Transit Breakdown (Literally): BART's Big Budget Trouble, Anemic Ridership and Whether the 'Normal' Commute Will Ever Return
A Fine Mess
'High Pain, Low Gain': How Bridge Toll Penalties Pile Debt on Lower-Income Drivers
Regional Agency Ditches Plan That Would Make Many of Us Permanent Telecommuters
Battered by Pandemic, Bay Area Transit Agencies Line Up for 1st Round of Relief Money
A Breathtaking New Bike Path and What It Might Mean for Future Commuters
Lyft Hit With $200,000 Penalty for Shortage of Shared Bikes
Transbay Transit Center Set to Reopen on July 1
San José Mayor Sam Liccardo on Housing and Suburban Resistance to Building More of It
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In a newsroom career that began in Chicago in 1972, Dan has worked for \u003cem>The San Francisco Examiner,\u003c/em> Wired and TechTV and has been published in The New York Times, The New York Times Magazine, Business 2.0, Salon and elsewhere.\r\n\r\nSince joining KQED in 2007, Dan has reported, edited and produced both radio and online features and breaking news pieces. He has shared as both editor and reporter in four Society of Professional Journalists Norcal Excellence in Journalism awards and one Edward R. Murrow regional award. He was chosen for a spring 2017 residency at the Mesa Refuge to advance his research on California salmon.\r\n\r\nEmail Dan at: \u003ca href=\"mailto:dbrekke@kqed.org\">dbrekke@kqed.org\u003c/a>\r\n\r\n\u003cstrong>Twitter:\u003c/strong> \u003ca href=\"https://twitter.com/danbrekke\" rel=\"noopener noreferrer\">twitter.com/danbrekke\u003c/a>\r\n\u003cstrong>Facebook:\u003c/strong> \u003ca href=\"https://www.facebook.com/danbrekke\" rel=\"noopener noreferrer\">www.facebook.com/danbrekke\u003c/a>\r\n\u003cstrong>LinkedIn:\u003c/strong> \u003ca href=\"https://www.linkedin.com/in/danbrekke\" rel=\"noopener noreferrer\">www.linkedin.com/in/danbrekke\u003c/a>","avatar":"https://secure.gravatar.com/avatar/c8126230345efca3f7aa89b1a402be45?s=600&d=mm&r=g","twitter":"danbrekke","facebook":null,"instagram":"https://www.instagram.com/dan.brekke/","linkedin":"https://www.linkedin.com/in/danbrekke/","sites":[{"site":"news","roles":["administrator","create_posts"]},{"site":"stateofhealth","roles":["editor"]},{"site":"science","roles":["editor"]},{"site":"quest","roles":["contributor"]},{"site":"food","roles":["contributor"]},{"site":"forum","roles":["contributor"]},{"site":"liveblog","roles":["editor"]}],"headData":{"title":"Dan Brekke | KQED","description":"KQED Editor and Reporter","ogImgSrc":"https://secure.gravatar.com/avatar/c8126230345efca3f7aa89b1a402be45?s=600&d=mm&r=g","twImgSrc":"https://secure.gravatar.com/avatar/c8126230345efca3f7aa89b1a402be45?s=600&d=mm&r=g"},"isLoading":false,"link":"/author/danbrekke"},"rachael-myrow":{"type":"authors","id":"251","meta":{"index":"authors_1591205172","id":"251","found":true},"name":"Rachael Myrow","firstName":"Rachael","lastName":"Myrow","slug":"rachael-myrow","email":"rmyrow@kqed.org","display_author_email":false,"staff_mastheads":["news"],"title":"Senior Editor of KQED's Silicon Valley News Desk","bio":"Rachael Myrow is Senior Editor of KQED's Silicon Valley News Desk. You can hear her work on \u003ca href=\"https://www.npr.org/search?query=Rachael%20Myrow&page=1\">NPR\u003c/a>, \u003ca href=\"https://theworld.org/people/rachael-myrow\">The World\u003c/a>, WBUR's \u003ca href=\"https://www.wbur.org/search?q=Rachael%20Myrow\">\u003ci>Here & Now\u003c/i>\u003c/a> and the BBC. \u003c/i>She also guest hosts for KQED's \u003ci>\u003ca href=\"https://www.kqed.org/forum/tag/rachael-myrow\">Forum\u003c/a>\u003c/i>. Over the years, she's talked with Kamau Bell, David Byrne, Kamala Harris, Tony Kushner, Armistead Maupin, Van Dyke Parks, Arnold Schwarzenegger and Tommie Smith, among others.\r\n\r\nBefore all this, she hosted \u003cem>The California Report\u003c/em> for 7+ years, reporting on topics like \u003ca href=\"https://soundcloud.com/rmyrow/on-a-mission-to-reform-assisted-living\">assisted living facilities\u003c/a>, the \u003ca href=\"https://www.npr.org/sections/alltechconsidered/2014/12/01/367703789/amazon-unleashes-robot-army-to-send-your-holiday-packages-faster\">robot takeover\u003c/a> of Amazon, and \u003ca href=\"https://www.kqed.org/bayareabites/50822/in-search-of-the-chocolate-persimmon\" rel=\"noopener noreferrer\">chocolate persimmons\u003c/a>.\r\n\r\nAwards? Sure: Peabody, Edward R. Murrow, Regional Edward R. Murrow, RTNDA, Northern California RTNDA, SPJ Northern California Chapter, LA Press Club, Golden Mic. Prior to joining KQED, Rachael worked in Los Angeles at KPCC and Marketplace. 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He graduated from Oberlin College in Ohio in 1998.","avatar":"https://secure.gravatar.com/avatar/16d702c9ec5f696d78dbfb76b592cf0a?s=600&d=blank&r=g","twitter":"TedrickG","facebook":null,"instagram":null,"linkedin":null,"sites":[{"site":"news","roles":["editor"]},{"site":"science","roles":["editor"]}],"headData":{"title":"Ted Goldberg | KQED","description":"KQED Senior Editor","ogImgSrc":"https://secure.gravatar.com/avatar/16d702c9ec5f696d78dbfb76b592cf0a?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/16d702c9ec5f696d78dbfb76b592cf0a?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/tgoldberg"},"markfiore":{"type":"authors","id":"3236","meta":{"index":"authors_1591205172","id":"3236","found":true},"name":"Mark Fiore","firstName":"Mark","lastName":"Fiore","slug":"markfiore","email":"mark@markfiore.com","display_author_email":false,"staff_mastheads":["news"],"title":"KQED News Cartoonist","bio":"\u003ca href=\"http://www.MarkFiore.com\">MarkFiore.com\u003c/a> | \u003ca href=\"https://twitter.com/markfiore\">Follow on Twitter\u003c/a> | \u003ca href=\"https://www.facebook.com/pages/Mark-Fiore-Animated-Political-Cartoons/94451707396?ref=bookmarks\">Facebook\u003c/a> | \u003ca href=\"mailto:mark@markfiore.com\">email\u003c/a>\r\n\r\nPulitzer Prize-winner, Mark Fiore, who the Wall Street Journal has called “the undisputed guru of the form,” creates animated political cartoons in San Francisco, where his work has been featured regularly on the San Francisco Chronicle’s web site, SFGate.com. His work has appeared on Newsweek.com, Slate.com, CBSNews.com, MotherJones.com, DailyKos.com and NPR’s web site. Fiore’s political animation has appeared on CNN, Frontline, Bill Moyers Journal, Salon.com and cable and broadcast outlets across the globe.\r\n\r\nBeginning his professional life by drawing traditional political cartoons for newspapers, Fiore’s work appeared in publications ranging from the Washington Post to the Los Angeles Times. In the late 1990s, he began to experiment with animating political cartoons and, after a short stint at the San Jose Mercury News as their staff cartoonist, Fiore devoted all his energies to animation.\r\nGrowing up in California, Fiore also spent a good portion of his life in the backwoods of Idaho. It was this combination that shaped him politically. Mark majored in political science at Colorado College, where, in a perfect send-off for a cartoonist, he received his diploma in 1991 as commencement speaker Dick Cheney smiled approvingly.\r\nMark Fiore was awarded the Pulitzer Prize for political cartooning in 2010, a Robert F. Kennedy Journalism Award in 2004 and has twice received an Online Journalism Award for commentary from the Online News Association (2002, 2008). Fiore has received two awards for his work in new media from the National Cartoonists Society (2001, 2002), and in 2006 received The James Madison Freedom of Information Award from The Society of Professional Journalists.","avatar":"https://secure.gravatar.com/avatar/fc4e2a612b15b67bad0c6f0e1db4ca9b?s=600&d=blank&r=g","twitter":"MarkFiore","facebook":null,"instagram":"https://www.instagram.com/markfiore/?hl=en","linkedin":null,"sites":[{"site":"arts","roles":["contributor"]},{"site":"news","roles":["editor"]},{"site":"futureofyou","roles":["editor"]},{"site":"science","roles":["editor"]}],"headData":{"title":"Mark Fiore | KQED","description":"KQED News Cartoonist","ogImgSrc":"https://secure.gravatar.com/avatar/fc4e2a612b15b67bad0c6f0e1db4ca9b?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/fc4e2a612b15b67bad0c6f0e1db4ca9b?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/markfiore"}},"breakingNewsReducer":{},"campaignFinanceReducer":{},"firebase":{"requesting":{},"requested":{},"timestamps":{},"data":{},"ordered":{},"auth":{"isLoaded":false,"isEmpty":true},"authError":null,"profile":{"isLoaded":false,"isEmpty":true},"listeners":{"byId":{},"allIds":[]},"isInitializing":false,"errors":[]},"navBarReducer":{"navBarId":"news","fullView":true,"showPlayer":false},"navMenuReducer":{"menus":[{"key":"menu1","items":[{"name":"News","link":"/","type":"title"},{"name":"Politics","link":"/politics"},{"name":"Science","link":"/science"},{"name":"Education","link":"/educationnews"},{"name":"Housing","link":"/housing"},{"name":"Immigration","link":"/immigration"},{"name":"Criminal Justice","link":"/criminaljustice"},{"name":"Silicon Valley","link":"/siliconvalley"},{"name":"Forum","link":"/forum"},{"name":"The California Report","link":"/californiareport"}]},{"key":"menu2","items":[{"name":"Arts & Culture","link":"/arts","type":"title"},{"name":"Critics’ Picks","link":"/thedolist"},{"name":"Cultural Commentary","link":"/artscommentary"},{"name":"Food & Drink","link":"/food"},{"name":"Bay Area Hip-Hop","link":"/bayareahiphop"},{"name":"Rebel Girls","link":"/rebelgirls"},{"name":"Arts Video","link":"/artsvideos"}]},{"key":"menu3","items":[{"name":"Podcasts","link":"/podcasts","type":"title"},{"name":"Bay Curious","link":"/podcasts/baycurious"},{"name":"Rightnowish","link":"/podcasts/rightnowish"},{"name":"The Bay","link":"/podcasts/thebay"},{"name":"On Our Watch","link":"/podcasts/onourwatch"},{"name":"Mindshift","link":"/podcasts/mindshift"},{"name":"Consider This","link":"/podcasts/considerthis"},{"name":"Political Breakdown","link":"/podcasts/politicalbreakdown"}]},{"key":"menu4","items":[{"name":"Live Radio","link":"/radio","type":"title"},{"name":"TV","link":"/tv","type":"title"},{"name":"Events","link":"/events","type":"title"},{"name":"For Educators","link":"/education","type":"title"},{"name":"Support KQED","link":"/support","type":"title"},{"name":"About","link":"/about","type":"title"},{"name":"Help Center","link":"https://kqed-helpcenter.kqed.org/s","type":"title"}]}]},"pagesReducer":{},"postsReducer":{"stream_live":{"type":"live","id":"stream_live","audioUrl":"https://streams.kqed.org/kqedradio","title":"Live Stream","excerpt":"Live Stream information currently unavailable.","link":"/radio","featImg":"","label":{"name":"KQED Live","link":"/"}},"stream_kqedNewscast":{"type":"posts","id":"stream_kqedNewscast","audioUrl":"https://www.kqed.org/.stream/anon/radio/RDnews/newscast.mp3?_=1","title":"KQED Newscast","featImg":"","label":{"name":"88.5 FM","link":"/"}},"news_11904449":{"type":"posts","id":"news_11904449","meta":{"index":"posts_1591205157","site":"news","id":"11904449","score":null,"sort":[1644436077000]},"guestAuthors":[],"slug":"transit-breakdown-literally-barts-big-budget-trouble-anemic-ridership-and-whether-the-normal-commute-will-ever-return","title":"Transit Breakdown (Literally): BART's Big Budget Trouble, Anemic Ridership and Whether the 'Normal' Commute Will Ever Return","publishDate":1644436077,"format":"standard","headTitle":"KQED News","labelTerm":{"site":"news"},"content":"\u003cp>\u003cem>Updated 8:30 a.m. Thursday, Feb. 10, 2022\u003c/em>\u003c/p>\n\u003cp>[dropcap]A[/dropcap]s far as we know, the coronavirus can't get inside the machinery of a train or bus or ferry boat and actually shut them down. But it might as well be able to. By disrupting the world of work and our travel routines, COVID-19 in all its endless variants is proving to be an affliction from which it will take public transportation years and years to recover.\u003c/p>\n\u003cp>The latest example of the malady — you could call it \"long transit COVID\" — will be on display Thursday and Friday when BART will give the world a glimpse of what its bleak fiscal future holds. Some details, and related transit developments:\u003c/p>\n\u003ch2>Will ridership (and revenues and budgets) ever return to 'normal'?\u003c/h2>\n\u003cp>The BART board of directors will hear \u003ca href=\"https://s3.documentcloud.org/documents/21199224/bart-fiscal-outlook-february-2022-presentation.pdf\">a presentation Thursday\u003c/a> showing that due in large part to the continued very slow return of ridership, the district will exhaust federal emergency funding over the next two fiscal years.\u003c/p>\n\u003cp>Going forward, BART doesn't see ridership numbers recovering to pre-pandemic levels for many years. Under its best-case projection, that won't happen until 2029-30. The \"base case\" budget assumption — midway between the worst-case and best-case scenarios — doesn't forecast that happening within the next decade, period, even with the addition of new service to downtown San Jose sometime around 2030. In terms of budget forecasts, BART staff says that without some major new revenue sources, the agency will begin running a deficit sometime in the first half of 2024.\u003c/p>\n\u003ch2>Search for transit cash\u003c/h2>\n\u003cfigure id=\"attachment_11900732\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\">\u003cimg class=\"wp-image-11900732 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\" alt=\"A large white building seen from a distance with trees and people around the outside.\" width=\"1024\" height=\"667\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg 1024w, https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287-800x521.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287-1020x664.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287-160x104.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The California state Capitol building. \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Near term, BART and other transit agencies are looking for more bailouts like the repeated cash infusions they've received from the federal government over the past two years. California, for instance, has a big general fund surplus, and BART and other operators hope the Newsom administration and state Legislature can be persuaded to provide additional resources.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In the longer term, a handful of Bay Area agencies, including BART and the Metropolitan Transportation Commission, have started making noise about a 2024 ballot measure that would include some form of tax to sustain regional transit long into the future. But Bay Area voters seem hostile to the idea. Recent polling shows more than \u003ca href=\"https://mtc.ca.gov/sites/default/files/documents/2021-12/Metropolitan_Transportation_Commission_Listening_Session_Packet.pdf\">60% of voters think \"taxes are high enough\"\u003c/a> and would \"vote against any tax increase.\" At the same time, public transportation ranked last among 11 issues likely voters were asked about, with only 22% ranking it a \"very high\" priority. In fact, a former incarnation of this idea, a \"mega-measure\" known as \u003ca href=\"https://fasterbayarea.org/\" target=\"_blank\" rel=\"noreferrer noopener\">FASTER Bay Area\u003c/a>, would have raised $100 billion or more over the next couple of decades, but was scrubbed from the 2020 ballot after failing to attract widespread support.\u003c/p>\n\u003ch2>BART ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11895999\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\">\u003cimg class=\"size-full wp-image-11895999\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\" alt=\"The BART passenger wears a facemask and is the only passenger visible within the train.\" width=\"2560\" height=\"1706\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg 2560w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-2048x1365.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-1920x1280.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART passenger rides in an empty train car on April 8, 2020, in San Francisco. At the start of the pandemic, BART announced that it would slash daily service as ridership dramatically dropped due to the COVID-19 shelter-in-place order. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In January, overall BART ridership was down 76% from its pre-pandemic baseline. And the recent month-to-month trend is even more depressing, with January ridership down 18% from December, and December ridership down 4% from November.