a few different agencies, it gets less time efficient.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>The SMART train is pretty new, so for folks who aren’t familiar – where does the train go?\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>Yeah, so SMART opened its first stations back in 2017 and has been gradually expanding its service since then. The plan is to build it out so it connects Cloverdale in the north to Larkspur in the South where the current terminus is.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Well, let’s get to Brian’s question. Just how many people are opting for the train over driving?\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>Well it’s kinda hard to say precisely because commute patterns have changed so much since the pandemic. CalTrans says there is 40% less traffic on 101 between Larkspur and Sonoma Airport Blvd than there was in 2019. But that’s all times of the day, all days of the week, most likely a result of hybrid work environment as well. Eddy Cumins is the SMART General Manager and he did some of his own calculations.\u003c/p>\n\u003cp>\u003cb>Eddy Cumins: \u003c/b>So calendar year 2023. SMART carried over 750,000 riders. The average trip length of those riders is 22.2 miles. So if you do that math, that equates to 16.6 million passenger miles on the train.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>That sounds like a lot!\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>It does, but you have to put that in perspective. Caltrans says the total vehicle miles traveled between Larkspur and Airport Blvd in a year is more than 1.8 billion. So SMART represents only the tiniest fraction of that.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>So, is the answer here that SMART is not making a very big dent in traffic.\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>That is the answer, yes. Not yet. But SMART has only been around for a few years, and they’re still building it out. By contrast, BART has been around since the 70s, and its route has impacted all sorts of things – development around the trains, where offices get built, where other busses or trains link up. These systems tend to get more useful with time. And I should add, SMART is the only Bay Area transit system that saw an increase in riders after the pandemic. That’s in part because they’ve been working hard to change how they offer service to meet the community’s needs better, as Eddy Cummins told us…\u003c/p>\n\u003cp>\u003cb>Eddy Cumins: \u003c/b>We noticed a significant increase in bicycle boardings. And so one of the things we did is, we had some flip seats on the side of the train. We removed those seats in order to create additional bicycle parking.\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>Yes, and on my commute, I did meet passengers like Jason who brought their bike on the train.\u003c/p>\n\u003cp>\u003cb>Paul Lancour to Jason (in scene): \u003c/b>Jason, where you coming from?\u003cb>\u003cbr>\n\u003c/b>\u003cb>\u003cbr>\n\u003c/b>\u003cb>Jason to Paul (in scene): \u003c/b>Cotati.\u003cb>\u003cbr>\n\u003c/b>\u003cb>\u003cbr>\n\u003c/b>\u003cb>Paul Lancour to Jason (in scene): \u003c/b>And it looks like you took your bike.\u003c/p>\n\u003cp>\u003cb>Jason to Paul (in scene): \u003c/b>Yes, about a 10-minute ride from my house to a SMART station. This morning I’m going to ride from the end of the train into San Francisco. So a little over an hour. I drove in last Thursday, and it took me about 2.5 hours in traffic. And this is going to take me two hours. So, yeah, it’s definitely less stressful than driving to sit around just, you know, read your phone, get some work done or something. You get to be productive.\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>When I met him, Jason was actually going to ride from Larkspur into the city, so he was getting his workout for the day as well. And another thing SMART has done to cater to community needs is make it free for school children taking field trips.\u003c/p>\n\u003cp>\u003cb>Eddy Cumins: \u003c/b>There was a field trip last week and the kids all wrote us letters thanking the smart train. And so that’s beautiful.\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>They also kept reduced-price fares. It’s just a dollar fifty per zone. And they’ve altered the schedule to meet community needs.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>So who is the SMART train working for, like, right now?\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>Well, on the car I was on today, I met all kinds of folks. I was able to get a seat, but it was pretty busy. I met kids who are going to school, people commuting within Marin County. And it’s really pretty nice. People generally seem to find it to be a pleasant ride.\u003c/p>\n\u003cp>\u003ci>Groovy music begins\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Paul, you’ve been a very intrepid reporter to take on this long commute. Thank you for bringing us those answers.\u003c/p>\n\u003cp>\u003ci>laughing\u003c/i>\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>Yeah, absolutely my pleasure. I think I’d better start heading home soon if I want to make it before dusk.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Good luck.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Bay Curious is made in San Francisco at member-supported KQED. Our show is produced by Katrina Schwartz, Christopher Beale and me, Olivia Allen-Price. Thanks as always to our support crew: Jen Chien, Katie Sprenger, Cesar Saldana, Maha Sanad, Xorje Oliveras, Dan Brekke, Paul Lancour, Holly Kernan and the whole KQED Family. Drive safe! Try a boat or a train! And uh … have a great week!\u003c/p>\n\n","blocks":[],"excerpt":"For a boutique travel experience, call a water taxi to quickly move along the San Francisco Embarcadero while taking in some epic views.","status":"publish","parent":0,"modified":1708562170,"stats":{"hasAudio":true,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":true,"hasPolis":false,"paragraphCount":153,"wordCount":5081},"headData":{"title":"Scooting Along the San Francisco Bay Front in a Water Taxi | KQED","description":"For a boutique travel experience, call a water taxi to quickly move along the San Francisco Embarcadero while taking in some epic views.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":""},"source":"Bay Curious","sourceUrl":"https://www.kqed.org/podcasts/baycurious/","audioUrl":"https://www.podtrac.com/pts/redirect.mp3/pdst.fm/e/chrt.fm/track/G6C7C3/traffic.megaphone.fm/KQINC3450871318.mp3?updated=1708556428","sticky":false,"excludeFromSiteSearch":"Include","articleAge":"0","path":"/news/11976568/scooting-along-the-san-francisco-bay-front-in-a-water-taxi","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"#episode-transcript\">\u003cem>View the full episode transcript\u003c/em>\u003c/a>\u003c/p>\n\u003cp>Views of the water are a central part of living in the San Francisco Bay Area. Whether it’s driving over a San Francisco hill only to be met by a sweeping view out towards the Bay Bridge and Alcatraz, cycling up Hawk Hill on the Marin headlands, or walking the wetlands that border much of the shoreline — the bay is always there. But unless you are one of the lucky few who commute by ferry or own a boat, chances are good many of us don’t spend that much time out on the water itself. Which is a bit of a shame, really.\u003c/p>\n\u003cp>A Bay Curious listener named Lee Kempf was showing some visitors around San Francisco and noticed yellow boats buzzing along the Embarcadero. She wondered, “Does San Francisco finally have a water taxi service? If so, is it a trial run, or is it here to stay? Is it private or municipal?”\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\" />\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>On a sunny February day, I met up with Captain Tom of the \u003ca href=\"https://www.sfwatertaxi.net/\">San Francisco Water Taxi\u003c/a> company at Pier 15, near the Exploratorium. He’s the head captain of the water taxi business, which has been operating for eight years but is still a little under the radar. It’s a private service but operates with the permission of the San Francisco Port.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>I hop in the 29-foot-long boat, painted a cheery yellow with the classic taxi black and white checkerboard along the side, and grab a seat. Captain Tom says the taxi has a capacity for six passengers, but it’s spacious. We fire up the engine and head north to pick up some folks who’ve scheduled a ride.\u003c/p>\n\u003cp>As we skim along the bayfront, I appreciate a view that I don’t get that often — looking at downtown San Francisco from the water. We passed Coit Tower, piers with buildings that have graffiti I’d never seen before, a decommissioned submarine, real fishing boats and lots of aquatic life. It’s fun to see Alcatraz and Angel islands in the distance, to watch the different types of boats navigate around one another and feel the wind in my hair.\u003c/p>\n\u003cp>We slow down to pull into the harbor at Pier 39 and pass the looming hull of the \u003ca href=\"https://www.ssjeremiahobrien.org/\">SS Jeremiah O’Brien\u003c/a>, a World War II Liberty Ship that you can board and explore. From the water, it is humongous. With a little toot of the horn, we go around the seawall and glide into a berth where we meet Jill and her son Reed, who are visiting from Maryland.\u003c/p>\n\u003cp>“I didn’t really know what I was signing up for, but I’m game,” Jill said. The pair are escaping frigid East Coast temperatures for a week of vacation, and they seem impressed with the views of the city from the water.\u003c/p>\n\u003cp>“It’s a nice way to ride and see without the traffic,” Jill said. “I’m not complaining about the traffic. It’s a city. But [when] you’re not familiar with the streets, to see and drive is extra, so this is nice.”\u003c/p>\n\u003cp>\u003cb>The nitty gritty\u003c/b>\u003c/p>\n\u003cfigure id=\"attachment_11976608\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11976608\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/bigwatertaxi.jpg\" alt=\"Several yellow boats are tied up at a pier with buildings in the background.\" width=\"1920\" height=\"1080\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/bigwatertaxi.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/bigwatertaxi-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/bigwatertaxi-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/bigwatertaxi-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/bigwatertaxi-1536x864.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The San Francisco Taxi Company runs one of these 18-passenger boats on busy days. They’re also available for private tours. \u003ccite>(Katrina Schwartz/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I wanted to do something people could really enjoy,” San Francisco Water Taxi Owner David Thomas said. He had a great experience with a similar service in Baltimore and thought San Francisco should have a low-cost service that gets people out on the water.\u003c/p>\n\u003cp>“Slowly but surely, people find out,” he said. “It’s the best-kept secret in the bay.”\u003c/p>\n\u003cp>The water taxi has six locations along the Embarcadero. The service operates by appointment or when a patron calls for a ride. It’s not like a bus or train operating on a set schedule. The most northern stop along the bayfront is Hyde Street Pier, near Ghirardelli Square. It also stops at Pier 39, a popular tourist destination, and Pier 15 at the \u003ca href=\"https://www.exploratorium.edu/\">Exploratorium Museum\u003c/a>. They used to stop Pier 1.5, a public dock next to the Ferry Building, but it was damaged during the winter storms of 2023 and is currently undergoing repairs. For a few extra dollars, the taxi will also take riders south of the Bay Bridge to Pier 40 and Oracle Baseball Park, as well as Pier 52 at Chase Basketball Center.