\u003c/p>\n\u003cp>Part of the initial drop was probably due to December's continually wet weather. BART is also attributing the sharp January decline to the omicron surge. If you're looking for a sliver of good news, BART ridership is looking like it's bouncing back from its recent nadir.\u003c/p>\n\u003ch2>But all transit ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11904525\" class=\"wp-caption aligncenter\" style=\"max-width: 1240px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\">\u003cimg class=\"wp-image-11904525 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\" alt=\"A largely empty wide, hilly San Francisco street with cable car tracks.\" width=\"1240\" height=\"802\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg 1240w, https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-800x517.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-1020x660.jpeg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-160x103.jpeg 160w\" sizes=\"(max-width: 1240px) 100vw, 1240px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Few pedestrians walk along Powell Street during commute hours in San Francisco on March 16, 2020, at the onset of the coronavirus pandemic. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Companies continuing to delay a return to the office — \u003cem>really \u003c/em>returning to the office — is the long-term issue suppressing ridership and one that doesn't seem likely to change in the foreseeable future. In the Bay Area Council's \u003ca href=\"https://public.flourish.studio/story/1114459/\" target=\"_blank\" rel=\"noopener noreferrer\">January employer survey\u003c/a>, more than two-thirds of respondents said they expected their workers will be on site three days per week or fewer \"once the pandemic is behind us.\"\u003c/p>\n\u003cp>\u003ca href=\"https://www.bayareacouncil.org/transportation/survey-fewer-days-at-the-office-more-traffic/\" target=\"_blank\" rel=\"noopener noreferrer\">An earlier council analysis\u003c/a> said that could mean a lasting cut of 1.1 million daily commute trips region-wide.\u003c/p>\n\u003ch2>Muni: 'Expect extended waits and likely crowding'\u003c/h2>\n\u003cfigure id=\"attachment_11894599\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\">\u003cimg class=\"size-full wp-image-11894599\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\" alt=\"People wear masks as they wait in a bus shelter as a red and gray bus pulls up.\" width=\"1024\" height=\"661\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg 1024w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287-800x516.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287-1020x658.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287-160x103.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People wear masks as they wait in a shelter for a San Francisco MUNI bus on April 6, 2020. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area's busiest transit system began experiencing staff shortages early in the omicron surge, and the problem has intensified in the last couple of weeks amid Lunar New Year celebrations. In its daily rider alerts, the agency has recently named as many as 30 lines (of 50 or so that are currently running) that would experience \"extended waits and likely crowding.\"\u003c/p>\n\u003cp>The staffing shortages are due to \"regular old sick calls,\" according to agency spokesperson Erica Kato, who said the agency is attempting to fill schedule gaps by offering overtime to operators. And just how many sick calls is Muni getting, and how many bus and train runs are being missed? On Monday of last week, it reported 355 sick calls, with 268 \"open\" runs — scheduled runs for which no operator was available. Last Tuesday it was 259 sick calls and 220 open runs.\u003c/p>\n\u003ch2>A new and improved CEQA exemption for transportation projects\u003c/h2>\n\u003cfigure id=\"attachment_11904532\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\">\u003cimg class=\"wp-image-11904532 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\" alt=\"A large underground transit construction site\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2-160x120.jpeg 160w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Construction on the BART Silicon Valley Berryessa extension. \u003ccite>(Courtesy of Transmetrics)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco state Sen. Scott Wiener's \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220SB922\" target=\"_blank\" rel=\"noopener noreferrer\">SB 922\u003c/a> is a follow-up to his \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200SB288\" target=\"_blank\" rel=\"noopener noreferrer\">SB 288\u003c/a>, legislation that succeeded in speeding up transit and bike projects by making most of them exempt from review under the California Environmental Quality Act.\u003c/p>\n\u003cp>Under SB 288, the exemption ends next Jan. 1; the new bill would make the exemption permanent and expand its scope to new pedestrian projects — think programs like \"slow streets\" in San Francisco and Oakland, bus-only freeway lanes (under discussion, but still far from reality, on the Bay Bridge) and new carpool lanes on city streets. The bill would also extend the exemption to projects in non-urbanized areas and require a new equity analysis for exempted transit projects slated for areas with a high potential for community displacement.\u003c/p>\n\u003ch2>Caltrain 'governance' struggle drags on\u003c/h2>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\">\u003cimg class=\"size-full wp-image-11254007\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San Jose's Diridon Station, Dec. 28, 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The saga continues.\u003c/p>\n\u003cp>An ad hoc committee of the Peninsula Corridor Joint Powers Board, aka the Caltrain board, is working with a March 3 deadline to produce an agreement that will resolve outstanding governance issues. One sticking point: San Mateo County's recent announcement that it will require a $15.2 million payment as part of settling the governance dispute. That sum, along with $19.6 million from the Metropolitan Transportation Commission, would finally settle a debt incurred by San Francisco and Santa Clara counties when San Mateo fronted the cash for buying Caltrain's right-of-way from Southern Pacific more than three decades ago.\u003c/p>\n\u003cp>Another sticking point: how a more independent Caltrain will share staff with SamTrans, which has managed the railroad since its long-ago acquisition. Meantime, Caltrain's ridership in December was down 82% from pre-pandemic levels, and the agency is looking for $410 million to finish its electrification project.\u003c/p>\n\u003ch2>In court next week\u003c/h2>\n\u003cp>The Amalgamated Transit Union and the Biden administration's Department of Transportation face off in a Sacramento courtroom next Thursday (Feb. 17) over the DOT's plan, announced abruptly in late October, to block release of emergency operating funds to BART, AC Transit and other agencies because of an ongoing dispute over a 2013 California law that limits pension benefits for newly hired union workers.\u003c/p>\n\u003cp>U.S. District Judge Kimberly Mueller granted a preliminary injunction to the state in late December that cleared the way for release of emergency funds. At stake now is whether the DOT may block future funding.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"By disrupting the world of work and our travel routines, COVID-19 in all its endless variants is proving to be an affliction from which it will take public transportation years and years to recover.","status":"publish","parent":0,"modified":1644510856,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":22,"wordCount":1358},"headData":{"title":"Transit Breakdown (Literally): BART's Big Budget Trouble, Anemic Ridership and Whether the 'Normal' Commute Will Ever Return | KQED","description":"By disrupting the world of work and our travel routines, COVID-19 in all its endless variants is proving to be an affliction from which it will take public transportation years and years to recover.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Transit Breakdown (Literally): BART's Big Budget Trouble, Anemic Ridership and Whether the 'Normal' Commute Will Ever Return","datePublished":"2022-02-09T19:47:57.000Z","dateModified":"2022-02-10T16:34:16.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11904449 https://ww2.kqed.org/news/?p=11904449","disqusUrl":"https://ww2.kqed.org/news/2022/02/09/transit-breakdown-literally-barts-big-budget-trouble-anemic-ridership-and-whether-the-normal-commute-will-ever-return/","disqusTitle":"Transit Breakdown (Literally): BART's Big Budget Trouble, Anemic Ridership and Whether the 'Normal' Commute Will Ever Return","excludeFromSiteSearch":"Include","path":"/news/11904449/transit-breakdown-literally-barts-big-budget-trouble-anemic-ridership-and-whether-the-normal-commute-will-ever-return","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 8:30 a.m. Thursday, Feb. 10, 2022\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">A\u003c/span>\u003c/p>\u003cp>s far as we know, the coronavirus can't get inside the machinery of a train or bus or ferry boat and actually shut them down. But it might as well be able to. By disrupting the world of work and our travel routines, COVID-19 in all its endless variants is proving to be an affliction from which it will take public transportation years and years to recover.\u003c/p>\n\u003cp>The latest example of the malady — you could call it \"long transit COVID\" — will be on display Thursday and Friday when BART will give the world a glimpse of what its bleak fiscal future holds. Some details, and related transit developments:\u003c/p>\n\u003ch2>Will ridership (and revenues and budgets) ever return to 'normal'?\u003c/h2>\n\u003cp>The BART board of directors will hear \u003ca href=\"https://s3.documentcloud.org/documents/21199224/bart-fiscal-outlook-february-2022-presentation.pdf\">a presentation Thursday\u003c/a> showing that due in large part to the continued very slow return of ridership, the district will exhaust federal emergency funding over the next two fiscal years.\u003c/p>\n\u003cp>Going forward, BART doesn't see ridership numbers recovering to pre-pandemic levels for many years. Under its best-case projection, that won't happen until 2029-30. The \"base case\" budget assumption — midway between the worst-case and best-case scenarios — doesn't forecast that happening within the next decade, period, even with the addition of new service to downtown San Jose sometime around 2030. In terms of budget forecasts, BART staff says that without some major new revenue sources, the agency will begin running a deficit sometime in the first half of 2024.\u003c/p>\n\u003ch2>Search for transit cash\u003c/h2>\n\u003cfigure id=\"attachment_11900732\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\">\u003cimg class=\"wp-image-11900732 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\" alt=\"A large white building seen from a distance with trees and people around the outside.\" width=\"1024\" height=\"667\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg 1024w, https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287-800x521.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287-1020x664.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287-160x104.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The California state Capitol building. \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Near term, BART and other transit agencies are looking for more bailouts like the repeated cash infusions they've received from the federal government over the past two years. California, for instance, has a big general fund surplus, and BART and other operators hope the Newsom administration and state Legislature can be persuaded to provide additional resources.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","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>In the longer term, a handful of Bay Area agencies, including BART and the Metropolitan Transportation Commission, have started making noise about a 2024 ballot measure that would include some form of tax to sustain regional transit long into the future. But Bay Area voters seem hostile to the idea. Recent polling shows more than \u003ca href=\"https://mtc.ca.gov/sites/default/files/documents/2021-12/Metropolitan_Transportation_Commission_Listening_Session_Packet.pdf\">60% of voters think \"taxes are high enough\"\u003c/a> and would \"vote against any tax increase.\" At the same time, public transportation ranked last among 11 issues likely voters were asked about, with only 22% ranking it a \"very high\" priority. In fact, a former incarnation of this idea, a \"mega-measure\" known as \u003ca href=\"https://fasterbayarea.org/\" target=\"_blank\" rel=\"noreferrer noopener\">FASTER Bay Area\u003c/a>, would have raised $100 billion or more over the next couple of decades, but was scrubbed from the 2020 ballot after failing to attract widespread support.\u003c/p>\n\u003ch2>BART ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11895999\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\">\u003cimg class=\"size-full wp-image-11895999\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\" alt=\"The BART passenger wears a facemask and is the only passenger visible within the train.\" width=\"2560\" height=\"1706\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg 2560w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-2048x1365.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-1920x1280.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART passenger rides in an empty train car on April 8, 2020, in San Francisco. At the start of the pandemic, BART announced that it would slash daily service as ridership dramatically dropped due to the COVID-19 shelter-in-place order. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In January, overall BART ridership was down 76% from its pre-pandemic baseline. And the recent month-to-month trend is even more depressing, with January ridership down 18% from December, and December ridership down 4% from November.\u003c/p>\n\u003cp>Part of the initial drop was probably due to December's continually wet weather. BART is also attributing the sharp January decline to the omicron surge. If you're looking for a sliver of good news, BART ridership is looking like it's bouncing back from its recent nadir.\u003c/p>\n\u003ch2>But all transit ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11904525\" class=\"wp-caption aligncenter\" style=\"max-width: 1240px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\">\u003cimg class=\"wp-image-11904525 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\" alt=\"A largely empty wide, hilly San Francisco street with cable car tracks.\" width=\"1240\" height=\"802\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg 1240w, https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-800x517.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-1020x660.jpeg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-160x103.jpeg 160w\" sizes=\"(max-width: 1240px) 100vw, 1240px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Few pedestrians walk along Powell Street during commute hours in San Francisco on March 16, 2020, at the onset of the coronavirus pandemic. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Companies continuing to delay a return to the office — \u003cem>really \u003c/em>returning to the office — is the long-term issue suppressing ridership and one that doesn't seem likely to change in the foreseeable future. In the Bay Area Council's \u003ca href=\"https://public.flourish.studio/story/1114459/\" target=\"_blank\" rel=\"noopener noreferrer\">January employer survey\u003c/a>, more than two-thirds of respondents said they expected their workers will be on site three days per week or fewer \"once the pandemic is behind us.\"\u003c/p>\n\u003cp>\u003ca href=\"https://www.bayareacouncil.org/transportation/survey-fewer-days-at-the-office-more-traffic/\" target=\"_blank\" rel=\"noopener noreferrer\">An earlier council analysis\u003c/a> said that could mean a lasting cut of 1.1 million daily commute trips region-wide.\u003c/p>\n\u003ch2>Muni: 'Expect extended waits and likely crowding'\u003c/h2>\n\u003cfigure id=\"attachment_11894599\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\">\u003cimg class=\"size-full wp-image-11894599\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\" alt=\"People wear masks as they wait in a bus shelter as a red and gray bus pulls up.\" width=\"1024\" height=\"661\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg 1024w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287-800x516.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287-1020x658.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287-160x103.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People wear masks as they wait in a shelter for a San Francisco MUNI bus on April 6, 2020. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area's busiest transit system began experiencing staff shortages early in the omicron surge, and the problem has intensified in the last couple of weeks amid Lunar New Year celebrations. In its daily rider alerts, the agency has recently named as many as 30 lines (of 50 or so that are currently running) that would experience \"extended waits and likely crowding.\"\u003c/p>\n\u003cp>The staffing shortages are due to \"regular old sick calls,\" according to agency spokesperson Erica Kato, who said the agency is attempting to fill schedule gaps by offering overtime to operators. And just how many sick calls is Muni getting, and how many bus and train runs are being missed? On Monday of last week, it reported 355 sick calls, with 268 \"open\" runs — scheduled runs for which no operator was available. Last Tuesday it was 259 sick calls and 220 open runs.\u003c/p>\n\u003ch2>A new and improved CEQA exemption for transportation projects\u003c/h2>\n\u003cfigure id=\"attachment_11904532\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\">\u003cimg class=\"wp-image-11904532 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\" alt=\"A large underground transit construction site\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2-160x120.jpeg 160w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Construction on the BART Silicon Valley Berryessa extension. \u003ccite>(Courtesy of Transmetrics)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco state Sen. Scott Wiener's \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220SB922\" target=\"_blank\" rel=\"noopener noreferrer\">SB 922\u003c/a> is a follow-up to his \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200SB288\" target=\"_blank\" rel=\"noopener noreferrer\">SB 288\u003c/a>, legislation that succeeded in speeding up transit and bike projects by making most of them exempt from review under the California Environmental Quality Act.\u003c/p>\n\u003cp>Under SB 288, the exemption ends next Jan. 1; the new bill would make the exemption permanent and expand its scope to new pedestrian projects — think programs like \"slow streets\" in San Francisco and Oakland, bus-only freeway lanes (under discussion, but still far from reality, on the Bay Bridge) and new carpool lanes on city streets. The bill would also extend the exemption to projects in non-urbanized areas and require a new equity analysis for exempted transit projects slated for areas with a high potential for community displacement.\u003c/p>\n\u003ch2>Caltrain 'governance' struggle drags on\u003c/h2>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\">\u003cimg class=\"size-full wp-image-11254007\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San Jose's Diridon Station, Dec. 28, 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The saga continues.\u003c/p>\n\u003cp>An ad hoc committee of the Peninsula Corridor Joint Powers Board, aka the Caltrain board, is working with a March 3 deadline to produce an agreement that will resolve outstanding governance issues. One sticking point: San Mateo County's recent announcement that it will require a $15.2 million payment as part of settling the governance dispute. That sum, along with $19.6 million from the Metropolitan Transportation Commission, would finally settle a debt incurred by San Francisco and Santa Clara counties when San Mateo fronted the cash for buying Caltrain's right-of-way from Southern Pacific more than three decades ago.\u003c/p>\n\u003cp>Another sticking point: how a more independent Caltrain will share staff with SamTrans, which has managed the railroad since its long-ago acquisition. Meantime, Caltrain's ridership in December was down 82% from pre-pandemic levels, and the agency is looking for $410 million to finish its electrification project.\u003c/p>\n\u003ch2>In court next week\u003c/h2>\n\u003cp>The Amalgamated Transit Union and the Biden administration's Department of Transportation face off in a Sacramento courtroom next Thursday (Feb. 17) over the DOT's plan, announced abruptly in late October, to block release of emergency operating funds to BART, AC Transit and other agencies because of an ongoing dispute over a 2013 California law that limits pension benefits for newly hired union workers.\u003c/p>\n\u003cp>U.S. District Judge Kimberly Mueller granted a preliminary injunction to the state in late December that cleared the way for release of emergency funds. At stake now is whether the DOT may block future funding.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","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/11904449/transit-breakdown-literally-barts-big-budget-trouble-anemic-ridership-and-whether-the-normal-commute-will-ever-return","authors":["222"],"categories":["news_8","news_1397"],"tags":["news_269","news_510","news_4248","news_27504","news_20008","news_320","news_30642","news_1217","news_1334","news_2684","news_20517"],"featImg":"news_11904554","label":"news"},"news_11896256":{"type":"posts","id":"news_11896256","meta":{"index":"posts_1591205157","site":"news","id":"11896256","score":null,"sort":[1637025247000]},"guestAuthors":[],"slug":"a-fine-mess","title":"A Fine Mess","publishDate":1637025247,"format":"aside","headTitle":"Mark Fiore: Drawn to the Bay | KQED News","labelTerm":{"term":18515,"site":"news"},"content":"\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final.png\">\u003cimg class=\"alignnone size-full wp-image-11896268\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final.png\" alt='Cartoon: a man on a ladder before a stock-ticker arrow pointing up. A woman asks him, \"Bitcoin?\" He answers, \"my bridge toll debt.\"' width=\"1920\" height=\"1307\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final-800x545.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final-1020x694.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final-160x109.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final-1536x1046.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>A handful of \u003ca href=\"https://bit.ly/fiorebridgetolldebt\">unpaid $6 bridge tolls can easily grow to hundreds or thousands of dollars in fees\u003c/a> and penalties.\u003c/p>\n\u003cp>Economic justice advocates in the Bay Area want to change that.\u003c/p>\n\u003cp>Having been on the receiving end of this extreme system of late payments and penalties (and eventual vehicle registration hold), I can attest to the fact that these charges can pile up ridiculously fast.\u003c/p>\n\u003cp>Fortunately, \u003ca href=\"https://www.spur.org/publications/spur-report/2021-11-04/bridging-gap\">SPUR has shined a spotlight on the overly punitive toll collections system\u003c/a> (one that predominantly affects lower-income drivers) and the Bay Area Toll Authority (BATA) recently voted to reduce late fees and fines.\u003c/p>\n\u003cp>As for those of you who already have tens of thousands of dollars in toll debt ... BATA is still working on that.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"An unpaid $6 bridge toll can easily grow to hundreds or thousands of dollars in fees and penalties. Economic justice advocates in the Bay Area want to change that.","status":"publish","parent":0,"modified":1637170872,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":8,"wordCount":124},"headData":{"title":"A Fine Mess | KQED","description":"An unpaid $6 bridge toll can easily grow to hundreds or thousands of dollars in fees and penalties. Economic justice advocates in the Bay Area want to change that.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"A Fine Mess","datePublished":"2021-11-16T01:14:07.000Z","dateModified":"2021-11-17T17:41:12.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11896256 https://ww2.kqed.org/news/?p=11896256","disqusUrl":"https://ww2.kqed.org/news/2021/11/15/a-fine-mess/","disqusTitle":"A Fine Mess","excludeFromSiteSearch":"Include","path":"/news/11896256/a-fine-mess","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final.png\">\u003cimg class=\"alignnone size-full wp-image-11896268\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final.png\" alt='Cartoon: a man on a ladder before a stock-ticker arrow pointing up. A woman asks him, \"Bitcoin?\" He answers, \"my bridge toll debt.\"' width=\"1920\" height=\"1307\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final-800x545.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final-1020x694.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final-160x109.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final-1536x1046.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>A handful of \u003ca href=\"https://bit.ly/fiorebridgetolldebt\">unpaid $6 bridge tolls can easily grow to hundreds or thousands of dollars in fees\u003c/a> and penalties.\u003c/p>\n\u003cp>Economic justice advocates in the Bay Area want to change that.\u003c/p>\n\u003cp>Having been on the receiving end of this extreme system of late payments and penalties (and eventual vehicle registration hold), I can attest to the fact that these charges can pile up ridiculously fast.\u003c/p>\n\u003cp>Fortunately, \u003ca href=\"https://www.spur.org/publications/spur-report/2021-11-04/bridging-gap\">SPUR has shined a spotlight on the overly punitive toll collections system\u003c/a> (one that predominantly affects lower-income drivers) and the Bay Area Toll Authority (BATA) recently voted to reduce late fees and fines.\u003c/p>\n\u003cp>As for those of you who already have tens of thousands of dollars in toll debt ... BATA is still working on that.\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/11896256/a-fine-mess","authors":["3236"],"series":["news_18515"],"categories":["news_8","news_1397"],"tags":["news_30239","news_30240","news_23368","news_20949","news_20008","news_3532"],"featImg":"news_11896268","label":"news_18515"},"news_11895338":{"type":"posts","id":"news_11895338","meta":{"index":"posts_1591205157","site":"news","id":"11895338","score":null,"sort":[1636466442000]},"guestAuthors":[],"slug":"high-pain-low-gain-how-bridge-toll-penalties-pile-debt-on-low-income-drivers","title":"'High Pain, Low Gain': How Bridge Toll Penalties Pile Debt on Lower-Income Drivers","publishDate":1636466442,"format":"audio","headTitle":"KQED News","labelTerm":{"site":"news"},"content":"\u003cp>\u003cem>This story contains a \u003ca href=\"#correction\">correction\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>A new report from a Bay Area public policy group is calling for a major overhaul of the region's system of penalties for late payment of bridge tolls — one that economic justice advocates say has become a debt trap for thousands of Bay Area drivers.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Rio Scharf, attorney with the Lawyers' Committee for Civil Rights of the San Francisco Bay Area\"]'For people who lack the funds to pay, they are hit with enormous financial penalties that punish them at a rate that is really pretty exceptional, even compared to how we punish people for failure to pay in the traffic court system or the criminal court system.'[/pullquote]\u003ca href=\"https://www.spur.org/publications/spur-report/2021-11-04/bridging-gap\">The report from SPUR, a San Francisco urban planning research organization\u003c/a>, analyzes a system that mails out millions of violation notices each year, many of which never get to the drivers they're addressed to.\u003c/p>\n\u003cp>The system has left some motorists facing the possibility that what may start out as a handful of unpaid $6 tolls can metastasize into hundreds or even thousands of dollars in fees and penalties they have little hope of paying — and which can lead to their vehicle registrations getting blocked.\u003c/p>\n\u003cp>\"They're pushing me into bankruptcy, basically,\" said Kelly Cadwallader, an Alameda resident facing a bill of over $30,000 — more than 90% of it in penalties. \"It's inevitable at this point, because they're not letting me make a deal.\"\u003c/p>\n\u003ch3>Lower-income drivers bear heaviest burden\u003c/h3>\n\u003cp>The SPUR study, \"Bridging the Gap,\" finds the biggest debt burden tends to fall on lower-income drivers and Bay Area neighborhoods with substantial populations of people of color and non-English-speaking residents.\u003c/p>\n\u003cp>Jacob Denney, SPUR's economic justice policy director and one of the report's authors, said breaking down 2019 toll penalty data by ZIP code shows that \"our lowest-income communities and our most diverse communities were the ones who are disproportionately receiving toll violations. We're talking about per capita rates of more than one toll violation per person living there.\"\u003c/p>\n\u003cfigure id=\"attachment_11895607\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3.png\">\u003cimg class=\"size-full wp-image-11895607\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3.png\" alt=\"\" width=\"2000\" height=\"1502\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3.png 2000w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3-800x601.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3-1020x766.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3-160x120.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3-1536x1154.png 1536w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3-1920x1442.png 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">This map shows the rate of violations per capita by Bay Area ZIP code, as compared to poverty rates by ZIP code. The SPUR study found that lower-income communities in the Bay Area have much higher rates of unpaid tolls than wealthier ZIP codes. Source: MTC toll violation data and the Census Bureau's 2019 American Community Survey five-year estimates. \u003ccite>(SPUR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Among the communities cited in the SPUR report and in a parallel Metropolitan Transportation Commission analysis as having high levels of violations are parts of Oakland, Richmond, Vallejo, Pittsburg, Antioch and San Francisco's Bayview-Hunters Point neighborhood.\u003c/p>\n\u003ch3>\u003cstrong>Not much cash recovered\u003c/strong>\u003c/h3>\n\u003cp>The SPUR report also finds that the penalties, administered by the \u003ca href=\"https://www.bayareafastrak.org/en/home/index.shtml\" target=\"_blank\" rel=\"noopener noreferrer\">FasTrak\u003c/a> toll collection system, are largely ineffective at getting drivers to pay tolls they've missed.\u003c/p>\n\u003cp>MTC statistics show that just 12% of the 5.1 million \"second notice\" violations issued between Jan. 1 and Aug. 31, 2021 — which carry the maximum penalty of $70, plus the original $6 toll — were actually paid.\u003c/p>\n\u003cp>Rio Scharf, an attorney with the Lawyers' Committee for Civil Rights of the San Francisco Bay Area, who represents Cadwallader and other clients facing similar debt burdens, characterizes the system as \"high pain and low gain.\"\u003c/p>\n\u003cp>\"It results in very little additional revenue, but it causes a variety of pretty severe consequences for the people that it does impact,\" Scharf said. \"... For people who lack the funds to pay, they are hit with enormous financial penalties that punish them at a rate that is really pretty exceptional, even compared to how we punish people for failure to pay in the traffic court system or the criminal court system.\"\u003c/p>\n\u003cp>The SPUR report comes as the MTC and the Bay Area Toll Authority, or BATA, an MTC sister agency that manages toll revenue and FasTrak, have taken the first steps to lighten the burden of toll penalties. As part of a new equity action plan adopted earlier this year, BATA recently voted to sharply cut late-payment fines and fees and take other steps, such as reducing the cost of getting and using a FasTrak toll tag.\u003c/p>\n\u003cp>This week, a BATA committee will discuss further steps, such as how to create payment plans for those with high levels of toll debt.\u003c/p>\n\u003cp>Under a series of measures approved by Bay Area voters over the last three decades, bridge tolls pay for ongoing maintenance of the region's \u003ca href=\"https://511.org/driving/bridges\" target=\"_blank\" rel=\"noopener noreferrer\">seven state-owned bridges\u003c/a> and serve as a source of funding for billions of dollars of other highway, transit and transportation needs around the region. Toll penalties have been imposed, in large part, to guarantee revenue needed to repay bonds issued to fund those projects.