\u003c/p>\n\u003cp>\u003cem>This story is part two in the Bay Curious transportation episode. Listen to the entire episode below.\u003c/em>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm/?e=KQINC3450871318&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>All rides north of the Bay Bridge cost $10, but a hop-on-hop-off fare is available for $15, which allows a rider to use the service all day. Kids under 15 are $5, and kids under 5 years old are free. Thomas also said chances are good any kids on board will get the chance to drive the boat, too. They also have a promotion called Mutt Mondays — passengers with dogs get to ride for free.\u003c/p>\n\u003cp>“There are some weird dogs and weird dog owners out there, and they make our day,” Thomas said.\u003c/p>\n\u003cp>Both tourists and locals ride the taxi, in part because it’s a way of getting out on the bay at a lower cost than chartering a tour boat.\u003c/p>\n\u003cp>“We’re surprised to see how much people love coming back,” Thomas said. “A lot of people are locals that figured out that by paying 10 bucks they can take their friends out on [what would be a] $50 or $60 tour.”\u003c/p>\n\u003cp>The service has been around for eight years, Thomas said, but it took a hit during COVID-19. More recently, interest in water travel, especially for commuting, has picked back up. He’s exploring more cross-bay and southern routes, although it’s hard to find a price point that works for everyone, he said. \u003ca href=\"https://www.sfchronicle.com/bayarea/article/navier-sanfrancisco-water-taxis-18611010.php\">Partnering with electric boats could be one solution\u003c/a>, but he said the technology is still too expensive and limited.\u003c/p>\n\u003cp>“If we could get one at the right price,” Thomas said he’d be interested but doesn’t expect that to happen for another ten years or so.\u003c/p>\n\u003cp>And pro tip: If you head to Angel Island but miss the last ferry home, call the San Francisco Water Taxi, and they’ll come and rescue you.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"baycuriousquestion","attributes":{"named":{"label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2 id=\"episode-transcript\">Episode Transcript\u003c/h2>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Every weekday morning, millions of us Bay Area residents get out of our cozy beds … and embark on mystifying migration unlike any other on planet Earth.\u003c/p>\n\u003cp>\u003ci>Music reminiscent of a nature documentary begins\u003c/i>\u003c/p>\n\u003cp>\u003cb>Paul Lancour (in scene): \u003c/b>All right heading out the door. It is 7:00 on the nose. The sun will not rise for another 20 minutes or so.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>This is Paul Lancour, one of my colleagues at KQED.\u003c/p>\n\u003cp>\u003cb>Paul Lancour (in scene): \u003c/b>Leaving my home in Novato. I’m going to make the short drive to the downtown Novato SMART train.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>He’s setting off on a daily ritual so many of us humans make. Not for food or water exactly, like you might expect from the rest of the animal kingdom, but … for work.\u003c/p>\n\u003cp>\u003ci>Music shift to hurried 1950s-era productivity music\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>I’m talking about our daily commute, of course. Today, we’ve asked Paul to trade in \u003ci>his \u003c/i>daily commute by car into KQED’s offices in San Francisco for a public transit bonanza. Along the way, he’ll be riding the \u003ci>somewhat\u003c/i>-new SMART train through Marin County. SMART stands for Sonoma-Marin Area Rail Transit, by the way.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Why are we sending him on this mission? To answer this question from a listener…\u003c/p>\n\u003cp>\u003cb>Brian Auger: \u003c/b>My name is Brian Auger. My question is has the North Bay SMART train had any actual impact on relieving traffic on Highway 101?\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>We’ll be checking in with Paul throughout the episode as he makes his way to the KQED offices to deliver the answer for Brian … but along the way, we’ll answer two other commuter questions. Listener Laurel Hetchinova thinks drivers have gotten a little out of control recently.\u003c/p>\n\u003cp>\u003ci>Music ends\u003c/i>\u003c/p>\n\u003cp>\u003cb>Laurel Hetchinova: \u003c/b>Are drivers around here maybe more aggressive lately, or is it maybe just me?\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Her question won a recent Bay Curious public voting round. And then finally, is there an antidote to all this commuting misery floating on the Bay?\u003c/p>\n\u003cp>\u003cb>Lee: \u003c/b>Hi, This is Lee from Berkeley. Does San Francisco finally have a water taxi service?\u003cb> \u003c/b>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>We’ve got a full episode of good stuff just ahead on Bay Curious. I’m Olivia Allen-Price. And oh, it looks like Paul has made it to the Novato Downtown SMART train station…\u003cbr>\n\u003ci>\u003cbr>\n\u003c/i>\u003ci>Train bell and ambi of the train station fades in\u003c/i>\u003c/p>\n\u003cp>\u003cb>Paul Lancour (in scene): (\u003c/b>Beep!) That’s me tapping into the fare station here. Train departing at 7:33. \u003cb>\u003cbr>\n\u003c/b>\u003cb>\u003cbr>\n\u003c/b>\u003cb>Voice over speaker on train says:\u003c/b> \u003ci>Next station, Larkspur.\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>And he’s off! Stay with us.\u003c/p>\n\u003cp>SPONSOR\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>We’re tackling some of your transit questions today as Paul makes his journey from his Novato home to KQED’s offices in San Francisco. Looks like his ride on the SMART train is complete, and he’s onto the next leg of his journey an hour and a half after it began.\u003c/p>\n\u003cp>\u003cb>Paul Lancour (in scene): \u003c/b>On the Larkspur ferry getting ready to depart at 8:29. What a lovely morning. Certainly beats sitting in traffic.\u003c/p>\n\u003cp>\u003ci>Sound of ferry boat pulling away from dock\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>We’ll learn soon if the SMART train is making a dent in traffic on Highway 101. But one thing we know Paul won’t be contending with today is aggressive drivers.\u003c/p>\n\u003cp>\u003ci>Curious music begins\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Our listener, Laurel, feels like the roadways here have gotten spicier than they once were…\u003c/p>\n\u003cp>\u003cb>Laurel Hetchinova:\u003c/b> It feels kind of like every time we go out, there are, I don’t know, maybe like half a dozen going 90 to 100 and just weaving in between everybody else. And I remember that it was kind of like that during the initial weeks of shelter-in-place when fewer cars were out on the road but it feels like it’s still happening even though traffic’s back to normal.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>To help us figure out what’s what, we’ve got Dan Brekke in the studio today. He’s the reporter and editor of In-transit KQED’s daily blog about how we get around. Welcome, Dan.\u003c/p>\n\u003cp>\u003cb>Dan Brekke: \u003c/b>Hi, Olivia.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>First off, Dan, can you tell us why the pandemic was such a watershed moment on our streets and highways?\u003c/p>\n\u003cp>\u003cb>Dan Brekke: \u003c/b>Well, our reality changed overnight from having very crowded roads to much less crowded roads. And so that invited a different kind of behavior. Especially a lot more speeding than we’d ever seen before.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>I’m with Laurel. It seems like a lot of dangerous behaviors that picked up during the pandemic and then just have never went away.\u003c/p>\n\u003cp>\u003cb>Dan Brekke: \u003c/b>And it turns out there’s a little survey data out there that backs up our impressions. There’s a place at UC Berkeley called the Safe Transportation Research and Education Center, or SafeTREC, and they participate in a yearly survey on what drivers feel they’re seeing on the road. And one of the questions that the survey asks is, “Since the onset of the Covid 19 pandemic, what is the biggest change in behaviors you have noticed from drivers?” And statewide the most common answer was aggressive driving and road rage, with speeding coming in a close second. So for a lot of folks, at the very least, we’re perceiving that these things are getting worse.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Okay. But let’s look at reality. Does the California Highway Patrol have any kind of data to support or refute what so many of us are seeing?\u003c/p>\n\u003cp>\u003cb>Dan Brekke: \u003c/b>The officer I talked to at the Golden Gate division of the CHP, Andrew Barkley, said that anecdotally, and this is where the CHP comes down, it’s anecdotal evidence. people are seeing it more.\u003c/p>\n\u003cp>\u003cb>Andrew Barkley: \u003c/b>I don’t have any true scientifically backed answer to say, this is exactly what’s happening.\u003c/p>\n\u003cp>\u003cb>Dan Brekke:\u003c/b> I think the most dramatic piece of evidence that is out there is from the first year of the pandemic. I think most of us would agree driving over 100 miles an hour is a pretty serious breach of driving etiquette and probably unsafe. When the pandemic happened, the number of citations doubled from 2019, the full year before the pandemic, to 2020, the year that shelter-at-home orders were in force. So, you know, that number has gone down since 2020, but it hasn’t gone back to where it was before the pandemic started. So that’s, you know, one indicator, objective indicator, of wilder behavior on the road.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Got it. So speed is up. But what about reckless driving? Is California Highway Patrol handing out more tickets for that?\u003c/p>\n\u003cp>\u003cb>Andrew Barkley: \u003c/b>You hear us referring to reckless driving. Typically, we are referring to three specific violations, and it’s normally a combination of speed, following too close and unsafe lane change.\u003c/p>\n\u003cp>\u003cb>Dan Brekke: \u003c/b>It’s interesting that the number of those citations is lower for the most part, than it was the last year before the pandemic. So what do we make of that? It isn’t necessarily that people are driving more carefully. It could be that there’s less enforcement. We really don’t know.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Driving, we are perceiving it’s getting worse, that’s definitely universal. There are a couple of indicators we are at least speeding a lot more than before the pandemic. But everything kind of looks flat, but we cannot put too much weight into any of this because the big question, of course, is enforcement, which is a moving variable.\u003c/p>\n\u003cp>\u003cb>Dan Brekke: \u003c/b>Look, there are some other things you can point to. Traffic deaths went up a lot in 2020 and 2021, and continued going up in 2022. They seem to have eased off, declined slightly in California last year, 2023. But the higher number of traffic fatalities, especially in 2020 and 2021, with lower amounts of traffic, points frankly, to speeding. The number of people killed in crashes where speeding was the primary crash factor, as the CHP puts it, was up 16% in California from 2020 to 2021. So, I mean, that’s objective evidence that there’s actual behavior happening that’s leading to some of these things that we’re seeing and that we perceive.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>All right. Well, Dan Brekkie, editor, reporter, traffic whiz for In Transit, KQED’s relatively new transit blog. Thank you for joining us.\u003c/p>\n\u003cp>\u003cb>Dan Brekke: \u003c/b>You’re welcome.