\u003c/p>\n\u003ch3>The penalty system\u003c/h3>\n\u003cp>The penalty system works like this: When drivers cross one of those seven bridges, they're charged a $6 toll. Drivers can pay with a FasTrak toll tag or a FasTrak license plate account, both of which require registration and a prepaid balance.\u003c/p>\n\u003cp>If drivers don't have a FasTrak account set up, cameras capture their license plate numbers and send an invoice to each vehicle's registered address. (When this cashless toll system took effect at the beginning of the pandemic in March 2020, every crossing generated a separate invoice, resulting in a blizzard of notices sent to non-FasTrak users. Now, the system generates just one invoice per vehicle per month.)\u003c/p>\n\u003cp>Drivers currently have three weeks to pay their toll invoices. But under the system that had been in place before the recent BATA changes, failure to pay on time would result in a $25 penalty for each bridge crossing on the invoice. For example, paying late for 10 bridge trips would result in $250 in late penalties plus the original $60 in tolls owed, for a total of $310.[aside label=\"Related Stories\" postID=\"news_11868435,news_11807874\"]If that bill were to remain unpaid for 60 days after the first notice, drivers would get a \"second notice of delinquent toll evasion,\" and FasTrak would tack on an extra $45 per crossing — adding up to an additional $450 in penalties for 10 bridge trips, or $760 in all.\u003c/p>\n\u003cp>At that point, if the bill still remained unpaid, FasTrak could turn the account over to a collection agency or to the DMV for a registration hold.\u003c/p>\n\u003cp>BATA's new policy cuts the first-notice fee from $25 to $5 per crossing, with second-notice fees dropping from $45 to $10, for a total of $15 in penalties. In the 10-trip example, that would drop the total owed in tolls and penalties to $210 for those who incurred second violation notices — still more than three times the original toll. The new fee schedule is retroactive to Jan. 1, 2021. FasTrak will issue refunds to those who paid penalties this year at the former higher levels.\u003c/p>\n\u003cp>The new policy does not cover the Golden Gate Bridge, \u003ca href=\"https://www.goldengate.org/\">which is owned and operated by a separate transportation district\u003c/a> and uses the FasTrak toll collection system with the higher penalties in force. That district says it's \"evaluating options and impacts associated with reducing the penalties for unpaid tolls.\"\u003c/p>\n\u003cp>FasTrak monitors license plates, not individual drivers, so it's hard to say with any certainty how many people may be buried in toll debt. But MTC statistics show that between Jan. 1 and Aug. 31, 2021, 6,000 vehicles had racked up 75 or more unpaid tolls. The minimum total due for each of those vehicles, including added penalties for failure to pay on time. would be $5,700.\u003c/p>\n\u003cp>Bills that high, or even higher, are not hypothetical. Public commenters at BATA meetings last month testified to bills that have reached into the tens of thousands of dollars.\u003c/p>\n\u003ch3>'A Kafkaesque bureaucracy'\u003c/h3>\n\u003cp>Paul Briley, who lives in the East Bay, told the panel that his troubles started when Caltrans pulled toll collectors from the bridge at the start of the pandemic. Since then, he said, FasTrak violation notices were sent to his old address rather than his current post office box listed with the DMV, with $588 in missed tolls mushrooming to a debt of more than $6,500.\u003c/p>\n\u003cp>\"I have a reputation for paying my dues,\" Briley said. \"If there was still a person in the booth, I would have paid my dues ... whereas now I have to come and find you and pay you your money. And if I don't have your money, you're telling me you want 10 times the amount.\"\u003c/p>\n\u003cp>Kelly Cadwallader, the Alameda resident, said $2,500 in missed toll payments for her have ballooned to $31,000 in penalties. FasTrak has sent her case to the DMV, she said, which has since blocked her vehicle registration.\u003c/p>\n\u003cp>\"A lot of this is my fault,\" Cadwallader said in an interview last week. She said she racked up the unpaid tolls — which date back to before the pandemic and aren't eligible for the lower fees BATA just approved — during a period where she had lost steady employment and was working as a gig driver to make ends meet. A single parent, she said the sheer scale of the debt leaves her with few options.\u003c/p>\n\u003cp>\"What am I going to do?\" she asked. \"I'm going to be forced into bankruptcy.\"\u003c/p>\n\u003cp>Cadwallader's inability to register her vehicle makes her situation even more precarious.\u003c/p>\n\u003cp>\"I'm driving a car that can be taken away from me at any time, a 2015 Honda Civic that I have two more payments on,\" she said. \"At any moment, any time now, I could be pulled over and that car can just be taken away from me and it'll be gone.\"\u003c/p>\n\u003cp>Scharf, Cadwallader's attorney, said the process of trying to work with FasTrak to get penalties reduced or to have clients pay off the original tolls they missed is also flawed.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Anne Stuhldreher, director of San Francisco's Financial Justice Project\"]'I think it's really important to keep in mind who's going over the bridge these days. It's not people like me who can often work from home. It's essential workers.'[/pullquote]\"I have multiple clients where we said, 'Let me pay you, please let me pay you the tolls. But as long as you're charging me $70 penalties on each toll, I am not in a position to pay off my complete balance,'\" Scharf said.\u003c/p>\n\u003cp>\"It's a Kafkaesque bureaucracy — each person you talk to has a different understanding of what the policies are,\" he said. \"Some people believe that there's payment plans available. Some people believe that you can get fines and penalties reduced at least once in your lifetime. Other people are very supportive and helpful with trying to reduce people's outstanding balance. But the penalty structure that exists is ineffective because it prevents many people from making the base payments.\"\u003c/p>\n\u003cp>Denney from SPUR, and others who have examined the impact of toll penalties on lower-income drivers, say they welcome BATA's vote to reduce fines, but argue that reforms need to go much further. Among other problems they say BATA needs to address are making the FasTrak billing and notification system more reliable and creating payment plans for those who need more time to pay their accumulated tolls.\u003c/p>\n\u003cp>\"I think chief on that list for me is establishing a payment plan for people for both unpaid fines and unpaid tolls,\" Denney said. \"So people can pay over time what they owe in a way that's realistic for them.\"\u003c/p>\n\u003cp>He says FasTrak can borrow from other agencies to improve its notification system. “We have great evidence from other states and places where they do everything, where you get a text, an app notification, an email and a mailed letter every time you pass a toll bridge,\" he said. \"I would love to see them building on that.\"\u003c/p>\n\u003ch3>No relief for lower-income drivers\u003c/h3>\n\u003cp>Those types of changes are also top priorities for Anne Stuhldreher, who heads San Francisco's \u003ca href=\"https://sfgov.org/financialjustice/\" target=\"_blank\" rel=\"noopener noreferrer\">Financial Justice Project\u003c/a>, a city-funded office aimed at reducing the impact of government-imposed fees and fines on residents with lower incomes and communities of color.\u003c/p>\n\u003cp>\"Right now, there's no payment plan offered,\" Stuhldreher said. \"So if someone misses these [violation] notices, what they owe can add up quite quickly and exceed their ability to pay it. ... There's no relief option for people with low incomes.\"\u003c/p>\n\u003cp>She says even the reduced penalties weigh heavily on drivers with lower incomes.\u003c/p>\n\u003cp>\"I think it's really important to keep in mind who's going over the bridge these days,\" Stuhldreher said. \"It's not people like me who can often work from home. It's essential workers. It's people who are working at schools or working in hospitals, it's service workers. That's really who these penalties are hitting right now.\"\u003c/p>\n\u003cp>In addition to recommending the use of payment plans for toll debt and improving the system of violation notices, the SPUR report calls on BATA to grant amnesty on all existing toll debts; cut fines to a maximum of $3 per violation; limit the total fine imposed against each driver to a maximum of $100; end the use of DMV holds and collection agencies; and develop a system of discount tolls for drivers with low incomes.\u003c/p>\n\u003ch3>'An issue of fairness'\u003c/h3>\n\u003cp>John Goodwin, a spokesperson for BATA and the MTC, said the evolving FasTrak equity plan is trying to address the fact that toll debt \"falls disproportionately on people of lesser means.\" He said one challenge is doing that while meeting the bridge agency's obligation to bondholders and not letting those who would have no problem paying but simply refuse to off the hook.\u003c/p>\n\u003cp>\"It's an issue of fairness, that we're all in this together,\" Goodwin said. \"There are some folks who just don't want to play by the rules and we need to have mechanisms in place.\"\u003c/p>\n\u003cp>Nick Josefowitz, the MTC's vice chair and SPUR's chief policy officer, said there should be \"no tolerance\" for drivers who are simply taking advantage of the toll payment system to get free rides across the bridges.\u003c/p>\n\u003cp>\"But we can't create a system which is only designed for them and ends up creating huge, additional, disproportionate burdens to low-income people. ... Government agencies shouldn't be driving people into poverty because of mistakes they've made, especially mistakes that are so small, like forgetting to pay a toll or not updating their address at the DMV.\"\u003c/p>\n\u003cp>\u003ca id=\"correction\">\u003c/a>\u003cem>Nov. 17: This story has been edited to correct the revised toll penalty schedule adopted by the Bay Area Toll Authority in October 2021. BATA's new policy cuts the fee for the first notice of a late toll payment from $25 to $5 per crossing, with second-notice fees dropping from $45 to $10, for a total of $15 in penalties per crossing.\u003c/em> \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"Economic justice advocates are calling for major reforms in a system that has left scores of drivers, often with lower incomes, facing debts of thousands or even tens of thousands of dollars. ","status":"publish","parent":0,"modified":1637179063,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":48,"wordCount":2529},"headData":{"title":"'High Pain, Low Gain': How Bridge Toll Penalties Pile Debt on Lower-Income Drivers | KQED","description":"Economic justice advocates are calling for major reforms in a system that has left scores of drivers, often with lower incomes, facing debts of thousands or even tens of thousands of dollars. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"'High Pain, Low Gain': How Bridge Toll Penalties Pile Debt on Lower-Income Drivers","datePublished":"2021-11-09T14:00:42.000Z","dateModified":"2021-11-17T19:57:43.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11895338 https://ww2.kqed.org/news/?p=11895338","disqusUrl":"https://ww2.kqed.org/news/2021/11/09/high-pain-low-gain-how-bridge-toll-penalties-pile-debt-on-low-income-drivers/","disqusTitle":"'High Pain, Low Gain': How Bridge Toll Penalties Pile Debt on Lower-Income Drivers","audioUrl":"https://traffic.omny.fm/d/clips/0af137ef-751e-4b19-a055-aaef00d2d578/ffca7e9f-6831-41c5-bcaf-aaef00f5a073/ec0d499d-508b-4637-aa10-addd012d1cc3/audio.mp3","airdate":"1636588800","excludeFromSiteSearch":"Include","path":"/news/11895338/high-pain-low-gain-how-bridge-toll-penalties-pile-debt-on-low-income-drivers","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>This story contains a \u003ca href=\"#correction\">correction\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>A new report from a Bay Area public policy group is calling for a major overhaul of the region's system of penalties for late payment of bridge tolls — one that economic justice advocates say has become a debt trap for thousands of Bay Area drivers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"'For people who lack the funds to pay, they are hit with enormous financial penalties that punish them at a rate that is really pretty exceptional, even compared to how we punish people for failure to pay in the traffic court system or the criminal court system.'","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Rio Scharf, attorney with the Lawyers' Committee for Civil Rights of the San Francisco Bay Area","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003ca href=\"https://www.spur.org/publications/spur-report/2021-11-04/bridging-gap\">The report from SPUR, a San Francisco urban planning research organization\u003c/a>, analyzes a system that mails out millions of violation notices each year, many of which never get to the drivers they're addressed to.\u003c/p>\n\u003cp>The system has left some motorists facing the possibility that what may start out as a handful of unpaid $6 tolls can metastasize into hundreds or even thousands of dollars in fees and penalties they have little hope of paying — and which can lead to their vehicle registrations getting blocked.\u003c/p>\n\u003cp>\"They're pushing me into bankruptcy, basically,\" said Kelly Cadwallader, an Alameda resident facing a bill of over $30,000 — more than 90% of it in penalties. \"It's inevitable at this point, because they're not letting me make a deal.\"\u003c/p>\n\u003ch3>Lower-income drivers bear heaviest burden\u003c/h3>\n\u003cp>The SPUR study, \"Bridging the Gap,\" finds the biggest debt burden tends to fall on lower-income drivers and Bay Area neighborhoods with substantial populations of people of color and non-English-speaking residents.\u003c/p>\n\u003cp>Jacob Denney, SPUR's economic justice policy director and one of the report's authors, said breaking down 2019 toll penalty data by ZIP code shows that \"our lowest-income communities and our most diverse communities were the ones who are disproportionately receiving toll violations. We're talking about per capita rates of more than one toll violation per person living there.\"\u003c/p>\n\u003cfigure id=\"attachment_11895607\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3.png\">\u003cimg class=\"size-full wp-image-11895607\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3.png\" alt=\"\" width=\"2000\" height=\"1502\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3.png 2000w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3-800x601.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3-1020x766.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3-160x120.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3-1536x1154.png 1536w, https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3-1920x1442.png 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">This map shows the rate of violations per capita by Bay Area ZIP code, as compared to poverty rates by ZIP code. The SPUR study found that lower-income communities in the Bay Area have much higher rates of unpaid tolls than wealthier ZIP codes. Source: MTC toll violation data and the Census Bureau's 2019 American Community Survey five-year estimates. \u003ccite>(SPUR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Among the communities cited in the SPUR report and in a parallel Metropolitan Transportation Commission analysis as having high levels of violations are parts of Oakland, Richmond, Vallejo, Pittsburg, Antioch and San Francisco's Bayview-Hunters Point neighborhood.\u003c/p>\n\u003ch3>\u003cstrong>Not much cash recovered\u003c/strong>\u003c/h3>\n\u003cp>The SPUR report also finds that the penalties, administered by the \u003ca href=\"https://www.bayareafastrak.org/en/home/index.shtml\" target=\"_blank\" rel=\"noopener noreferrer\">FasTrak\u003c/a> toll collection system, are largely ineffective at getting drivers to pay tolls they've missed.\u003c/p>\n\u003cp>MTC statistics show that just 12% of the 5.1 million \"second notice\" violations issued between Jan. 1 and Aug. 31, 2021 — which carry the maximum penalty of $70, plus the original $6 toll — were actually paid.\u003c/p>\n\u003cp>Rio Scharf, an attorney with the Lawyers' Committee for Civil Rights of the San Francisco Bay Area, who represents Cadwallader and other clients facing similar debt burdens, characterizes the system as \"high pain and low gain.