\u003c/p>\n\u003cp>\u003ci>Synthy piano music\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Let’s check in on Paul, who, last we heard, was on the ferry from Larkspur…\u003c/p>\n\u003cp>\u003ci>Sound of downtown San Francisco street\u003c/i>\u003c/p>\n\u003cp>\u003cb>Paul Lancour (in scene): \u003c/b>Well I’ve arrived. I’m in San Francisco. 10 minutes after 9. So 2 hours and 10 minutes after leaving my house. I’m here! The problem is my office is over in the Mission/Potrero Area, miles away from where I am now. So, the journey continues I’m on my way to BART…\u003c/p>\n\u003cp>\u003ci>Sound of BART train whirring into the station\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Oh boy, well at least he got to enjoy that scenic ferry ride. I think that ferry riders are probably the happiest bunch of commuters in the region. There’s even a bar on board!\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>But the ferries aren’t the only boats offering transportation on the water.\u003c/p>\n\u003cp>\u003cb>Lee: \u003c/b>Last fall I noticed tiny yellow boats along the San Francisco shoreline a couple of times.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Most of the time there’s just one of these bright yellow speed boats roaming along the Embarcadero. They’re easy to spot because they have a cute little black and white checkerboard trim, just like you’d see on a retro car taxi. We sent Bay Curious producer Katrina Schwartz out to learn more about this boutique transit option.\u003c/p>\n\u003cp>\u003cb>Captain Tom shouting to passersby: \u003c/b>$10 Water Taxi Ride! Save yourself a long boring walk!\u003ci> \u003c/i>\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>I meet Captain Tom of the San Francisco Water Taxi Company along the Embarcadero at Pier 15. The little yellow boat is pulled up at the Exploratorium…near a small sign that says “Water Taxi.”\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>Best 10 bucks you’ll spend all day!\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>The water taxis come when you call…or you can make an appointment. There’s no set schedule.\u003c/p>\n\u003cp>\u003cb>Captain Tom:\u003c/b> Big step, watch your head\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>One step down, and I’m on the small boat with three bench seats and two captain’s chairs up front. There’s a top to help protect passengers from sun and spray.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>The water taxi operates out of Pier 39.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>They make six different stops at popular places along the San Francisco bay front.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>Starting from Hyde Street Pier.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Near Ghirardelli Square.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>To Pier 39.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>A popular tourist destination. As well as Pier 15 at the Exploratorium museum,\u003c/p>\n\u003cp>\u003cb>Captain Tom:\u003c/b> Pier 1.5, next to the Ferry Building, which is temporarily closed for repairs.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>And they go south of the Bay Bridge for a few extra bucks.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>Pier 40 and Oracle Baseball Park and Pier 52 at Chase Basketball Center.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Rides north of the bridge cost 10 dollars each … or you can pay fifteen to get a hop-on, hop-off fare to ride all day.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>Quick safety chat. Life vests are under the white seats…\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>After the safety chat we set off north in the 29-foot yellow boat to pick up some passengers at Pier 39. I’m sitting in the co-pilot seat, which swivels, so I’ve got great views…and there are three bench seats behind me.\u003c/p>\n\u003cp>\u003ci>Ambi of boat speeding up\u003c/i>\u003c/p>\n\u003cp>\u003cb>Captain Tom:\u003c/b> I saw an ad on Craigslist. And I went from part-time to full-time, to managing the business in three months.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Captain Tom says the water taxi business took a hit during COVID, but it’s gradually picking back up.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>So you’ve got Angel Island over there, which is an old immigration island. Alcatraz straight ahead.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>We slow down as we pull into the harbor at Pier 39, a massive liberty ship from WWII, the Jeremiah O’Brien, towering above us.\u003c/p>\n\u003cp>\u003ci>Honk horn\u003c/i>\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>The folks we’re picking up, Jill and her son Reed from Maryland, scheduled their ride. They’re waiting by the water taxi sign at Pier 39.\u003c/p>\n\u003cp>\u003cb>Jill: \u003c/b>I didn’t really know what I was signing up for, but I’m game.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>They’re visiting to get away from frigid East Coast temperatures. And today, San Francisco is showing off with a beautiful, warm, sunny day.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz to Reed and Jill (in scene): \u003c/b>So what did you guys think, worth ten bucks?\u003cb>\u003cbr>\n\u003c/b>\u003cb>\u003cbr>\n\u003c/b>\u003cb>Reed: \u003c/b>Yeah, definitely like the view.\u003c/p>\n\u003cp>\u003cb>Jill:\u003c/b> It’s a nice way to ride and see without the traffic. I’m not complaining about the traffic, it’s a city. But you’re not familiar with the streets, so to see and drive is extra!\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>They’re headed to the Exploratorium for some science fun and then eating and shopping at the Ferry Building before they head back north in the water taxi.\u003c/p>\n\u003cp>\u003cb>Captain Tom to Jill and Reed (in scene): \u003c/b>So we’ll plan on something around 3? So just call me when you get a better idea of your plans. I should be back in the area.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Since most of the water taxi stops are along the Embarcadero, I thought most of the passengers would be tourists, like Jill. But Captain Tom says it’s actually a 50-50 split with locals.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>People will go for walks and they’ll walk out the Embarcadero and then and, especially with their dogs, and they’ll get to up Hyde Street Pier and they’ll just get tired and they don’t want to walk home, you know, another hour, especially if it’s late on a Sunday.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>The taxi will also pick you up if you miss the last ferry off Angel Island or want to head over to Tiburon.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>If you haven’t gotten out on San Francisco Bay, you’re missing one of the best things about San Francisco.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Captain Tom says there’s a lot of interest in water taxis for commuting, and they’re exploring more cross-bay and southern routes, but gas is expensive and their boats only seat six passengers. It’s hard to find a price point that works for everyone.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>So we could definitely do it if we could just find a, you know, the right, cost effective way to do it. And I think electric boats will advance that.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>He says they’re exploring some options.\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>I think it’ll be a really exciting time period for water travel in the next couple of years.\u003c/p>\n\u003cp>\u003cb>Katrina Schwartz: \u003c/b>Captain Tom lets me off at Pier 52 near the Chase Center and sets off to pick up his next fare. But not before reminding me about Mutt Mondays…\u003c/p>\n\u003cp>\u003cb>Captain Tom: \u003c/b>On Mondays, if you bring your dog, you ride for free.\u003c/p>\n\u003cp>\u003ci>Horn toot + water lapping sounds\u003c/i>\u003ci>\u003cbr>\n\u003c/i>\u003ci>\u003cbr>\n\u003c/i>\u003ci>Bass guitar music begins\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>That was Bay Curious producer Katrina Schwartz. Paul’s journey to the KQED offices continues as he rides up the BART escalator.\u003c/p>\n\u003cp>\u003cb>Paul Lancour (in scene): \u003c/b>9:33 and I have arrived 16th and Mission. Completing the latest leg in my journey. And I see a Muni bus coming, so I think that’s how I’m going to complete my transit adventure today. Take the 22 Fillmore and take it over to Bryant Street.\u003c/p>\n\u003cp>\u003ci>Sound of bus hydraulic system engaging as it lowers to the curb\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>A short bus ride later. A quick walk to the station. Into the studio. Paul, welcome! You made it. What the epic journey! What’s the final count on how many modes of transit you took today?\u003c/p>\n\u003cp>\u003cb>Paul Lancour (in studio): \u003c/b>Well let’s see, I drove my car to the station, took the train, to the ferry, to BART, to the bus.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>And you walked to the ferry…\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>There was some walking in there as well. So I guess that would be six modes of transportation.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Wow. Quite the feat. Well, this is all in service of answering listener Brian’s question about whether the SMART Train, which connects Sonoma and Marin counties, has improved traffic along the 101 corridor through that section. Many of the drivers on that stretch of road, like you, are trying to get to San Francisco for work.\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>That’s right, it’s a commute I make just about every day. And I find anecdotally it’s just about as bad as it’s ever been. Driving usually takes me an hour and fifteen minutes to get to work. Today, taking public transit most of the way, took two hours and 40-some minutes. So I think this really illustrates one of the challenges of the SMART train, and it’s true for all of public transit, for that matter, that if you need to transfer and use a few different agencies, it gets less time efficient.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>The SMART train is pretty new, so for folks who aren’t familiar – where does the train go?\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>Yeah, so SMART opened its first stations back in 2017 and has been gradually expanding its service since then. The plan is to build it out so it connects Cloverdale in the north to Larkspur in the South where the current terminus is.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Well, let’s get to Brian’s question. Just how many people are opting for the train over driving?\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>Well it’s kinda hard to say precisely because commute patterns have changed so much since the pandemic. CalTrans says there is 40% less traffic on 101 between Larkspur and Sonoma Airport Blvd than there was in 2019. But that’s all times of the day, all days of the week, most likely a result of hybrid work environment as well. Eddy Cumins is the SMART General Manager and he did some of his own calculations.\u003c/p>\n\u003cp>\u003cb>Eddy Cumins: \u003c/b>So calendar year 2023. SMART carried over 750,000 riders. The average trip length of those riders is 22.2 miles. So if you do that math, that equates to 16.6 million passenger miles on the train.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>That sounds like a lot!\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>It does, but you have to put that in perspective. Caltrans says the total vehicle miles traveled between Larkspur and Airport Blvd in a year is more than 1.8 billion. So SMART represents only the tiniest fraction of that.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>So, is the answer here that SMART is not making a very big dent in traffic.