\"\u003c/p>\n\u003cp>\"It results in very little additional revenue, but it causes a variety of pretty severe consequences for the people that it does impact,\" Scharf said. \"... For people who lack the funds to pay, they are hit with enormous financial penalties that punish them at a rate that is really pretty exceptional, even compared to how we punish people for failure to pay in the traffic court system or the criminal court system.\"\u003c/p>\n\u003cp>The SPUR report comes as the MTC and the Bay Area Toll Authority, or BATA, an MTC sister agency that manages toll revenue and FasTrak, have taken the first steps to lighten the burden of toll penalties. As part of a new equity action plan adopted earlier this year, BATA recently voted to sharply cut late-payment fines and fees and take other steps, such as reducing the cost of getting and using a FasTrak toll tag.\u003c/p>\n\u003cp>This week, a BATA committee will discuss further steps, such as how to create payment plans for those with high levels of toll debt.\u003c/p>\n\u003cp>Under a series of measures approved by Bay Area voters over the last three decades, bridge tolls pay for ongoing maintenance of the region's \u003ca href=\"https://511.org/driving/bridges\" target=\"_blank\" rel=\"noopener noreferrer\">seven state-owned bridges\u003c/a> and serve as a source of funding for billions of dollars of other highway, transit and transportation needs around the region. Toll penalties have been imposed, in large part, to guarantee revenue needed to repay bonds issued to fund those projects.\u003c/p>\n\u003ch3>The penalty system\u003c/h3>\n\u003cp>The penalty system works like this: When drivers cross one of those seven bridges, they're charged a $6 toll. Drivers can pay with a FasTrak toll tag or a FasTrak license plate account, both of which require registration and a prepaid balance.\u003c/p>\n\u003cp>If drivers don't have a FasTrak account set up, cameras capture their license plate numbers and send an invoice to each vehicle's registered address. (When this cashless toll system took effect at the beginning of the pandemic in March 2020, every crossing generated a separate invoice, resulting in a blizzard of notices sent to non-FasTrak users. Now, the system generates just one invoice per vehicle per month.)\u003c/p>\n\u003cp>Drivers currently have three weeks to pay their toll invoices. But under the system that had been in place before the recent BATA changes, failure to pay on time would result in a $25 penalty for each bridge crossing on the invoice. For example, paying late for 10 bridge trips would result in $250 in late penalties plus the original $60 in tolls owed, for a total of $310.\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"Related Stories ","postid":"news_11868435,news_11807874"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>If that bill were to remain unpaid for 60 days after the first notice, drivers would get a \"second notice of delinquent toll evasion,\" and FasTrak would tack on an extra $45 per crossing — adding up to an additional $450 in penalties for 10 bridge trips, or $760 in all.\u003c/p>\n\u003cp>At that point, if the bill still remained unpaid, FasTrak could turn the account over to a collection agency or to the DMV for a registration hold.\u003c/p>\n\u003cp>BATA's new policy cuts the first-notice fee from $25 to $5 per crossing, with second-notice fees dropping from $45 to $10, for a total of $15 in penalties. In the 10-trip example, that would drop the total owed in tolls and penalties to $210 for those who incurred second violation notices — still more than three times the original toll. The new fee schedule is retroactive to Jan. 1, 2021. FasTrak will issue refunds to those who paid penalties this year at the former higher levels.\u003c/p>\n\u003cp>The new policy does not cover the Golden Gate Bridge, \u003ca href=\"https://www.goldengate.org/\">which is owned and operated by a separate transportation district\u003c/a> and uses the FasTrak toll collection system with the higher penalties in force. That district says it's \"evaluating options and impacts associated with reducing the penalties for unpaid tolls.\"\u003c/p>\n\u003cp>FasTrak monitors license plates, not individual drivers, so it's hard to say with any certainty how many people may be buried in toll debt. But MTC statistics show that between Jan. 1 and Aug. 31, 2021, 6,000 vehicles had racked up 75 or more unpaid tolls. The minimum total due for each of those vehicles, including added penalties for failure to pay on time. would be $5,700.\u003c/p>\n\u003cp>Bills that high, or even higher, are not hypothetical. Public commenters at BATA meetings last month testified to bills that have reached into the tens of thousands of dollars.\u003c/p>\n\u003ch3>'A Kafkaesque bureaucracy'\u003c/h3>\n\u003cp>Paul Briley, who lives in the East Bay, told the panel that his troubles started when Caltrans pulled toll collectors from the bridge at the start of the pandemic. Since then, he said, FasTrak violation notices were sent to his old address rather than his current post office box listed with the DMV, with $588 in missed tolls mushrooming to a debt of more than $6,500.\u003c/p>\n\u003cp>\"I have a reputation for paying my dues,\" Briley said. \"If there was still a person in the booth, I would have paid my dues ... whereas now I have to come and find you and pay you your money. And if I don't have your money, you're telling me you want 10 times the amount.\"\u003c/p>\n\u003cp>Kelly Cadwallader, the Alameda resident, said $2,500 in missed toll payments for her have ballooned to $31,000 in penalties. FasTrak has sent her case to the DMV, she said, which has since blocked her vehicle registration.\u003c/p>\n\u003cp>\"A lot of this is my fault,\" Cadwallader said in an interview last week. She said she racked up the unpaid tolls — which date back to before the pandemic and aren't eligible for the lower fees BATA just approved — during a period where she had lost steady employment and was working as a gig driver to make ends meet. A single parent, she said the sheer scale of the debt leaves her with few options.\u003c/p>\n\u003cp>\"What am I going to do?\" she asked. \"I'm going to be forced into bankruptcy.\"\u003c/p>\n\u003cp>Cadwallader's inability to register her vehicle makes her situation even more precarious.\u003c/p>\n\u003cp>\"I'm driving a car that can be taken away from me at any time, a 2015 Honda Civic that I have two more payments on,\" she said. \"At any moment, any time now, I could be pulled over and that car can just be taken away from me and it'll be gone.\"\u003c/p>\n\u003cp>Scharf, Cadwallader's attorney, said the process of trying to work with FasTrak to get penalties reduced or to have clients pay off the original tolls they missed is also flawed.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"'I think it's really important to keep in mind who's going over the bridge these days. It's not people like me who can often work from home. It's essential workers.'","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Anne Stuhldreher, director of San Francisco's Financial Justice Project","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\"I have multiple clients where we said, 'Let me pay you, please let me pay you the tolls. But as long as you're charging me $70 penalties on each toll, I am not in a position to pay off my complete balance,'\" Scharf said.\u003c/p>\n\u003cp>\"It's a Kafkaesque bureaucracy — each person you talk to has a different understanding of what the policies are,\" he said. \"Some people believe that there's payment plans available. Some people believe that you can get fines and penalties reduced at least once in your lifetime. Other people are very supportive and helpful with trying to reduce people's outstanding balance. But the penalty structure that exists is ineffective because it prevents many people from making the base payments.\"\u003c/p>\n\u003cp>Denney from SPUR, and others who have examined the impact of toll penalties on lower-income drivers, say they welcome BATA's vote to reduce fines, but argue that reforms need to go much further. Among other problems they say BATA needs to address are making the FasTrak billing and notification system more reliable and creating payment plans for those who need more time to pay their accumulated tolls.\u003c/p>\n\u003cp>\"I think chief on that list for me is establishing a payment plan for people for both unpaid fines and unpaid tolls,\" Denney said. \"So people can pay over time what they owe in a way that's realistic for them.\"\u003c/p>\n\u003cp>He says FasTrak can borrow from other agencies to improve its notification system. “We have great evidence from other states and places where they do everything, where you get a text, an app notification, an email and a mailed letter every time you pass a toll bridge,\" he said. \"I would love to see them building on that.\"\u003c/p>\n\u003ch3>No relief for lower-income drivers\u003c/h3>\n\u003cp>Those types of changes are also top priorities for Anne Stuhldreher, who heads San Francisco's \u003ca href=\"https://sfgov.org/financialjustice/\" target=\"_blank\" rel=\"noopener noreferrer\">Financial Justice Project\u003c/a>, a city-funded office aimed at reducing the impact of government-imposed fees and fines on residents with lower incomes and communities of color.\u003c/p>\n\u003cp>\"Right now, there's no payment plan offered,\" Stuhldreher said. \"So if someone misses these [violation] notices, what they owe can add up quite quickly and exceed their ability to pay it. ... There's no relief option for people with low incomes.\"\u003c/p>\n\u003cp>She says even the reduced penalties weigh heavily on drivers with lower incomes.\u003c/p>\n\u003cp>\"I think it's really important to keep in mind who's going over the bridge these days,\" Stuhldreher said. \"It's not people like me who can often work from home. It's essential workers. It's people who are working at schools or working in hospitals, it's service workers. That's really who these penalties are hitting right now.\"\u003c/p>\n\u003cp>In addition to recommending the use of payment plans for toll debt and improving the system of violation notices, the SPUR report calls on BATA to grant amnesty on all existing toll debts; cut fines to a maximum of $3 per violation; limit the total fine imposed against each driver to a maximum of $100; end the use of DMV holds and collection agencies; and develop a system of discount tolls for drivers with low incomes.\u003c/p>\n\u003ch3>'An issue of fairness'\u003c/h3>\n\u003cp>John Goodwin, a spokesperson for BATA and the MTC, said the evolving FasTrak equity plan is trying to address the fact that toll debt \"falls disproportionately on people of lesser means.\" He said one challenge is doing that while meeting the bridge agency's obligation to bondholders and not letting those who would have no problem paying but simply refuse to off the hook.\u003c/p>\n\u003cp>\"It's an issue of fairness, that we're all in this together,\" Goodwin said. \"There are some folks who just don't want to play by the rules and we need to have mechanisms in place.\"\u003c/p>\n\u003cp>Nick Josefowitz, the MTC's vice chair and SPUR's chief policy officer, said there should be \"no tolerance\" for drivers who are simply taking advantage of the toll payment system to get free rides across the bridges.\u003c/p>\n\u003cp>\"But we can't create a system which is only designed for them and ends up creating huge, additional, disproportionate burdens to low-income people. ... Government agencies shouldn't be driving people into poverty because of mistakes they've made, especially mistakes that are so small, like forgetting to pay a toll or not updating their address at the DMV.\"\u003c/p>\n\u003cp>\u003ca id=\"correction\">\u003c/a>\u003cem>Nov. 17: This story has been edited to correct the revised toll penalty schedule adopted by the Bay Area Toll Authority in October 2021. BATA's new policy cuts the fee for the first notice of a late toll payment from $25 to $5 per crossing, with second-notice fees dropping from $45 to $10, for a total of $15 in penalties per crossing.\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>\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/11895338/high-pain-low-gain-how-bridge-toll-penalties-pile-debt-on-low-income-drivers","authors":["222"],"categories":["news_8","news_1397"],"tags":["news_231","news_30208","news_21405","news_27626","news_20008","news_3131"],"featImg":"news_11895597","label":"news"},"news_11848386":{"type":"posts","id":"news_11848386","meta":{"index":"posts_1591205157","site":"news","id":"11848386","score":null,"sort":[1605924426000]},"guestAuthors":[],"slug":"regional-agency-ditches-plan-that-would-make-many-of-us-permanent-telecommuters","title":"Regional Agency Ditches Plan That Would Make Many of Us Permanent Telecommuters","publishDate":1605924426,"format":"standard","headTitle":"KQED News","labelTerm":{"site":"news"},"content":"\u003cp>The Bay Area agency in charge of regional transportation planning voted Friday to change course on a plan that would have required most employees of large companies to work from home in coming decades. \u003c/p>\n\u003cp>The Metropolitan Transportation Commission instead opted for a revised proposal that will shift the focus of its effort to reduce greenhouse gas emissions.\u003c/p>\n\u003cp>Instead of mandating that 60% of those working for large employers across the region to telecommute on any given workday — \u003ca href=\"https://sf.streetsblog.org/2020/09/23/make-60-work-from-home-permanently/\" rel=\"noopener noreferrer\" target=\"_blank\">a scenario approved in September\u003c/a> — the amended plan focuses on ways to sharply curtail the share of commuters who drive to work from the current 65%. \u003c/p>\n\u003cp>The initiative is part of \u003ca href=\"https://mtc.ca.gov/our-work/plans-projects/plan-bay-area-2050\" rel=\"noopener noreferrer\" target=\"_blank\">Plan Bay Area 2050\u003c/a>, a comprehensive blueprint for transportation and housing. \u003c/p>\n\u003cp>Under state law, the MTC must adopt a plan that would reduce greenhouse gas emissions by 19% by 2035 or the region would face the loss of at least $100 million a year in funding for traffic congestion relief and other other transportation projects. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But the original 60% work-from-home requirement, a major part of the plan to cut emissions, drew immediate pushback from business groups, transit operators and elected officials who argued it would have lasting negative effects. \u003c/p>\n\u003cp>Those consequences, critics said, could include damage to downtown business districts and an unsustainable loss of revenue for public transit agencies. Opponents also said the mandate didn't take account of lower-wage office workers who can't work from home or commute patterns in busy downtown areas where most workers have already abandoned driving alone to work as their commute option of choice. \u003c/p>\n\u003cp>Nick Josefowitz, a San Francisco MTC member and chief policy officer at regional planning think tank SPUR, said the telecommuting mandate \"penalized people who are walking to work, biking to work or taking public transit. And it penalized companies that have located in places where people can do that and who encourage people to do that. And it penalized cities that have made huge investments in walking and biking and transit. It was basically saying if you walk to work, you're still being forced to work from home. And there's no environmental benefit in that.\" \u003c/p>\n\u003cp>The amended proposal takes on the issue of reducing car trips from another angle. Instead of declaring that 60% of workers must work from home on a given day by the year 2035, it mandates that \"no more than 40 percent of each employer’s workforce would be eligible to commute by auto on an average workday.\" \u003c/p>\n\u003cp>The revised plan approved Friday leaves it up to major employers how to reach that goal by using a broad palette of incentives — or disincentives. \u003c/p>\n\u003cp>Inducements to use sustainable means to get to work could include free or subsidized transit passes, bike and e-bike subsidies and giveaways, on-site employee housing, housing subsidies for employees residing in walkable transit-rich communities or simply paying workers cash for walking, biking or telecommuting. \u003c/p>\n\u003cp>Measures to discourage driving could include getting rid of parking lots and garages and imposing higher parking fees.