\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>That is the answer, yes. Not yet. But SMART has only been around for a few years, and they’re still building it out. By contrast, BART has been around since the 70s, and its route has impacted all sorts of things – development around the trains, where offices get built, where other busses or trains link up. These systems tend to get more useful with time. And I should add, SMART is the only Bay Area transit system that saw an increase in riders after the pandemic. That’s in part because they’ve been working hard to change how they offer service to meet the community’s needs better, as Eddy Cummins told us…\u003c/p>\n\u003cp>\u003cb>Eddy Cumins: \u003c/b>We noticed a significant increase in bicycle boardings. And so one of the things we did is, we had some flip seats on the side of the train. We removed those seats in order to create additional bicycle parking.\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>Yes, and on my commute, I did meet passengers like Jason who brought their bike on the train.\u003c/p>\n\u003cp>\u003cb>Paul Lancour to Jason (in scene): \u003c/b>Jason, where you coming from?\u003cb>\u003cbr>\n\u003c/b>\u003cb>\u003cbr>\n\u003c/b>\u003cb>Jason to Paul (in scene): \u003c/b>Cotati.\u003cb>\u003cbr>\n\u003c/b>\u003cb>\u003cbr>\n\u003c/b>\u003cb>Paul Lancour to Jason (in scene): \u003c/b>And it looks like you took your bike.\u003c/p>\n\u003cp>\u003cb>Jason to Paul (in scene): \u003c/b>Yes, about a 10-minute ride from my house to a SMART station. This morning I’m going to ride from the end of the train into San Francisco. So a little over an hour. I drove in last Thursday, and it took me about 2.5 hours in traffic. And this is going to take me two hours. So, yeah, it’s definitely less stressful than driving to sit around just, you know, read your phone, get some work done or something. You get to be productive.\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>When I met him, Jason was actually going to ride from Larkspur into the city, so he was getting his workout for the day as well. And another thing SMART has done to cater to community needs is make it free for school children taking field trips.\u003c/p>\n\u003cp>\u003cb>Eddy Cumins: \u003c/b>There was a field trip last week and the kids all wrote us letters thanking the smart train. And so that’s beautiful.\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>They also kept reduced-price fares. It’s just a dollar fifty per zone. And they’ve altered the schedule to meet community needs.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>So who is the SMART train working for, like, right now?\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>Well, on the car I was on today, I met all kinds of folks. I was able to get a seat, but it was pretty busy. I met kids who are going to school, people commuting within Marin County. And it’s really pretty nice. People generally seem to find it to be a pleasant ride.\u003c/p>\n\u003cp>\u003ci>Groovy music begins\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Paul, you’ve been a very intrepid reporter to take on this long commute. Thank you for bringing us those answers.\u003c/p>\n\u003cp>\u003ci>laughing\u003c/i>\u003c/p>\n\u003cp>\u003cb>Paul Lancour: \u003c/b>Yeah, absolutely my pleasure. I think I’d better start heading home soon if I want to make it before dusk.\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Good luck.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>Bay Curious is made in San Francisco at member-supported KQED. Our show is produced by Katrina Schwartz, Christopher Beale and me, Olivia Allen-Price. Thanks as always to our support crew: Jen Chien, Katie Sprenger, Cesar Saldana, Maha Sanad, Xorje Oliveras, Dan Brekke, Paul Lancour, Holly Kernan and the whole KQED Family. Drive safe! Try a boat or a train! And uh … have a great week!\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11976568/scooting-along-the-san-francisco-bay-front-in-a-water-taxi","authors":["234"],"programs":["news_33523"],"series":["news_17986"],"categories":["news_28250","news_1397"],"tags":["news_28017","news_6651","news_33839"],"featImg":"news_11976605","label":"source_news_11976568"},"news_11976185":{"type":"posts","id":"news_11976185","meta":{"index":"posts_1591205157","site":"news","id":"11976185","score":null,"sort":[1708120831000]},"guestAuthors":[],"slug":"sfmta-cites-improved-road-safety-with-valencia-street-bike-lane-but-some-disagree","title":"SFMTA Cites Improved Road Safety With Valencia Street Bike Lane, but Some Disagree","publishDate":1708120831,"format":"standard","headTitle":"SFMTA Cites Improved Road Safety With Valencia Street Bike Lane, but Some Disagree | KQED","labelTerm":{"site":"news"},"content":"\u003cp>The center-running bike lane in the business and nightlife hub of Valencia Street in San Francisco — which has drawn heavy criticism from many business owners in the area and avid cyclists — has shown to improve road safety, according to an initial progress report from the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>“We basically eliminated the conflicts between double-parking motorists and bikes. We provided safe spaces for cyclists, and we significantly reduced the types of collisions that we had been seeing pre-COVID,” said Jeffrey Tumlin, SFMTA director, during a media roundtable Thursday.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Jeffrey Tumlin, director, SFMTA\"]‘We basically eliminated the conflicts between double-parking motorists and bikes. We provided safe spaces for cyclists, and we significantly reduced the types of collisions that we had been seeing pre-COVID.’[/pullquote]The \u003ca href=\"https://protect-us.mimecast.com/s/SJv-CJ6PLruKlZWlSGvLXR?domain=sfmta.com\">agency’s report\u003c/a> analyzes the first three months of traffic data on Valencia Street since the center-running bike lane \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">launched as part of a pilot\u003c/a>, which began in August 2023. This project also changed traffic and parking rules on the corridor from 15th to 23rd streets.\u003c/p>\n\u003cp>SFMTA embarked on the pilot to address safety concerns on the corridor. Valencia Street is on the city’s \u003ca href=\"https://sfgov.maps.arcgis.com/apps/webappviewer/index.html?id=b2743a3fc0b14dd9814cf6668fc34773\">high-injury network\u003c/a> for serious traffic injuries and deaths, and before the mid-Valencia pilot, the former side-running bike lane was often used as a de facto loading zone for double-parked drivers working for app-based delivery and ride-hailing services. Since drivers often blocked the bike lanes, cyclists were forced to swerve into traffic, causing an average of two collisions a month, according to the agency.\u003c/p>\n\u003cp>The strategy of converting the bike lane has led to a 77% reduction in double parking in the pilot area over the first three months, according to the latest SFMTA report.\u003c/p>\n\u003cp>But Tumlin also acknowledged that the pilot has created new issues. According to SFMTA’s report, there were 20 collisions in the pilot area from August through December, and drivers making illegal left or U-turns caused seven of those collisions. To make the center-running bikeway feasible, left-turn restrictions had to be put in place throughout the pilot area.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“So we’re working right now on design changes, as well as partnering with the San Francisco Police Department in order to reduce the amount of illegal turning movements by motorists in the corridor that have created some early concern for us in the data,” Tumlin said.\u003c/p>\n\u003cp>While some commuters have said they feel safer with the bike lane’s current configuration, many cyclists have voiced strong opposition.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11971747,news_11962992,news_11941576\"]“SFMTA should take immediate action to replace the center bikeway with curbside protected bike lanes in order to help local businesses, reduce car traffic, and make Valencia more appealing for people to visit.” said Luke Bornheimer, a sustainable transportation advocate who has called the center-running bike lanes design “dangerous” and “unintuitive.”\u003c/p>\n\u003cp>Some small business owners along the hub of Valencia Street have also organized against the bike lane. They say the pilot’s conversion of general parking spaces to a new kind of dual-use loading zone has decreased would-be customers visiting their shops. Many businesses on the corridor now sports signs in their front windows reading: “This bike lane is killing small businesses and our vibrant community.”\u003c/p>\n\u003cp>“If the goal was to systematically destroy the livelihood of the Valencia corridor, then it has been a complete success for the SFMTA,” said Kevin Ortiz, co-president of the San Francisco Latinx Democratic Club. “Any new design must be carefully vetted with community and business stakeholders, not in the top-down approach SFMTA usually approaches these ‘pilot’ projects with.”\u003c/p>\n\u003cp>From the beginning, SFMTA officials have been adamant that they would rip up the pilot project and implement a new design if the current pilot was not working. Tumlin said the agency is currently in conversations with merchants and other stakeholders on the corridor to figure out potential next steps.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Kevin Ortiz, co-president, San Francisco Latinx Democratic Club\"]‘If the goal was to systematically destroy the livelihood of the Valencia corridor, then it has been a complete success for the SFMTA.’[/pullquote]“We’re getting the sense that there is a lot of interest in pivoting to a side-running protected bike lane,” Tumlin said.\u003c/p>\n\u003cp>This could mean a change to the current center-running bike lane that would preserve restaurant parklets — mirroring a design on Telegraph Avenue in Oakland and in Manhattan. In this kind of design, the bike lane hugs the sidewalk on one side, and parklets and parking for cars are on the other side, thereby protecting cyclists from moving traffic.\u003c/p>\n\u003cp>However, any significant change to the street would require an SFMTA Board of Directors vote and around seven months of planning and construction. For now, the agency is asking the public to be patient with the new design.\u003c/p>\n\u003cp>SFMTA staff will present their findings Tuesday to its Board of Directors, and there will be public comment.\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"According to the first 3 months of data by San Francisco transit officials, the pilot Valencia Bikeway Improvement Project in San Francisco has shown to achieve the agency’s goals.","status":"publish","parent":0,"modified":1708127854,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":18,"wordCount":883},"headData":{"title":"SFMTA Cites Improved Road Safety With Valencia Street Bike Lane, but Some Disagree | KQED","description":"According to the first 3 months of data by San Francisco transit officials, the pilot Valencia Bikeway Improvement Project in San Francisco has shown to achieve the agency’s goals.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":""},"sticky":false,"excludeFromSiteSearch":"Include","articleAge":"0","path":"/news/11976185/sfmta-cites-improved-road-safety-with-valencia-street-bike-lane-but-some-disagree","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>The center-running bike lane in the business and nightlife hub of Valencia Street in San Francisco — which has drawn heavy criticism from many business owners in the area and avid cyclists — has shown to improve road safety, according to an initial progress report from the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>“We basically eliminated the conflicts between double-parking motorists and bikes. We provided safe spaces for cyclists, and we significantly reduced the types of collisions that we had been seeing pre-COVID,” said Jeffrey Tumlin, SFMTA director, during a media roundtable Thursday.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘We basically eliminated the conflicts between double-parking motorists and bikes. We provided safe spaces for cyclists, and we significantly reduced the types of collisions that we had been seeing pre-COVID.’","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Jeffrey Tumlin, director, SFMTA","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>The \u003ca href=\"https://protect-us.mimecast.com/s/SJv-CJ6PLruKlZWlSGvLXR?domain=sfmta.com\">agency’s report\u003c/a> analyzes the first three months of traffic data on Valencia Street since the center-running bike lane \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">launched as part of a pilot\u003c/a>, which began in August 2023. This project also changed traffic and parking rules on the corridor from 15th to 23rd streets.\u003c/p>\n\u003cp>SFMTA embarked on the pilot to address safety concerns on the corridor. Valencia Street is on the city’s \u003ca href=\"https://sfgov.maps.arcgis.com/apps/webappviewer/index.html?id=b2743a3fc0b14dd9814cf6668fc34773\">high-injury network\u003c/a> for serious traffic injuries and deaths, and before the mid-Valencia pilot, the former side-running bike lane was often used as a de facto loading zone for double-parked drivers working for app-based delivery and ride-hailing services. Since drivers often blocked the bike lanes, cyclists were forced to swerve into traffic, causing an average of two collisions a month, according to the agency.\u003c/p>\n\u003cp>The strategy of converting the bike lane has led to a 77% reduction in double parking in the pilot area over the first three months, according to the latest SFMTA report.\u003c/p>\n\u003cp>But Tumlin also acknowledged that the pilot has created new issues. According to SFMTA’s report, there were 20 collisions in the pilot area from August through December, and drivers making illegal left or U-turns caused seven of those collisions. To make the center-running bikeway feasible, left-turn restrictions had to be put in place throughout the pilot area.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“So we’re working right now on design changes, as well as partnering with the San Francisco Police Department in order to reduce the amount of illegal turning movements by motorists in the corridor that have created some early concern for us in the data,” Tumlin said.\u003c/p>\n\u003cp>While some commuters have said they feel safer with the bike lane’s current configuration, many cyclists have voiced strong opposition.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"Related Stories ","postid":"news_11971747,news_11962992,news_11941576"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>“SFMTA should take immediate action to replace the center bikeway with curbside protected bike lanes in order to help local businesses, reduce car traffic, and make Valencia more appealing for people to visit.” said Luke Bornheimer, a sustainable transportation advocate who has called the center-running bike lanes design “dangerous” and “unintuitive.”\u003c/p>\n\u003cp>Some small business owners along the hub of Valencia Street have also organized against the bike lane. They say the pilot’s conversion of general parking spaces to a new kind of dual-use loading zone has decreased would-be customers visiting their shops. Many businesses on the corridor now sports signs in their front windows reading: “This bike lane is killing small businesses and our vibrant community.”\u003c/p>\n\u003cp>“If the goal was to systematically destroy the livelihood of the Valencia corridor, then it has been a complete success for the SFMTA,” said Kevin Ortiz, co-president of the San Francisco Latinx Democratic Club. “Any new design must be carefully vetted with community and business stakeholders, not in the top-down approach SFMTA usually approaches these ‘pilot’ projects with.”\u003c/p>\n\u003cp>From the beginning, SFMTA officials have been adamant that they would rip up the pilot project and implement a new design if the current pilot was not working. Tumlin said the agency is currently in conversations with merchants and other stakeholders on the corridor to figure out potential next steps.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘If the goal was to systematically destroy the livelihood of the Valencia corridor, then it has been a complete success for the SFMTA.’","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Kevin Ortiz, co-president, San Francisco Latinx Democratic Club","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>“We’re getting the sense that there is a lot of interest in pivoting to a side-running protected bike lane,” Tumlin said.\u003c/p>\n\u003cp>This could mean a change to the current center-running bike lane that would preserve restaurant parklets — mirroring a design on Telegraph Avenue in Oakland and in Manhattan. In this kind of design, the bike lane hugs the sidewalk on one side, and parklets and parking for cars are on the other side, thereby protecting cyclists from moving traffic.\u003c/p>\n\u003cp>However, any significant change to the street would require an SFMTA Board of Directors vote and around seven months of planning and construction. For now, the agency is asking the public to be patient with the new design.\u003c/p>\n\u003cp>SFMTA staff will present their findings Tuesday to its Board of Directors, and there will be public comment.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11976185/sfmta-cites-improved-road-safety-with-valencia-street-bike-lane-but-some-disagree","authors":["11785"],"categories":["news_8","news_1397"],"tags":["news_2851","news_33270","news_27626","news_1334","news_33269"],"featImg":"news_11962331","label":"news"},"news_11974466":{"type":"posts","id":"news_11974466","meta":{"index":"posts_1591205157","site":"news","id":"11974466","score":null,"sort":[1706887833000]},"guestAuthors":[],"slug":"californians-boost-electric-vehicle-purchases-as-industry-eyes-slowdown","title":"Californians Boost Electric Vehicle Purchases as Industry Eyes Slowdown","publishDate":1706887833,"format":"standard","headTitle":"Californians Boost Electric Vehicle Purchases as Industry Eyes Slowdown | KQED","labelTerm":{},"content":"\u003cp>Has California’s transition to electric cars hit some bumps in the road? Even though Californians are buying them in record numbers, several industry setbacks have been reported in recent months.\u003c/p>\n\u003cp>The rental car company Hertz is selling \u003ca href=\"https://www.sec.gov/ix?doc=/Archives/edgar/data/47129/000165785324000010/htz-20240111.htm\">about a third of its global electric vehicle fleet\u003c/a>, replacing them with gas-powered vehicles. In January, Ford announced that it was \u003ca href=\"https://media.ford.com/content/fordmedia/fna/us/en/news/2024/01/19/ford-adds-third-crew-to-meet-demand-for-bronco-and-ranger--reduc.html\">reducing production\u003c/a> of its F-150 Lightning electric pickup truck after \u003ca href=\"https://calmatters.org/environment/climate-change/2023/05/california-electric-cars-ford-f150/\">scaling it up last year\u003c/a>.\u003c/p>\n\u003cp>Tesla sales in California dropped 10% in the last three months of 2023 when compared to the same quarter a year earlier, according to \u003ca href=\"https://www.cncda.org/wp-content/uploads/Cal-Covering-4Q-23.pdf#page=6\">data from the California New Car Dealers Association\u003c/a>. And some automakers \u003ca href=\"https://www.nytimes.com/2023/07/17/business/ford-f150-lightning-electric-vehicle-prices.html\">last year announced production cutbacks\u003c/a> and delays in new electric models.\u003c/p>\n\u003cp>Today, the California Energy Commission provided another piece of the puzzle: Sales of electric cars in California reached \u003ca href=\"https://www.veloz.org/q4-2023-data-shows-a-29-percent-year-over-year-increase/\">record levels last year\u003c/a>, with 446,961 sold, up 29% from 2022, according to Veloz, a nonprofit that works with the commission to promote electric vehicle growth in California.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But while sales of electric cars are still growing, it’s a slower pace of growth than the previous year: 2022 sales increased 38% from 2021.\u003c/p>\n\u003cp>During the final three months of 2023, Californians purchased 103,127 electric cars, an 8% increase over the same period in 2022. Fourth quarter sales last year were down 14% from the third quarter. But sales typically slow in the fourth quarter, and higher interest rates may have played a role, the commission said.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Electric vehicle sales were up 29% in 2023, though they slowed at yearu2019s end\" aria-label=\"Column Chart\" id=\"datawrapper-chart-mBG1J\" src=\"https://datawrapper.dwcdn.net/mBG1J/1/\" scrolling=\"no\" frameborder=\"0\" style=\"width: 0; min-width: 100% !important; border: none;\" height=\"400\" data-external=\"1\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Nick Nigro, founder of Atlas Public Policy, which researches the electric car market, said the transition to electric cars might be slower than some automakers and experts anticipated.\u003c/p>\n\u003cp>“Recognize where we are in a once-in-a-century transition — we’re in the very early stages,” Nigro said. “Even though EVs have been around for about 14 years, in this current iteration, they only really started to pick up sales nationally in the last five years or so.”\u003c/p>\n\u003cp>“It’s no surprise that the industry is going to have to adjust their expectations,” he added.\u003c/p>\n\u003cp>So far, the increased market share for electric vehicles means California is moving toward hitting its goals: Electric vehicles in California made up 25% of the new car market last year, up from nearly 19% in 2022. The state has \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/\">mandated \u003c/a>that 35% of new 2026 cars sold must be zero-emissions, ramping up to 68% in 2030 and 100% in 2035. [pullquote size=\"medium\" align=\"right\" citation=\"Nick Nigro, founder, Atlas Public Policy, which researches the electric car market\"]‘Even though EVs have been around for about 14 years, in this current iteration, they only really started to pick up sales nationally in the last five years or so.’[/pullquote]“Transportation electrification is rapidly unfolding,” David Hochschild, chair of the California Energy Commission, said in a recorded video announcement.\u003c/p>\n\u003cp>Nationally, an estimated 1.2 million electric vehicles were sold in 2023, which is also \u003ca href=\"https://www.coxautoinc.com/market-insights/q4-2023-ev-sales/\">a record, according to Kelley Blue Book\u003c/a>.\u003c/p>\n\u003cp>The pace of California’s transition matters because it is far above America’s leader in sales. A rapid transition to electric vehicles is also key to slashing greenhouse gases responsible for climate change.\u003c/p>\n\u003cp>When originally introduced, Ford’s electric F-150 Lightning was so popular it had a \u003ca href=\"https://www.kbb.com/car-news/ford-closes-reservations-for-f-150-lightning-has-3-year-backlog/\">three-year waiting list\u003c/a>. But in January, the company said it was \u003ca href=\"https://media.ford.com/content/fordmedia/fna/us/en/news/2024/01/19/ford-adds-third-crew-to-meet-demand-for-bronco-and-ranger--reduc.html\">cutting production\u003c/a> at its Rouge Electric Vehicle Center in Dearborn, Michigan, from two shifts to one, with some workers transferred to factories assembling gas-powered cars. Sales of the electric truck were up 55% in 2023, and Ford projected “further growth for 2024” but said it was making the changes to better meet customer demand for its pickups.