\u003c/p>\n\u003cp>The revised plan \"provide a lot of flexibility,\" Josefowitz said. \"Ultimately I think it acknowledges that it doesn't really matter if someone is biking to work or walking to work or taking transit — or in some cases working from home — as long as we have fewer and fewer people who are driving to work alone and causing the kind of crippling congestion the Bay Area has seen for so long and creating such environmental damage.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The entire Plan Bay Area 2050, which will set priorities for how to spend hundreds of billions of dollars on transportation and housing initiatives over the next three decades, is expected to be approved. \u003c/p>\n\n","blocks":[],"excerpt":"In September, the Metropolitan Transportation Commission approved a plan to require 60% of workers at big companies work from home in the future. After widespread criticism, proposal is amended to focus on getting 60% of us regionwide to get to work some other way than driving. ","status":"publish","parent":0,"modified":1605924426,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":16,"wordCount":625},"headData":{"title":"Regional Agency Ditches Plan That Would Make Many of Us Permanent Telecommuters | KQED","description":"In September, the Metropolitan Transportation Commission approved a plan to require 60% of workers at big companies work from home in the future. After widespread criticism, proposal is amended to focus on getting 60% of us regionwide to get to work some other way than driving. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Regional Agency Ditches Plan That Would Make Many of Us Permanent Telecommuters","datePublished":"2020-11-21T02:07:06.000Z","dateModified":"2020-11-21T02:07:06.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11848386 https://ww2.kqed.org/news/?p=11848386","disqusUrl":"https://ww2.kqed.org/news/2020/11/20/regional-agency-ditches-plan-that-would-make-many-of-us-permanent-telecommuters/","disqusTitle":"Regional Agency Ditches Plan That Would Make Many of Us Permanent Telecommuters","path":"/news/11848386/regional-agency-ditches-plan-that-would-make-many-of-us-permanent-telecommuters","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Bay Area agency in charge of regional transportation planning voted Friday to change course on a plan that would have required most employees of large companies to work from home in coming decades. \u003c/p>\n\u003cp>The Metropolitan Transportation Commission instead opted for a revised proposal that will shift the focus of its effort to reduce greenhouse gas emissions.\u003c/p>\n\u003cp>Instead of mandating that 60% of those working for large employers across the region to telecommute on any given workday — \u003ca href=\"https://sf.streetsblog.org/2020/09/23/make-60-work-from-home-permanently/\" rel=\"noopener noreferrer\" target=\"_blank\">a scenario approved in September\u003c/a> — the amended plan focuses on ways to sharply curtail the share of commuters who drive to work from the current 65%. \u003c/p>\n\u003cp>The initiative is part of \u003ca href=\"https://mtc.ca.gov/our-work/plans-projects/plan-bay-area-2050\" rel=\"noopener noreferrer\" target=\"_blank\">Plan Bay Area 2050\u003c/a>, a comprehensive blueprint for transportation and housing. \u003c/p>\n\u003cp>Under state law, the MTC must adopt a plan that would reduce greenhouse gas emissions by 19% by 2035 or the region would face the loss of at least $100 million a year in funding for traffic congestion relief and other other transportation projects. \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 the original 60% work-from-home requirement, a major part of the plan to cut emissions, drew immediate pushback from business groups, transit operators and elected officials who argued it would have lasting negative effects. \u003c/p>\n\u003cp>Those consequences, critics said, could include damage to downtown business districts and an unsustainable loss of revenue for public transit agencies. Opponents also said the mandate didn't take account of lower-wage office workers who can't work from home or commute patterns in busy downtown areas where most workers have already abandoned driving alone to work as their commute option of choice. \u003c/p>\n\u003cp>Nick Josefowitz, a San Francisco MTC member and chief policy officer at regional planning think tank SPUR, said the telecommuting mandate \"penalized people who are walking to work, biking to work or taking public transit. And it penalized companies that have located in places where people can do that and who encourage people to do that. And it penalized cities that have made huge investments in walking and biking and transit. It was basically saying if you walk to work, you're still being forced to work from home. And there's no environmental benefit in that.\" \u003c/p>\n\u003cp>The amended proposal takes on the issue of reducing car trips from another angle. Instead of declaring that 60% of workers must work from home on a given day by the year 2035, it mandates that \"no more than 40 percent of each employer’s workforce would be eligible to commute by auto on an average workday.\" \u003c/p>\n\u003cp>The revised plan approved Friday leaves it up to major employers how to reach that goal by using a broad palette of incentives — or disincentives. \u003c/p>\n\u003cp>Inducements to use sustainable means to get to work could include free or subsidized transit passes, bike and e-bike subsidies and giveaways, on-site employee housing, housing subsidies for employees residing in walkable transit-rich communities or simply paying workers cash for walking, biking or telecommuting. \u003c/p>\n\u003cp>Measures to discourage driving could include getting rid of parking lots and garages and imposing higher parking fees.\u003c/p>\n\u003cp>The revised plan \"provide a lot of flexibility,\" Josefowitz said. \"Ultimately I think it acknowledges that it doesn't really matter if someone is biking to work or walking to work or taking transit — or in some cases working from home — as long as we have fewer and fewer people who are driving to work alone and causing the kind of crippling congestion the Bay Area has seen for so long and creating such environmental damage.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The entire Plan Bay Area 2050, which will set priorities for how to spend hundreds of billions of dollars on transportation and housing initiatives over the next three decades, is expected to be approved. \u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11848386/regional-agency-ditches-plan-that-would-make-many-of-us-permanent-telecommuters","authors":["222"],"categories":["news_28250","news_8","news_1397"],"tags":["news_20008","news_28840","news_28841"],"featImg":"news_11848421","label":"news"},"news_11812847":{"type":"posts","id":"news_11812847","meta":{"index":"posts_1591205157","site":"news","id":"11812847","score":null,"sort":[1587166569000]},"guestAuthors":[],"slug":"battered-by-pandemic-bay-area-transit-agencies-line-up-for-1st-round-of-relief-money","title":"Battered by Pandemic, Bay Area Transit Agencies Line Up for 1st Round of Relief Money","publishDate":1587166569,"format":"standard","headTitle":"KQED News","labelTerm":{"site":"news"},"content":"\u003cp>Bay Area transit operators have hammered out a proposal to distribute newly available pandemic relief funding, cash intended to help the agencies survive a historic loss of ridership triggered by the coronavirus outbreak and to aid in rebuilding service once the immediate crisis is past.\u003c/p>\n\u003cp>Under a plan unveiled late Thursday, 24 agencies will split the funds to help cover operating losses projected at hundreds of millions of dollars.\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/Screen-Shot-2020-04-17-at-1.29.57-PM.png\">\u003cimg class=\"alignright size-full wp-image-11812895\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/Screen-Shot-2020-04-17-at-1.29.57-PM.png\" alt=\"Transit Relief Funds\" width=\"400\" height=\"686\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/Screen-Shot-2020-04-17-at-1.29.57-PM.png 644w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/Screen-Shot-2020-04-17-at-1.29.57-PM-160x274.png 160w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003c/p>\n\u003cp>Under a blueprint that will be considered next week by the 21-member Metropolitan Transportation Commission, BART would get $252 million to help pay for ongoing operations. San Francisco's Muni is in line for $197 million, the East Bay's AC Transit would receive $80 million, the Santa Clara Valley Transportation Authority (VTA) $73 million and Caltrain $49 million.\u003c/p>\n\u003cp>The funds come from a $25 billion aid package for transit systems nationwide, approved as part of the federal government's $2.2 trillion Coronavirus Aid, Relief and Economic Security (CARES) Act.\u003c/p>\n\u003cp>Bay Area agencies, which like others around the country have seen ridership and revenue declines of 90% or more since the coronavirus outbreak prompted widespread shelter-at-home orders last month, are in line for a total of $1.3 billion. The first allocation announced Thursday represents about 60% of the available funds; the MTC says the remaining $520 million will be distributed later this year.\u003c/p>\n\u003cp>MTC spokesman Randy Rentschler said the funds were distributed proportionally based on the losses each agency has sustained so far.\u003c/p>\n\u003cp>\"We used a series of formulas that sought to mirror what the shortfall is for the operators based on what we know so far,\" Rentschler said.\u003c/p>\n\u003cp>Those shortfalls are steep, even as one agency after another slashes service to contain costs.\u003c/p>\n\u003cp>BART, which has suspended service after 9 p.m. and has cut the number of trains it runs the rest of the day in half, said earlier this month it \u003ca href=\"https://www.kqed.org/news/11811507/coronavirus-crisis-has-blown-a-big-hole-in-barts-budget-it-wont-be-fixed-soon\">expects a $173.5 million gap\u003c/a> between its expected and actual revenue through June 30. Agency management will offer a revised estimate next week.\u003c/p>\n\u003cp>San Francisco's Muni, which has suspended its Metro subway, streetcar and cable-car service and now runs buses \u003ca href=\"https://www.kqed.org/news/11810783/as-coronavirus-crisis-deepens-s-f-muni-forced-to-cancel-service-on-most-lines\">on just 17 of its normal 90 routes\u003c/a>, is expected to suffer a revenue decline of between $180 million and $260 million through June 30, according to the California Transit Association.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The organization says Caltrain, which has cut the number of trains it runs by more than half, is experiencing a fall of $2 million a week.\u003c/p>\n\u003cp>The group reports the figure for AC Transit, which has put virtually all of its transbay bus service on hold and is running its entire East Bay bus network on a Sunday schedule, is about $1.3 million a week.\u003c/p>\n\u003cp>Transportation officials say they assume that the recovery from their crash in ridership will be a long process. Some say it could take years to return to pre-pandemic patronage levels.\u003c/p>\n\u003cp>[aside postID=news_11811507 hero='https://ww2.kqed.org/app/uploads/sites/10/2020/04/bart-warmsprings-200212a-1020x727.jpg']In a presentation prepared for next week's meeting of the BART board of directors, for example, the agency's staff says ridership is likely to be affected by a long list of unknowns:\u003c/p>\n\u003cul>\n\u003cli>Whether seniors and others who may be vulnerable to COVID-19 may avoid taking transit\u003c/li>\n\u003cli>To what extent telecommuting will remain common for office workers\u003c/li>\n\u003cli>Whether Bay Area residents will cut the number of non-work, non-essential trips, regardless of the mode of transportation\u003c/li>\n\u003cli>The number of potential riders who will avoid trains too crowded for physical distancing\u003c/li>\n\u003cli>The possibility that a continuing severe recession and high unemployment will reduce work trips and tax revenue\u003c/li>\n\u003c/ul>\n\u003cp>BART's best-case budget scenario presented earlier this month projected that fare income would still be 15% below what the agency was taking in before the crisis.\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"A new proposal would distribute nearly $800 million in funds designed to help rail, bus and ferry operators to cover losses and get ready to restore service once the coronavirus crisis subsides.","status":"publish","parent":0,"modified":1587167311,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":18,"wordCount":648},"headData":{"title":"Battered by Pandemic, Bay Area Transit Agencies Line Up for 1st Round of Relief Money | KQED","description":"A new proposal would distribute nearly $800 million to help transit operators cover losses and restore service once the coronavirus crisis subsides.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Battered by Pandemic, Bay Area Transit Agencies Line Up for 1st Round of Relief Money","datePublished":"2020-04-17T23:36:09.000Z","dateModified":"2020-04-17T23:48:31.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11812847 https://ww2.kqed.org/news/?p=11812847","disqusUrl":"https://ww2.kqed.org/news/2020/04/17/battered-by-pandemic-bay-area-transit-agencies-line-up-for-1st-round-of-relief-money/","disqusTitle":"Battered by Pandemic, Bay Area Transit Agencies Line Up for 1st Round of Relief Money","path":"/news/11812847/battered-by-pandemic-bay-area-transit-agencies-line-up-for-1st-round-of-relief-money","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Bay Area transit operators have hammered out a proposal to distribute newly available pandemic relief funding, cash intended to help the agencies survive a historic loss of ridership triggered by the coronavirus outbreak and to aid in rebuilding service once the immediate crisis is past.\u003c/p>\n\u003cp>Under a plan unveiled late Thursday, 24 agencies will split the funds to help cover operating losses projected at hundreds of millions of dollars.\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/Screen-Shot-2020-04-17-at-1.29.57-PM.png\">\u003cimg class=\"alignright size-full wp-image-11812895\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/Screen-Shot-2020-04-17-at-1.29.57-PM.png\" alt=\"Transit Relief Funds\" width=\"400\" height=\"686\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/Screen-Shot-2020-04-17-at-1.29.57-PM.png 644w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/Screen-Shot-2020-04-17-at-1.29.57-PM-160x274.png 160w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003c/p>\n\u003cp>Under a blueprint that will be considered next week by the 21-member Metropolitan Transportation Commission, BART would get $252 million to help pay for ongoing operations. San Francisco's Muni is in line for $197 million, the East Bay's AC Transit would receive $80 million, the Santa Clara Valley Transportation Authority (VTA) $73 million and Caltrain $49 million.\u003c/p>\n\u003cp>The funds come from a $25 billion aid package for transit systems nationwide, approved as part of the federal government's $2.2 trillion Coronavirus Aid, Relief and Economic Security (CARES) Act.\u003c/p>\n\u003cp>Bay Area agencies, which like others around the country have seen ridership and revenue declines of 90% or more since the coronavirus outbreak prompted widespread shelter-at-home orders last month, are in line for a total of $1.3 billion. The first allocation announced Thursday represents about 60% of the available funds; the MTC says the remaining $520 million will be distributed later this year.\u003c/p>\n\u003cp>MTC spokesman Randy Rentschler said the funds were distributed proportionally based on the losses each agency has sustained so far.\u003c/p>\n\u003cp>\"We used a series of formulas that sought to mirror what the shortfall is for the operators based on what we know so far,\" Rentschler said.\u003c/p>\n\u003cp>Those shortfalls are steep, even as one agency after another slashes service to contain costs.\u003c/p>\n\u003cp>BART, which has suspended service after 9 p.m. and has cut the number of trains it runs the rest of the day in half, said earlier this month it \u003ca href=\"https://www.kqed.org/news/11811507/coronavirus-crisis-has-blown-a-big-hole-in-barts-budget-it-wont-be-fixed-soon\">expects a $173.5 million gap\u003c/a> between its expected and actual revenue through June 30. Agency management will offer a revised estimate next week.