\u003c/p>\n\u003cp>Daniel Sperling, director of the Institute for Transportation Studies at UC Davis, cautioned about reading too much into the slowed-down production of the Ford F-150 Lightning. One interpretation, he said, is that the pickup truck might just simply not be the right product, calling it a “retrofitted vehicle” in which “they just pulled out the drive.”\u003c/p>\n\u003cp>What’s more, there could be broader financial reasons for the F-150 Lightning slowdown. Sales of all cars slowed last year, and legacy automakers faced cash flow challenges and a strike from the United Auto Workers union.\u003c/p>\n\u003cp>“They’ve got financial challenges, so if they can come up with an excuse to slow down their investments, they’re going to do it,” Sperling said. “But every one of them is just delaying. Not one of them is canceling.”\u003c/p>\n\u003cp>Hertz said it was selling its 20,000 electric car fleet earlier this year. In an \u003ca href=\"https://www.nytimes.com/2024/01/11/business/hertz-electric-vehicles-tesla.html\">interview with \u003cem>The New York Times\u003c/em>\u003c/a>, Hertz Chief Executive Stephen Scherr blamed price cuts by Tesla for lowering the resale value of the cars and added that they were more expensive to repair and more likely to be involved in collisions.\u003c/p>\n\u003cp>Last year, sales by Tesla, by far the leader in electric vehicle sales, sold 230,589 cars, up from 185,090 in 2022, \u003ca href=\"https://www.cncda.org/wp-content/uploads/Cal-Covering-4Q-23.pdf#page=6\">according to the California New Car Dealers Association\u003c/a>. But sales dropped in the year’s final three months to 47,592 from 52,782 over the same period the year before. Analysts say various factors, such as lower resale value after Tesla’s sticker prices dropped, may be at play.\u003c/p>\n\u003cp>One of the biggest problems facing electric car adoption across the U.S. — and the world — is the need for more seamless charging.\u003c/p>\n\u003cp>A lack of adequate public chargers has become a major impediment as customers begin to weigh electric cars as an alternative to gas-powered vehicles. To that end, the Biden administration is pouring some $\u003ca href=\"https://www.scientificamerican.com/article/biden-pours-623-million-into-ev-charging-void\">623 million into charging projects\u003c/a> across the nation, with California getting $168.5 million.\u003c/p>\n\u003cp>While California is meeting its goals for new \u003ca href=\"https://www.gov.ca.gov/2023/04/21/california-surpasses-1-5-million-zevs-goal-two-years-ahead-of-schedule/\">electric car\u003c/a> and \u003ca href=\"https://www.gov.ca.gov/2023/10/23/california-hit-zev-truck-sales-goal-two-years-ahead-of-schedule/#:~:text=The%20goal%20%E2%80%93%206%25%20of%20new,years%20before%20the%202025%20goal.\">truck\u003c/a> sales, the state is projecting that it will need a much more robust electric charging network to support its ban on new gasoline-powered cars by 2035 and serve all drivers statewide. [aside postID=science_1991185 hero='https://cdn.kqed.org/wp-content/uploads/sites/35/2024/01/240122-EV-CHARGING-AP-RV-KQED-1020x663.jpg']An \u003ca href=\"https://www.energy.ca.gov/data-reports/reports/electric-vehicle-charging-infrastructure-assessment-ab-2127\">Energy Commission report\u003c/a> projects that California will need 1.01 million non-private chargers by 2030, and 2.11 million by 2035. It now has only 93,000, \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics/electric-vehicle\">according to \u003c/a>Energy Commission data. The state has met at least one important charging infrastructure goal, \u003ca href=\"https://www.gov.ca.gov/2023/09/18/charging-ahead-california-achieves-yet-another-ev-goal-ahead-of-schedule-as-more-dollars-go-to-communities-to-support-transition/#:~:text=NEW%20YORK%20%E2%80%93%20Today%2C%20during%20Climate,harmed%20by%20pollution%20and%20the\">installing 10,000-plus fast chargers last September\u003c/a>.\u003c/p>\n\u003cp>Its budget issues could also stymie California’s efforts to support electric car sales. Last year, California\u003ca href=\"https://calmatters.org/environment/2023/09/california-electric-car-rebates/\"> eliminated its popular electric car rebate program\u003c/a> to focus on providing subsidies only to lower-income car buyers through the Clean Cars 4 All program, which has strict income limits.\u003c/p>\n\u003cp>This year, Gov. Gavin Newsom has proposed a three-year delay for additional funding for that program, along with other programs to increase lower-income Californians’ access to cars.\u003c/p>\n\u003cp>Bill Magavern, policy director of the Clean Air Coalition, said he’s concerned that it could leave low-income communities behind. He thinks the funding delays will likely result in cuts to the program. [pullquote size=\"medium\" align=\"right\" citation=\"Bill Magavern, policy director, Clean Air Coalition\"]‘We’re very disappointed in the governor’s proposal because he literally made a promise that he’s not keeping.’[/pullquote]“We’re very disappointed in the governor’s proposal because he literally made a promise that he’s not keeping,” Magavern said. “It’s really a fiction to say, well, we’re maintaining this funding, we’re just delaying it by three years.”\u003c/p>\n\u003cp>Changes in federal tax incentives also may impact sales. The Treasury started the\u003ca href=\"https://insideclimatenews.org/news/04012024/inside-clean-energy-short-list-of-evs-that-qualify-for-tax-credit-2024/#:~:text=EV%20shoppers%20woke%20up%20on,Tesla%20Cybertruck%20and%20Volkswagen%20ID.\"> new year off by announcing a relatively short list of cars\u003c/a> that \u003ca href=\"https://home.treasury.gov/news/press-releases/jy1939\">qualified for a $7,500 subsidy\u003c/a>. The incentives are limited to cars with parts sourced from the U.S. and its allies.\u003c/p>\n\u003cp>Globally, electric car sales are likely to face a “reality check” this year “given consumer apathy over a lack of fast public chargers and high prices, though China is an exception,” according to a report by Bloomberg Intelligence.\u003c/p>\n\u003cp>Sales of electric calls in Europe fell for the first time since April 2020, \u003ca href=\"https://www.acea.auto/pc-registrations/new-car-registrations-13-9-in-2023-battery-electric-14-6-market-share/\">according to the European Automobile Manufacturers’ Association\u003c/a>. And analysts have warned that German carmakers are falling behind Tesla and Chinese models as global competition intensifies.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"Some automakers, like Ford and Tesla, are reducing production of electric cars as sales have dropped. Can California sustain its record pace and meet the state mandate?","status":"publish","parent":0,"modified":1706903983,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":true,"iframeSrcs":["https://datawrapper.dwcdn.net/mBG1J/1/"],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":30,"wordCount":1472},"headData":{"title":"Californians Boost Electric Vehicle Purchases as Industry Eyes Slowdown | KQED","description":"Some automakers, like Ford and Tesla, are reducing production of electric cars as sales have dropped. Can California sustain its record pace and meet the state mandate?","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":""},"source":"CalMatters","sourceUrl":"https://calmatters.org/","sticky":false,"nprByline":"\u003ca href=\"https://calmatters.org/author/alejandro-lazo/\">Alejandro Lazo\u003c/a>","excludeFromSiteSearch":"Include","showOnAuthorArchivePages":"No","articleAge":"0","path":"/news/11974466/californians-boost-electric-vehicle-purchases-as-industry-eyes-slowdown","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Has California’s transition to electric cars hit some bumps in the road? Even though Californians are buying them in record numbers, several industry setbacks have been reported in recent months.\u003c/p>\n\u003cp>The rental car company Hertz is selling \u003ca href=\"https://www.sec.gov/ix?doc=/Archives/edgar/data/47129/000165785324000010/htz-20240111.htm\">about a third of its global electric vehicle fleet\u003c/a>, replacing them with gas-powered vehicles. In January, Ford announced that it was \u003ca href=\"https://media.ford.com/content/fordmedia/fna/us/en/news/2024/01/19/ford-adds-third-crew-to-meet-demand-for-bronco-and-ranger--reduc.html\">reducing production\u003c/a> of its F-150 Lightning electric pickup truck after \u003ca href=\"https://calmatters.org/environment/climate-change/2023/05/california-electric-cars-ford-f150/\">scaling it up last year\u003c/a>.\u003c/p>\n\u003cp>Tesla sales in California dropped 10% in the last three months of 2023 when compared to the same quarter a year earlier, according to \u003ca href=\"https://www.cncda.org/wp-content/uploads/Cal-Covering-4Q-23.pdf#page=6\">data from the California New Car Dealers Association\u003c/a>. And some automakers \u003ca href=\"https://www.nytimes.com/2023/07/17/business/ford-f150-lightning-electric-vehicle-prices.html\">last year announced production cutbacks\u003c/a> and delays in new electric models.\u003c/p>\n\u003cp>Today, the California Energy Commission provided another piece of the puzzle: Sales of electric cars in California reached \u003ca href=\"https://www.veloz.org/q4-2023-data-shows-a-29-percent-year-over-year-increase/\">record levels last year\u003c/a>, with 446,961 sold, up 29% from 2022, according to Veloz, a nonprofit that works with the commission to promote electric vehicle growth in California.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But while sales of electric cars are still growing, it’s a slower pace of growth than the previous year: 2022 sales increased 38% from 2021.\u003c/p>\n\u003cp>During the final three months of 2023, Californians purchased 103,127 electric cars, an 8% increase over the same period in 2022. Fourth quarter sales last year were down 14% from the third quarter. But sales typically slow in the fourth quarter, and higher interest rates may have played a role, the commission said.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Electric vehicle sales were up 29% in 2023, though they slowed at yearu2019s end\" aria-label=\"Column Chart\" id=\"datawrapper-chart-mBG1J\" src=\"https://datawrapper.dwcdn.net/mBG1J/1/\" scrolling=\"no\" frameborder=\"0\" style=\"width: 0; min-width: 100% !important; border: none;\" height=\"400\" data-external=\"1\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Nick Nigro, founder of Atlas Public Policy, which researches the electric car market, said the transition to electric cars might be slower than some automakers and experts anticipated.\u003c/p>\n\u003cp>“Recognize where we are in a once-in-a-century transition — we’re in the very early stages,” Nigro said. “Even though EVs have been around for about 14 years, in this current iteration, they only really started to pick up sales nationally in the last five years or so.”\u003c/p>\n\u003cp>“It’s no surprise that the industry is going to have to adjust their expectations,” he added.\u003c/p>\n\u003cp>So far, the increased market share for electric vehicles means California is moving toward hitting its goals: Electric vehicles in California made up 25% of the new car market last year, up from nearly 19% in 2022. The state has \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/\">mandated \u003c/a>that 35% of new 2026 cars sold must be zero-emissions, ramping up to 68% in 2030 and 100% in 2035. \u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘Even though EVs have been around for about 14 years, in this current iteration, they only really started to pick up sales nationally in the last five years or so.’","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"Nick Nigro, founder, Atlas Public Policy, which researches the electric car market","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>“Transportation electrification is rapidly unfolding,” David Hochschild, chair of the California Energy Commission, said in a recorded video announcement.