\u003c/p>\n\u003cp>San Francisco's Muni, which has suspended its Metro subway, streetcar and cable-car service and now runs buses \u003ca href=\"https://www.kqed.org/news/11810783/as-coronavirus-crisis-deepens-s-f-muni-forced-to-cancel-service-on-most-lines\">on just 17 of its normal 90 routes\u003c/a>, is expected to suffer a revenue decline of between $180 million and $260 million through June 30, according to the California Transit Association.\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>The organization says Caltrain, which has cut the number of trains it runs by more than half, is experiencing a fall of $2 million a week.\u003c/p>\n\u003cp>The group reports the figure for AC Transit, which has put virtually all of its transbay bus service on hold and is running its entire East Bay bus network on a Sunday schedule, is about $1.3 million a week.\u003c/p>\n\u003cp>Transportation officials say they assume that the recovery from their crash in ridership will be a long process. Some say it could take years to return to pre-pandemic patronage levels.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"news_11811507","hero":"https://ww2.kqed.org/app/uploads/sites/10/2020/04/bart-warmsprings-200212a-1020x727.jpg","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>In a presentation prepared for next week's meeting of the BART board of directors, for example, the agency's staff says ridership is likely to be affected by a long list of unknowns:\u003c/p>\n\u003cul>\n\u003cli>Whether seniors and others who may be vulnerable to COVID-19 may avoid taking transit\u003c/li>\n\u003cli>To what extent telecommuting will remain common for office workers\u003c/li>\n\u003cli>Whether Bay Area residents will cut the number of non-work, non-essential trips, regardless of the mode of transportation\u003c/li>\n\u003cli>The number of potential riders who will avoid trains too crowded for physical distancing\u003c/li>\n\u003cli>The possibility that a continuing severe recession and high unemployment will reduce work trips and tax revenue\u003c/li>\n\u003c/ul>\n\u003cp>BART's best-case budget scenario presented earlier this month projected that fare income would still be 15% below what the agency was taking in before the crisis.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11812847/battered-by-pandemic-bay-area-transit-agencies-line-up-for-1st-round-of-relief-money","authors":["222"],"categories":["news_8","news_1397"],"tags":["news_269","news_27350","news_27504","news_20008","news_3532","news_320","news_20517"],"featImg":"news_11812926","label":"news"},"news_11797096":{"type":"posts","id":"news_11797096","meta":{"index":"posts_1591205157","site":"news","id":"11797096","score":null,"sort":[1579703576000]},"guestAuthors":[],"slug":"a-breathtaking-new-bike-path-and-what-it-might-mean-for-future-commuters","title":"A Breathtaking New Bike Path and What It Might Mean for Future Commuters","publishDate":1579703576,"format":"audio","headTitle":"KQED News","labelTerm":{"site":"news"},"content":"\u003cp>With apologies to San Francisco native \u003ca href=\"https://www.newyorker.com/books/page-turner/robert-frost-darkness-or-light\" target=\"_blank\" rel=\"noopener noreferrer\">Robert Frost\u003c/a>, who for all we know was an avid bicyclist of the \u003ca href=\"https://collection.maas.museum/object/242328\" target=\"_blank\" rel=\"noopener noreferrer\">penny farthing\u003c/a> era: \u003ca href=\"https://www.poetryfoundation.org/poems/44266/mending-wall\" target=\"_blank\" rel=\"noopener noreferrer\">Something there is\u003c/a> that loves a bike path, that wants to get out and ride.\u003c/p>\n\u003cp>The latest evidence of that, and of a long-term trend to create more and better non-motorized access to Bay Area bridges, is \u003ca href=\"https://www.kqed.org/news/11786768/richmond-san-rafael-bridge-bike-walking-path\" target=\"_blank\" rel=\"noopener noreferrer\">the breathtaking new bike-pedestrian path\u003c/a> that opened on the Richmond-San Rafael span last November.\u003cbr>\nhttps://twitter.com/RadioBWatt/status/1219645360873672704\u003c/p>\n\u003cp>That means six of the seven state-owned bridges in the Bay Area, plus the Golden Gate Bridge, all have some sort of bicycle or pedestrian access. The only links without such a path: the western span of the Bay Bridge and the San Mateo-Hayward Bridge.\u003c/p>\n\u003cp>While one might tend to see cycling and walking paths across the bridges as purely recreational amenities, the lanes are getting new scrutiny as serious commute and travel options. That's in part because of a dramatic increase in urban cycling in San Francisco, Oakland and other core Bay Area cities in the last decade. Another major factor: the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/E-bikes-are-wildly-popular-in-the-Bay-Area-Can-14966780.php\" target=\"_blank\" rel=\"noopener noreferrer\">growing popularity of electric-assist bikes\u003c/a> that make longer-distance rides, like commuting across your local bridge, less of a physical challenge than it has been in years past.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/f7EnqzvNmlw\" frameborder=\"0\" allow=\"accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The new Richmond-San Rafael bike/pedestrian route — or \"people path,\" as cycling and walking advocates call it — is getting more attention than any of the other non-motorized crossings. That's because the path is not necessarily a permanent bridge feature but instead \u003ca href=\"https://www.kqed.org/news/11648255/san-rafael-richmond-bridge-eastbound-lane\" target=\"_blank\" rel=\"noopener noreferrer\">a four-year pilot project\u003c/a> that will study how heavily it's used and what impact it has on other modes of traffic across the bridge.\u003c/p>\n\u003cp>The path, separated from vehicle traffic by a 42-inch-high, movable concrete barrier, occupies a westbound upper-deck lane that was taken out of service during the drought of 1976-77 to install a water pipeline from the East Bay to then-parched Marin County. The pipeline was used for just a few months, but it was left in place for several years. When it was removed in 1982, the old right-hand traffic lane was left open for maintenance crews and vehicles that needed to move out of traffic.\u003c/p>\n\u003cp>A third traffic lane on the eastbound lower deck of the bridge was also removed from service, in 1980, to create a maintenance/breakdown lane. That third lane was put back into service for motor vehicles in the spring of 2018, a $36 million project designed to ease a choke point for evening commute traffic from U.S. 101 in San Rafael to Interstate 580 and the bridge.\u003c/p>\n\u003cp>Some officials in Marin and Contra Costa counties have lobbied for something similar on the Richmond-San Rafael span's upper deck. Their idea, meant to ease long morning rush-hour delays at the bridge's toll plaza, is to restrict bike and pedestrian use of the lane to non-commute hours.\u003c/p>\n\u003cp>That proposal has gone nowhere, for now. But local and regional officials, along with Caltrans and a team of transportation researchers from UC Berkeley, are watching how the new people path performs and how it affects overall bridge traffic.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>John Goodwin, a spokesman for the Metropolitan Transportation Commission, says Caltrans and UC Berkeley's Partners for Advanced Transportation Technology program are conducting a before-and-after study of conditions on the span that will be collecting data for the next several months.\u003c/p>\n\u003cp>[aside tag=\"bicycling\" label=\"related coverage\"]\u003cbr>\nSome of the key metrics under study include: traffic volumes in the westbound (morning commute) direction; travel times and vehicle delay; traffic collisions and other traffic incidents on the bridge; and how such incidents are managed, including the time required to clear collisions and reopen lanes to traffic.\u003c/p>\n\u003cp>As far as usage goes, what are the numbers so far? The jury is likely to be out for a while.\u003c/p>\n\u003cp>Cycling advocates point out that while transportation agencies have done an extensive amount of work to create a bike-friendly approach to the bridge on the Richmond side, those approaching the span from the Marin side face a more daunting experience. Most routes to and from the bridge on the San Rafael/San Quentin end of the bridge involve riding for a short distance on freeway ramps that offer no protection for cyclists and pedestrians. Until that happens, they say, the path's usage stats don't mean much.\u003c/p>\n\u003cp>But with that caveat in mind, numbers from the Metropolitan Transportation Commission show that 4,750 bikes were recorded entering the path on the Richmond side in December. That's after the initial euphoria, and very heavy use, of the new facility had passed. And it's during a period in which the weather was not great — measurable rain was recorded on 17 days during the month.\u003c/p>\n\u003cp>The MTC's numbers also show, unsurprisingly, that riding the bridge is mostly a weekend endeavor. For the period from last Nov. 16, when the path opened, through Jan. 6, Saturday ridership average 784 and Sundays 522, as measured by bikes entering the bridge from Richmond. The lowest daily average during the period: Wednesdays, with an average of 155.\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"It's too early to say how much use the new 'people path' on the Richmond-San Rafael Bridge will get, but it's the latest move toward creating more and better non-motorized access to Bay Area bridges.","status":"publish","parent":0,"modified":1579734564,"stats":{"hasAudio":false,"hasVideo":true,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":18,"wordCount":876},"headData":{"title":"A Breathtaking New Bike Path and What It Might Mean for Future Commuters | KQED","description":"It's too early to say how much use the new 'people path' on the Richmond-San Rafael Bridge will get, but it's the latest move toward creating more and better non-motorized access to Bay Area bridges.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"A Breathtaking New Bike Path and What It Might Mean for Future Commuters","datePublished":"2020-01-22T14:32:56.000Z","dateModified":"2020-01-22T23:09:24.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11797096 https://ww2.kqed.org/news/?p=11797096","disqusUrl":"https://ww2.kqed.org/news/2020/01/22/a-breathtaking-new-bike-path-and-what-it-might-mean-for-future-commuters/","disqusTitle":"A Breathtaking New Bike Path and What It Might Mean for Future Commuters","audioUrl":"https://www.kqed.org/.stream/anon/radio/RDnews/2020/01/Brekke2wayRichmondBridgeBikeLane.mp3","audioTrackLength":201,"path":"/news/11797096/a-breathtaking-new-bike-path-and-what-it-might-mean-for-future-commuters","parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>With apologies to San Francisco native \u003ca href=\"https://www.newyorker.com/books/page-turner/robert-frost-darkness-or-light\" target=\"_blank\" rel=\"noopener noreferrer\">Robert Frost\u003c/a>, who for all we know was an avid bicyclist of the \u003ca href=\"https://collection.maas.museum/object/242328\" target=\"_blank\" rel=\"noopener noreferrer\">penny farthing\u003c/a> era: \u003ca href=\"https://www.poetryfoundation.org/poems/44266/mending-wall\" target=\"_blank\" rel=\"noopener noreferrer\">Something there is\u003c/a> that loves a bike path, that wants to get out and ride.\u003c/p>\n\u003cp>The latest evidence of that, and of a long-term trend to create more and better non-motorized access to Bay Area bridges, is \u003ca href=\"https://www.kqed.org/news/11786768/richmond-san-rafael-bridge-bike-walking-path\" target=\"_blank\" rel=\"noopener noreferrer\">the breathtaking new bike-pedestrian path\u003c/a> that opened on the Richmond-San Rafael span last November.\u003cbr>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"singleTwitterStatus","attributes":{"named":{"id":"1219645360873672704"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>That means six of the seven state-owned bridges in the Bay Area, plus the Golden Gate Bridge, all have some sort of bicycle or pedestrian access. The only links without such a path: the western span of the Bay Bridge and the San Mateo-Hayward Bridge.\u003c/p>\n\u003cp>While one might tend to see cycling and walking paths across the bridges as purely recreational amenities, the lanes are getting new scrutiny as serious commute and travel options. That's in part because of a dramatic increase in urban cycling in San Francisco, Oakland and other core Bay Area cities in the last decade. Another major factor: the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/E-bikes-are-wildly-popular-in-the-Bay-Area-Can-14966780.php\" target=\"_blank\" rel=\"noopener noreferrer\">growing popularity of electric-assist bikes\u003c/a> that make longer-distance rides, like commuting across your local bridge, less of a physical challenge than it has been in years past.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/f7EnqzvNmlw\" frameborder=\"0\" allow=\"accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The new Richmond-San Rafael bike/pedestrian route — or \"people path,\" as cycling and walking advocates call it — is getting more attention than any of the other non-motorized crossings. That's because the path is not necessarily a permanent bridge feature but instead \u003ca href=\"https://www.kqed.org/news/11648255/san-rafael-richmond-bridge-eastbound-lane\" target=\"_blank\" rel=\"noopener noreferrer\">a four-year pilot project\u003c/a> that will study how heavily it's used and what impact it has on other modes of traffic across the bridge.\u003c/p>\n\u003cp>The path, separated from vehicle traffic by a 42-inch-high, movable concrete barrier, occupies a westbound upper-deck lane that was taken out of service during the drought of 1976-77 to install a water pipeline from the East Bay to then-parched Marin County. The pipeline was used for just a few months, but it was left in place for several years. When it was removed in 1982, the old right-hand traffic lane was left open for maintenance crews and vehicles that needed to move out of traffic.\u003c/p>\n\u003cp>A third traffic lane on the eastbound lower deck of the bridge was also removed from service, in 1980, to create a maintenance/breakdown lane. That third lane was put back into service for motor vehicles in the spring of 2018, a $36 million project designed to ease a choke point for evening commute traffic from U.S. 101 in San Rafael to Interstate 580 and the bridge.\u003c/p>\n\u003cp>Some officials in Marin and Contra Costa counties have lobbied for something similar on the Richmond-San Rafael span's upper deck. Their idea, meant to ease long morning rush-hour delays at the bridge's toll plaza, is to restrict bike and pedestrian use of the lane to non-commute hours.\u003c/p>\n\u003cp>That proposal has gone nowhere, for now. But local and regional officials, along with Caltrans and a team of transportation researchers from UC Berkeley, are watching how the new people path performs and how it affects overall bridge traffic.\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>John Goodwin, a spokesman for the Metropolitan Transportation Commission, says Caltrans and UC Berkeley's Partners for Advanced Transportation Technology program are conducting a before-and-after study of conditions on the span that will be collecting data for the next several months.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"tag":"bicycling","label":"related coverage "},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\nSome of the key metrics under study include: traffic volumes in the westbound (morning commute) direction; travel times and vehicle delay; traffic collisions and other traffic incidents on the bridge; and how such incidents are managed, including the time required to clear collisions and reopen lanes to traffic.\u003c/p>\n\u003cp>As far as usage goes, what are the numbers so far? The jury is likely to be out for a while.\u003c/p>\n\u003cp>Cycling advocates point out that while transportation agencies have done an extensive amount of work to create a bike-friendly approach to the bridge on the Richmond side, those approaching the span from the Marin side face a more daunting experience. Most routes to and from the bridge on the San Rafael/San Quentin end of the bridge involve riding for a short distance on freeway ramps that offer no protection for cyclists and pedestrians. Until that happens, they say, the path's usage stats don't mean much.\u003c/p>\n\u003cp>But with that caveat in mind, numbers from the Metropolitan Transportation Commission show that 4,750 bikes were recorded entering the path on the Richmond side in December. That's after the initial euphoria, and very heavy use, of the new facility had passed. And it's during a period in which the weather was not great — measurable rain was recorded on 17 days during the month.