\u003c/p>\n\u003cp>Nationally, an estimated 1.2 million electric vehicles were sold in 2023, which is also \u003ca href=\"https://www.coxautoinc.com/market-insights/q4-2023-ev-sales/\">a record, according to Kelley Blue Book\u003c/a>.\u003c/p>\n\u003cp>The pace of California’s transition matters because it is far above America’s leader in sales. A rapid transition to electric vehicles is also key to slashing greenhouse gases responsible for climate change.\u003c/p>\n\u003cp>When originally introduced, Ford’s electric F-150 Lightning was so popular it had a \u003ca href=\"https://www.kbb.com/car-news/ford-closes-reservations-for-f-150-lightning-has-3-year-backlog/\">three-year waiting list\u003c/a>. But in January, the company said it was \u003ca href=\"https://media.ford.com/content/fordmedia/fna/us/en/news/2024/01/19/ford-adds-third-crew-to-meet-demand-for-bronco-and-ranger--reduc.html\">cutting production\u003c/a> at its Rouge Electric Vehicle Center in Dearborn, Michigan, from two shifts to one, with some workers transferred to factories assembling gas-powered cars. Sales of the electric truck were up 55% in 2023, and Ford projected “further growth for 2024” but said it was making the changes to better meet customer demand for its pickups.\u003c/p>\n\u003cp>Daniel Sperling, director of the Institute for Transportation Studies at UC Davis, cautioned about reading too much into the slowed-down production of the Ford F-150 Lightning. One interpretation, he said, is that the pickup truck might just simply not be the right product, calling it a “retrofitted vehicle” in which “they just pulled out the drive.”\u003c/p>\n\u003cp>What’s more, there could be broader financial reasons for the F-150 Lightning slowdown. Sales of all cars slowed last year, and legacy automakers faced cash flow challenges and a strike from the United Auto Workers union.\u003c/p>\n\u003cp>“They’ve got financial challenges, so if they can come up with an excuse to slow down their investments, they’re going to do it,” Sperling said. “But every one of them is just delaying. Not one of them is canceling.”\u003c/p>\n\u003cp>Hertz said it was selling its 20,000 electric car fleet earlier this year. In an \u003ca href=\"https://www.nytimes.com/2024/01/11/business/hertz-electric-vehicles-tesla.html\">interview with \u003cem>The New York Times\u003c/em>\u003c/a>, Hertz Chief Executive Stephen Scherr blamed price cuts by Tesla for lowering the resale value of the cars and added that they were more expensive to repair and more likely to be involved in collisions.\u003c/p>\n\u003cp>Last year, sales by Tesla, by far the leader in electric vehicle sales, sold 230,589 cars, up from 185,090 in 2022, \u003ca href=\"https://www.cncda.org/wp-content/uploads/Cal-Covering-4Q-23.pdf#page=6\">according to the California New Car Dealers Association\u003c/a>. But sales dropped in the year’s final three months to 47,592 from 52,782 over the same period the year before. Analysts say various factors, such as lower resale value after Tesla’s sticker prices dropped, may be at play.\u003c/p>\n\u003cp>One of the biggest problems facing electric car adoption across the U.S. — and the world — is the need for more seamless charging.\u003c/p>\n\u003cp>A lack of adequate public chargers has become a major impediment as customers begin to weigh electric cars as an alternative to gas-powered vehicles. To that end, the Biden administration is pouring some $\u003ca href=\"https://www.scientificamerican.com/article/biden-pours-623-million-into-ev-charging-void\">623 million into charging projects\u003c/a> across the nation, with California getting $168.5 million.\u003c/p>\n\u003cp>While California is meeting its goals for new \u003ca href=\"https://www.gov.ca.gov/2023/04/21/california-surpasses-1-5-million-zevs-goal-two-years-ahead-of-schedule/\">electric car\u003c/a> and \u003ca href=\"https://www.gov.ca.gov/2023/10/23/california-hit-zev-truck-sales-goal-two-years-ahead-of-schedule/#:~:text=The%20goal%20%E2%80%93%206%25%20of%20new,years%20before%20the%202025%20goal.\">truck\u003c/a> sales, the state is projecting that it will need a much more robust electric charging network to support its ban on new gasoline-powered cars by 2035 and serve all drivers statewide. \u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"science_1991185","hero":"https://cdn.kqed.org/wp-content/uploads/sites/35/2024/01/240122-EV-CHARGING-AP-RV-KQED-1020x663.jpg","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>An \u003ca href=\"https://www.energy.ca.gov/data-reports/reports/electric-vehicle-charging-infrastructure-assessment-ab-2127\">Energy Commission report\u003c/a> projects that California will need 1.01 million non-private chargers by 2030, and 2.11 million by 2035. It now has only 93,000, \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics/electric-vehicle\">according to \u003c/a>Energy Commission data. The state has met at least one important charging infrastructure goal, \u003ca href=\"https://www.gov.ca.gov/2023/09/18/charging-ahead-california-achieves-yet-another-ev-goal-ahead-of-schedule-as-more-dollars-go-to-communities-to-support-transition/#:~:text=NEW%20YORK%20%E2%80%93%20Today%2C%20during%20Climate,harmed%20by%20pollution%20and%20the\">installing 10,000-plus fast chargers last September\u003c/a>.\u003c/p>\n\u003cp>Its budget issues could also stymie California’s efforts to support electric car sales. Last year, California\u003ca href=\"https://calmatters.org/environment/2023/09/california-electric-car-rebates/\"> eliminated its popular electric car rebate program\u003c/a> to focus on providing subsidies only to lower-income car buyers through the Clean Cars 4 All program, which has strict income limits.\u003c/p>\n\u003cp>This year, Gov. Gavin Newsom has proposed a three-year delay for additional funding for that program, along with other programs to increase lower-income Californians’ access to cars.\u003c/p>\n\u003cp>Bill Magavern, policy director of the Clean Air Coalition, said he’s concerned that it could leave low-income communities behind. He thinks the funding delays will likely result in cuts to the program. \u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘We’re very disappointed in the governor’s proposal because he literally made a promise that he’s not keeping.’","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"Bill Magavern, policy director, Clean Air Coalition","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>“We’re very disappointed in the governor’s proposal because he literally made a promise that he’s not keeping,” Magavern said. “It’s really a fiction to say, well, we’re maintaining this funding, we’re just delaying it by three years.”\u003c/p>\n\u003cp>Changes in federal tax incentives also may impact sales. The Treasury started the\u003ca href=\"https://insideclimatenews.org/news/04012024/inside-clean-energy-short-list-of-evs-that-qualify-for-tax-credit-2024/#:~:text=EV%20shoppers%20woke%20up%20on,Tesla%20Cybertruck%20and%20Volkswagen%20ID.\"> new year off by announcing a relatively short list of cars\u003c/a> that \u003ca href=\"https://home.treasury.gov/news/press-releases/jy1939\">qualified for a $7,500 subsidy\u003c/a>. The incentives are limited to cars with parts sourced from the U.S. and its allies.\u003c/p>\n\u003cp>Globally, electric car sales are likely to face a “reality check” this year “given consumer apathy over a lack of fast public chargers and high prices, though China is an exception,” according to a report by Bloomberg Intelligence.\u003c/p>\n\u003cp>Sales of electric calls in Europe fell for the first time since April 2020, \u003ca href=\"https://www.acea.auto/pc-registrations/new-car-registrations-13-9-in-2023-battery-electric-14-6-market-share/\">according to the European Automobile Manufacturers’ Association\u003c/a>. And analysts have warned that German carmakers are falling behind Tesla and Chinese models as global competition intensifies.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11974466/californians-boost-electric-vehicle-purchases-as-industry-eyes-slowdown","authors":["byline_news_11974466"],"categories":["news_8","news_1397"],"tags":["news_18538","news_21349","news_22457","news_31926","news_30766","news_20023","news_27626","news_3187","news_20517"],"affiliates":["news_18481"],"featImg":"news_11974468","label":"source_news_11974466"},"news_11973969":{"type":"posts","id":"news_11973969","meta":{"index":"posts_1591205157","site":"news","id":"11973969","score":null,"sort":[1706385654000]},"guestAuthors":[],"slug":"heres-how-to-know-if-your-next-flight-is-on-a-boeing-737-max-9","title":"Here's How to Know If Your Next Flight Is on a Boeing 737 Max 9","publishDate":1706385654,"format":"standard","headTitle":"Here’s How to Know If Your Next Flight Is on a Boeing 737 Max 9 | KQED","labelTerm":{"term":253,"site":"news"},"content":"\u003cp>The Federal Aviation Administration \u003ca href=\"https://www.npr.org/2024/01/24/1226762641/faa-boeing-737-max-9-grounded-inspections-resume\">gave approval\u003c/a> this week for the Boeing 737 Max 9 to begin flying again, clearing the way for the planes to return to the skies as early as Friday.\u003c/p>\n\u003cp>The agency’s decision on Wednesday came a little less than three weeks after part of the fuselage \u003ca href=\"https://www.npr.org/2024/01/06/1223280562/alaska-airlines-flight-emergency-landing-oregon\">blew out of an Alaska Airlines plane\u003c/a> at 16,000 feet shortly after departing from Portland International Airport. While the plane returned safely back and no one was seriously hurt, the incident rattled fliers and prompted the FAA to order an \u003ca href=\"https://www.npr.org/2024/01/06/1223296736/boeing-737-max-9-planes-grounded\">immediate grounding and inspection \u003c/a>of 171 Boeing aircraft operated by U.S. airlines or in U.S. territory.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Robert Ditchey, aviation consultant\"]‘There’s always a subset of the flying public that is particularly concerned about incidents like this, and it affects their individual choices. People have lost confidence in Boeing in general.’[/pullquote]In its decision this week, the FAA said airlines can start bringing the 737 Max 9 back into service, but only after completing a “thorough inspection and maintenance process” outlined by the regulators.\u003c/p>\n\u003cp>Even with the agency’s green light, there are still many passengers who might have reservations about boarding a 737 Max 9. As the planes started coming back into service, here’s what you need to know.\u003c/p>\n\u003ch2 class=\"edTag\">Which carriers fly the Max 9?\u003c/h2>\n\u003cp>United and Alaska are the two U.S. carriers of the 737 Max 9, and account for about two-thirds of 215 models in service worldwide, according to \u003ca href=\"https://www.cirium.com/solutions/fleets-analyzer/\">Cirium\u003c/a>, an airline analytics company. United has 79 of them in its fleet, and Alaska operates 65.\u003c/p>\n\u003cp>The other airlines that fly the plane are Panama’s Copa Airlines, Aeromexico, Turkish Airlines, Icelandair, Flydubai and SCAT Airlines in Kazakhstan.\u003c/p>\n\u003ch2 class=\"edTag\">How soon will they be back in the air?\u003c/h2>\n\u003cp>Alaska Airlines said in a statement on Wednesday that it expects the first of its Max 9 aircrafts \u003ca href=\"https://twitter.com/AlaskaAir/status/1750326027270889756\">to return to passenger service\u003c/a> on Friday. And in a letter to United employees this week, the company’s chief operating officer, Toby Enqvist, said the carrier was preparing “to return to scheduled service beginning on Sunday.”\u003c/p>\n\u003ch2 class=\"edTag\">\u003cstrong>Checking your flight status\u003c/strong>\u003c/h2>\n\u003cp>“There’s always a subset of the flying public that is particularly concerned about incidents like this, and it affects their individual choices,” says aviation consultant Robert Ditchey. “People have lost confidence in Boeing in general.”\u003c/p>\n\u003cp>[aside postID=news_11973255 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/gettyimages-1153938828-2d45abca8f8698086de90a4445ac220ef8f1b9e8.jpg']If you want to find out if your next flight is on a Max 9, Ditchey says the booking site \u003ca href=\"https://www.kayak.com/\">Kayak\u003c/a> just introduced a way in which ticket buyers can eliminate and exclude the Max 9 from their search. After searching for their desired flight, users can uncheck the Max 9 model from their search results.\u003c/p>\n\u003cp>Websites such as \u003ca href=\"https://www.flightaware.com/\">FlightAware\u003c/a> also include plane information for specific flights. But it’s important to remember that\u003cstrong> \u003c/strong>the plane you are scheduled to fly on is always subject to change, says FlightAware spokesperson and former airline pilot Kathleen Bangs.\u003c/p>\n\u003cp>“Airlines can last minute substitute aircraft at any time for a wide variety of reasons from maintenance to weight limitations,” says Bangs.\u003c/p>\n\u003ch2 class=\"edTag\">Can I change my flight to avoid a Max 9?\u003c/h2>\n\u003cp>Passengers can also find out what particular model of airplane they’ll be flying when they book their ticket directly on the Alaska or United sites.\u003c/p>\n\u003cp>According to the Alaska airlines website, passengers can check the aircraft type by looking at the “Details” tab when booking a flight on alaskaair.com. Once the flight is booked, the model is listed on the customer reservation under “Flight Details.”\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"United spokesperson\"]‘We’ll work with customers directly to ensure they feel comfortable flying. If they wish to change their flight, we’ll move them onto the next available flight.’[/pullquote]If a passenger prefers not to fly on a 737 9 Max, the airline currently points to a \u003ca href=\"https://www.alaskaair.com/content/advisories/travel-advisories#system\">Flexible Travel Policy\u003c/a> that is in place through Jan. 31 for passengers to make other travel arrangements.\u003c/p>\n\u003cp>“For guests who are not comfortable flying on a 737-9 MAX right now, we’ll work with them,” reads the \u003ca href=\"https://news.alaskaair.com/alaska-airlines/operations/as-1282/\">website\u003c/a>. “If they request it, we can move them to a different flight on another aircraft. We take great pride in our customer service and want everyone to have a great flight.”\u003c/p>\n\u003cp>The airline says it will be extending its travel waiver through Feb. 2 shortly.\u003c/p>\n\u003cp>“After that, guests can call our Reservations team and we’ll put them on a different flight without an additional charge, which includes our Saver fares,” an Alaska spokesperson told NPR.\u003c/p>\n\u003ch2 class=\"edTag\">United\u003c/h2>\n\u003cp>For United, passengers can typically find out the model plane that they’ll be traveling on when they go through the flight booking process — either online or through the United mobile app.\u003c/p>\n\u003cp>“We’ll work with customers directly to ensure they feel comfortable flying. If they wish to change their flight, we’ll move them onto the next available flight,” said a United spokesperson.\u003c/p>\n\u003cp>The policy will be at no cost to passengers, but it’s unclear how long it will be in place.\u003c/p>\n\u003cp>“I think we’ll wait to see how often it is used,” said a United spokesperson.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"Less than 3 weeks after part of the fuselage blew out of an Alaska Airlines Boeing 737 Max 9 plane at 16,000 feet, the FAA has cleared the way for the planes to operate again.","status":"publish","parent":0,"modified":1706373646,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":23,"wordCount":950},"headData":{"title":"Here's How to Know If Your Next Flight Is on a Boeing 737 Max 9 | KQED","description":"Less than 3 weeks after part of the fuselage blew out of an Alaska Airlines Boeing 737 Max 9 plane at 16,000 feet, the FAA has cleared the way for the planes to operate again.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":""},"sticky":false,"nprByline":"\u003ca href=\"https://www.npr.org/people/997906236/diba-mohtasham\">Diba Mohtasham\u003c/a>","excludeFromSiteSearch":"Include","showOnAuthorArchivePages":"No","articleAge":"0","path":"/news/11973969/heres-how-to-know-if-your-next-flight-is-on-a-boeing-737-max-9","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Federal Aviation Administration \u003ca href=\"https://www.npr.org/2024/01/24/1226762641/faa-boeing-737-max-9-grounded-inspections-resume\">gave approval\u003c/a> this week for the Boeing 737 Max 9 to begin flying again, clearing the way for the planes to return to the skies as early as Friday.\u003c/p>\n\u003cp>The agency’s decision on Wednesday came a little less than three weeks after part of the fuselage \u003ca href=\"https://www.npr.org/2024/01/06/1223280562/alaska-airlines-flight-emergency-landing-oregon\">blew out of an Alaska Airlines plane\u003c/a> at 16,000 feet shortly after departing from Portland International Airport. While the plane returned safely back and no one was seriously hurt, the incident rattled fliers and prompted the FAA to order an \u003ca href=\"https://www.npr.org/2024/01/06/1223296736/boeing-737-max-9-planes-grounded\">immediate grounding and inspection \u003c/a>of 171 Boeing aircraft operated by U.S. airlines or in U.S. territory.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘There’s always a subset of the flying public that is particularly concerned about incidents like this, and it affects their individual choices. People have lost confidence in Boeing in general.’","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Robert Ditchey, aviation consultant","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>In its decision this week, the FAA said airlines can start bringing the 737 Max 9 back into service, but only after completing a “thorough inspection and maintenance process” outlined by the regulators.\u003c/p>\n\u003cp>Even with the agency’s green light, there are still many passengers who might have reservations about boarding a 737 Max 9. As the planes started coming back into service, here’s what you need to know.\u003c/p>\n\u003ch2 class=\"edTag\">Which carriers fly the Max 9?\u003c/h2>\n\u003cp>United and Alaska are the two U.S. carriers of the 737 Max 9, and account for about two-thirds of 215 models in service worldwide, according to \u003ca href=\"https://www.cirium.com/solutions/fleets-analyzer/\">Cirium\u003c/a>, an airline analytics company. United has 79 of them in its fleet, and Alaska operates 65.\u003c/p>\n\u003cp>The other airlines that fly the plane are Panama’s Copa Airlines, Aeromexico, Turkish Airlines, Icelandair, Flydubai and SCAT Airlines in Kazakhstan.\u003c/p>\n\u003ch2 class=\"edTag\">How soon will they be back in the air?\u003c/h2>\n\u003cp>Alaska Airlines said in a statement on Wednesday that it expects the first of its Max 9 aircrafts \u003ca href=\"https://twitter.com/AlaskaAir/status/1750326027270889756\">to return to passenger service\u003c/a> on Friday. And in a letter to United employees this week, the company’s chief operating officer, Toby Enqvist, said the carrier was preparing “to return to scheduled service beginning on Sunday.”\u003c/p>\n\u003ch2 class=\"edTag\">\u003cstrong>Checking your flight status\u003c/strong>\u003c/h2>\n\u003cp>“There’s always a subset of the flying public that is particularly concerned about incidents like this, and it affects their individual choices,” says aviation consultant Robert Ditchey. “People have lost confidence in Boeing in general.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"news_11973255","hero":"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/gettyimages-1153938828-2d45abca8f8698086de90a4445ac220ef8f1b9e8.jpg","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>If you want to find out if your next flight is on a Max 9, Ditchey says the booking site \u003ca href=\"https://www.kayak.com/\">Kayak\u003c/a> just introduced a way in which ticket buyers can eliminate and exclude the Max 9 from their search. After searching for their desired flight, users can uncheck the Max 9 model from their search results.\u003c/p>\n\u003cp>Websites such as \u003ca href=\"https://www.flightaware.com/\">FlightAware\u003c/a> also include plane information for specific flights. But it’s important to remember that\u003cstrong> \u003c/strong>the plane you are scheduled to fly on is always subject to change, says FlightAware spokesperson and former airline pilot Kathleen Bangs.\u003c/p>\n\u003cp>“Airlines can last minute substitute aircraft at any time for a wide variety of reasons from maintenance to weight limitations,” says Bangs.\u003c/p>\n\u003ch2 class=\"edTag\">Can I change my flight to avoid a Max 9?\u003c/h2>\n\u003cp>Passengers can also find out what particular model of airplane they’ll be flying when they book their ticket directly on the Alaska or United sites.\u003c/p>\n\u003cp>According to the Alaska airlines website, passengers can check the aircraft type by looking at the “Details” tab when booking a flight on alaskaair.com. Once the flight is booked, the model is listed on the customer reservation under “Flight Details.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘We’ll work with customers directly to ensure they feel comfortable flying. If they wish to change their flight, we’ll move them onto the next available flight.’","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"United spokesperson","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>If a passenger prefers not to fly on a 737 9 Max, the airline currently points to a \u003ca href=\"https://www.alaskaair.com/content/advisories/travel-advisories#system\">Flexible Travel Policy\u003c/a> that is in place through Jan. 31 for passengers to make other travel arrangements.\u003c/p>\n\u003cp>“For guests who are not comfortable flying on a 737-9 MAX right now, we’ll work with them,” reads the \u003ca href=\"https://news.alaskaair.com/alaska-airlines/operations/as-1282/\">website\u003c/a>. “If they request it, we can move them to a different flight on another aircraft. We take great pride in our customer service and want everyone to have a great flight.”\u003c/p>\n\u003cp>The airline says it will be extending its travel waiver through Feb. 2 shortly.\u003c/p>\n\u003cp>“After that, guests can call our Reservations team and we’ll put them on a different flight without an additional charge, which includes our Saver fares,” an Alaska spokesperson told NPR.\u003c/p>\n\u003ch2 class=\"edTag\">United\u003c/h2>\n\u003cp>For United, passengers can typically find out the model plane that they’ll be traveling on when they go through the flight booking process — either online or through the United mobile app.\u003c/p>\n\u003cp>“We’ll work with customers directly to ensure they feel comfortable flying. If they wish to change their flight, we’ll move them onto the next available flight,” said a United spokesperson.\u003c/p>\n\u003cp>The policy will be at no cost to passengers, but it’s unclear how long it will be in place.\u003c/p>\n\u003cp>“I think we’ll wait to see how often it is used,” said a United spokesperson.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11973969/heres-how-to-know-if-your-next-flight-is-on-a-boeing-737-max-9","authors":["byline_news_11973969"],"categories":["news_8","news_248","news_1397"],"tags":["news_20281","news_25200","news_33773","news_20517"],"affiliates":["news_253"],"featImg":"news_11973970","label":"news_253"}},"programsReducer":{"possible":{"id":"possible","title":"Possible","info":"Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. 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