\u003c/p>\n\u003cp>The MTC's numbers also show, unsurprisingly, that riding the bridge is mostly a weekend endeavor. For the period from last Nov. 16, when the path opened, through Jan. 6, Saturday ridership average 784 and Sundays 522, as measured by bikes entering the bridge from Richmond. The lowest daily average during the period: Wednesdays, with an average of 155.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11797096/a-breathtaking-new-bike-path-and-what-it-might-mean-for-future-commuters","authors":["222"],"categories":["news_19906","news_8","news_1397"],"tags":["news_18555","news_20008","news_20477"],"featImg":"news_11797103","label":"news"},"news_11765945":{"type":"posts","id":"news_11765945","meta":{"index":"posts_1591205157","site":"news","id":"11765945","score":null,"sort":[1565216100000]},"guestAuthors":[],"slug":"lyft-hit-with-200000-penalty-for-shortage-of-shared-bikes","title":"Lyft Hit With $200,000 Penalty for Shortage of Shared Bikes","publishDate":1565216100,"format":"standard","headTitle":"KQED News","labelTerm":{"site":"news"},"content":"\u003cp>The Metropolitan Transportation Commission is hitting Lyft with a penalty of nearly $200,000 for failing to keep an agreed-upon number of bicycles on the streets as part of its Bay Wheels bike-share program.\u003c/p>\n\u003cp>The penalty is mostly the result of Lyft's decision in April to take electric-assist bikes out of service following reports of braking problems. The company made a similar move last week, when it withdrew a brand-new fleet of e-bikes after battery packs on four of the cycles caught fire.\u003c/p>\n\u003cp>Removing the bikes this spring meant the company was unable to deliver on its contractual obligation to provide a minimum number of bikes for riders in the five cities served by Bay Wheels, formerly called Ford GoBike: San Francisco, San Jose, Oakland, Berkeley and Emeryville.\u003c/p>\n\u003cp>In San Francisco, for instance, Lyft is obligated under a series of \u003ca href=\"https://assets.documentcloud.org/documents/6247994/Lyft-Bay-Wheels-Key-Performance-Indicators.pdf\" rel=\"noopener\" target=\"_blank\">key performance indicators\u003c/a> to continually provide about 1,800 bikes for shared use -- 90 percent of its total city fleet of 2,000 or so two-wheelers.\u003c/p>\n\u003cp>To guarantee flexibility for riders, Lyft is also required under its MTC contract to ensure that both bicycles and dock space remain available throughout the bike-share network from 6 a.m. to 10 p.m. every day\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>When the braking issue emerged in April, Lyft removed about 1,000 e-bikes from service in San Francisco, cutting its fleet in the city by nearly half. The \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Where-are-the-bikes-As-Lyft-and-SF-spar-in-14060137.php\" target=\"_blank\" rel=\"noopener\">widely remarked upon\u003c/a> result: a dramatic increase in the number of empty bike docking stations around the city.\u003c/p>\n\u003cp>The MTC says that for the three months between April 1 and June 30, bicycle availability in the Lyft/Bay Wheels network fell to 60 percent -- far below the 90 percent requirement. The agency also recorded 2,632 instances, or about 30 a day on average, when Lyft violated the requirement to have bikes or docking space available in each cluster of stations throughout its service area.\u003c/p>\n\u003cp>Under its contract with the MTC, Lyft is liable for damages when it misses those targets or others, including ensuring that docking stations remain free from graffiti and responding promptly to phone and email queries.\u003c/p>\n\u003cp>The MTC says Lyft's penalty for missing the bike availability targets totals $195,540. Violations of other key performance indicators -- including $9,600 for 128 instances in which the company didn't clean or remove litter from its docking stations as required -- brought the total damages for the April-June quarter to $209,106.\u003c/p>\n\u003cp>In a statement Tuesday, Lyft acknowledged the penalty and said the violations grew out of a concern for customers who might have been endangered by its bikes' braking problems.\u003c/p>\n\u003cp>\"Putting rider safety first has reduced our bike availability, and we'll certainly have to pay penalties for it — but we know it was the right thing to do,\" the statement said.\u003c/p>\n\u003cp>The MTC's calculations aside, it's nearly certain that Lyft will pay just a fraction of the assessed damages. That's because the penalty is capped at 4% of Bay Wheels membership revenue.\u003c/p>\n\u003cp>In 2018, the MTC assessed $356,732 in damages against the bike-share network, mostly for violations involving station cleaning, graffiti removal and bike availability.\u003c/p>\n\u003cp>But with the 4% revenue cap in place, the amount actually paid was $122,839, or a little less than one-third of the total penalty amount. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The MTC distributed the fines to the five bike-share cities based on the number of violations that occurred in each. Oakland received $54,807, followed by San Francisco with $32,921; San Jose with $27,857; Berkeley, $6,339; and Emeryville, $915.\u003c/p>\n\n","blocks":[],"excerpt":"Company fell far short of contractual requirements after pulling e-bikes off streets because of braking issue. ","status":"publish","parent":0,"modified":1565235915,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":17,"wordCount":608},"headData":{"title":"Lyft Hit With $200,000 Penalty for Shortage of Shared Bikes | KQED","description":"Company fell far short of contractual requirements after pulling e-bikes off streets because of braking issue. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Lyft Hit With $200,000 Penalty for Shortage of Shared Bikes","datePublished":"2019-08-07T22:15:00.000Z","dateModified":"2019-08-08T03:45:15.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11765945 https://ww2.kqed.org/news/?p=11765945","disqusUrl":"https://ww2.kqed.org/news/2019/08/07/lyft-hit-with-200000-penalty-for-shortage-of-shared-bikes/","disqusTitle":"Lyft Hit With $200,000 Penalty for Shortage of Shared Bikes","path":"/news/11765945/lyft-hit-with-200000-penalty-for-shortage-of-shared-bikes","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Metropolitan Transportation Commission is hitting Lyft with a penalty of nearly $200,000 for failing to keep an agreed-upon number of bicycles on the streets as part of its Bay Wheels bike-share program.\u003c/p>\n\u003cp>The penalty is mostly the result of Lyft's decision in April to take electric-assist bikes out of service following reports of braking problems. The company made a similar move last week, when it withdrew a brand-new fleet of e-bikes after battery packs on four of the cycles caught fire.\u003c/p>\n\u003cp>Removing the bikes this spring meant the company was unable to deliver on its contractual obligation to provide a minimum number of bikes for riders in the five cities served by Bay Wheels, formerly called Ford GoBike: San Francisco, San Jose, Oakland, Berkeley and Emeryville.\u003c/p>\n\u003cp>In San Francisco, for instance, Lyft is obligated under a series of \u003ca href=\"https://assets.documentcloud.org/documents/6247994/Lyft-Bay-Wheels-Key-Performance-Indicators.pdf\" rel=\"noopener\" target=\"_blank\">key performance indicators\u003c/a> to continually provide about 1,800 bikes for shared use -- 90 percent of its total city fleet of 2,000 or so two-wheelers.\u003c/p>\n\u003cp>To guarantee flexibility for riders, Lyft is also required under its MTC contract to ensure that both bicycles and dock space remain available throughout the bike-share network from 6 a.m. to 10 p.m. every day\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>When the braking issue emerged in April, Lyft removed about 1,000 e-bikes from service in San Francisco, cutting its fleet in the city by nearly half. The \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Where-are-the-bikes-As-Lyft-and-SF-spar-in-14060137.php\" target=\"_blank\" rel=\"noopener\">widely remarked upon\u003c/a> result: a dramatic increase in the number of empty bike docking stations around the city.\u003c/p>\n\u003cp>The MTC says that for the three months between April 1 and June 30, bicycle availability in the Lyft/Bay Wheels network fell to 60 percent -- far below the 90 percent requirement. The agency also recorded 2,632 instances, or about 30 a day on average, when Lyft violated the requirement to have bikes or docking space available in each cluster of stations throughout its service area.\u003c/p>\n\u003cp>Under its contract with the MTC, Lyft is liable for damages when it misses those targets or others, including ensuring that docking stations remain free from graffiti and responding promptly to phone and email queries.\u003c/p>\n\u003cp>The MTC says Lyft's penalty for missing the bike availability targets totals $195,540. Violations of other key performance indicators -- including $9,600 for 128 instances in which the company didn't clean or remove litter from its docking stations as required -- brought the total damages for the April-June quarter to $209,106.\u003c/p>\n\u003cp>In a statement Tuesday, Lyft acknowledged the penalty and said the violations grew out of a concern for customers who might have been endangered by its bikes' braking problems.\u003c/p>\n\u003cp>\"Putting rider safety first has reduced our bike availability, and we'll certainly have to pay penalties for it — but we know it was the right thing to do,\" the statement said.\u003c/p>\n\u003cp>The MTC's calculations aside, it's nearly certain that Lyft will pay just a fraction of the assessed damages. That's because the penalty is capped at 4% of Bay Wheels membership revenue.\u003c/p>\n\u003cp>In 2018, the MTC assessed $356,732 in damages against the bike-share network, mostly for violations involving station cleaning, graffiti removal and bike availability.\u003c/p>\n\u003cp>But with the 4% revenue cap in place, the amount actually paid was $122,839, or a little less than one-third of the total penalty amount. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The MTC distributed the fines to the five bike-share cities based on the number of violations that occurred in each. Oakland received $54,807, followed by San Francisco with $32,921; San Jose with $27,857; Berkeley, $6,339; and Emeryville, $915.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11765945/lyft-hit-with-200000-penalty-for-shortage-of-shared-bikes","authors":["222"],"categories":["news_8","news_1397"],"tags":["news_21198","news_4524","news_20008"],"featImg":"news_11766117","label":"news"},"news_11753868":{"type":"posts","id":"news_11753868","meta":{"index":"posts_1591205157","site":"news","id":"11753868","score":null,"sort":[1560286328000]},"guestAuthors":[],"slug":"transbay-transit-center-set-to-reopen-on-july-1","title":"Transbay Transit Center Set to Reopen on July 1","publishDate":1560286328,"format":"standard","headTitle":"KQED News","labelTerm":{"site":"news"},"content":"\u003cp>San Francisco's Transbay Transit Center is set to reopen on July 1, nearly 10 months after cracks discovered in the brand-new $2.2 billion bus terminal led to its closure last September.\u003c/p>\n\u003cp>[aside label=\"Related Coverage\" tag=\"transbay-transit-center\"]\u003c/p>\n\u003cp>On Tuesday the Transbay Joint Powers Authority, which oversees the center, announced the reopening date a day after a panel of engineering experts tasked with investigating the building's safety \u003ca href=\"https://www.documentcloud.org/documents/6150706-L-Mayors-Breed-Schaaf-McMillan-Transbay-Transit.html\" target=\"_blank\" rel=\"noopener\">told the mayors of San Francisco and Oakland\u003c/a> that the center was structurally sound and can reopen.\u003c/p>\n\u003cp>\"We are pleased to welcome the public back to the transit center and sincerely apologize for the inconvenience this temporary closure has caused,\" said San Francisco Public Works Director Mohammed Nuru, who also chairs the Transbay Joint Powers Authority board of directors, in a statement.\u003c/p>\n\u003cp>The center was shut down on Sept. 25 after workers discovered cracks in a pair of steel girders that help support the building's bus deck where it crosses above Fremont Street. When it closed, the center had been open for bus service for just 44 days.\u003c/p>\n\u003cp>In the following weeks, as crews began inspecting the rest of the massive structure, San Francisco Mayor London Breed and Oakland Mayor Libby Schaaf asked the Bay Area agency that coordinates transportation planning and financing to provide an independent analysis of the cracks and their repair.\u003c/p>\n\u003cfigure id=\"attachment_11716539\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11716539\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/Screen-Shot-2019-01-07-at-2.59.23-PM-800x568.png\" alt=\"A section of one of two Transbay Transit Center girders that were found cracked last September, forcing the facility's long-term closure.\" width=\"800\" height=\"568\">\u003cfigcaption class=\"wp-caption-text\">A section of one of two Transbay Transit Center girders that were found cracked last September, forcing the facility's long-term closure. \u003ccite>(Transbay Joint Powers Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Last December, \u003ca href=\"https://www.kqed.org/news/11716500/transit-center-interrupted-its-still-unclear-when-s-f-facility-will-reopen\" target=\"_blank\" rel=\"noopener\">investigators determined\u003c/a> that cutting torches used to make access holes for welding introduced \"micro-cracks\" in the steel girders, leading to the failure.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission assembled a peer review panel. That group has signed off on the building restarting operations after a long series of fixes and inspections were completed.\u003c/p>\n\u003cp>\"We agree that the steel structure is ready for service,\" Therese McMillan, executive director of the MTC, wrote in a letter to the mayors of San Francisco and Oakland on Monday. \"The Transbay Transit Center's girder problem was isolated and ... the appropriate repairs have been performed.\"\u003c/p>\n\u003cp>MTC officials say the cracked portions have been repaired and the building's design features similar to those pieces have been strengthened.\u003c/p>\n\u003cp>Read McMillan's letter:\u003c/p>\n\u003cp>[documentcloud url=\"https://www.documentcloud.org/documents/6150706-L-Mayors-Breed-Schaaf-McMillan-Transbay-Transit.html\" responsive=true height=800]\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The center's huge public rooftop park, along with food trucks and public art installations, is due to open July 1.\u003c/p>\n\u003cp>Muni and Golden Gate Transit bus service will return to the center's street-level plaza \"in early July,\" according to the Transbay Joint Powers Authority.\u003c/p>\n\u003cp>AC Transit, Greyhound and WestCAT Lynx are expected to restart service at the center from its bus deck by the end of the summer, the authority said.\u003c/p>\n\u003cp>AC Transit spokesman Robert Lyles said operators who did not drive to the center during the brief time it was open will need to be trained before the agency can resume service to and from the building.\u003c/p>\n\u003cp>Mayor Schaaf said she hopes the center averts another safety problem in the future.\u003c/p>\n\u003cp>\"I think many of us are still stunned that this type of defect could be in a project of this magnitude,\" Schaaf said Tuesday.\u003c/p>\n\u003cp>\"I certainly don't just want to welcome this opening, but to really sit down and analyze how we can make sure something like this never happens again.\"\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"The $2.2 billion San Francisco transit center’s reopening date was announced a day after a group of experts declared it structurally sound. It's been closed since Sept. 25, after workers discovered cracks in brand-new steel girders.","status":"publish","parent":0,"modified":1560288872,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":21,"wordCount":586},"headData":{"title":"Transbay Transit Center Set to Reopen on July 1 | KQED","description":"The $2.2 billion San Francisco transit center’s reopening date was announced a day after a group of experts declared it structurally sound. It's been closed since Sept. 25, after workers discovered cracks in brand-new steel girders.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Transbay Transit Center Set to Reopen on July 1","datePublished":"2019-06-11T20:52:08.000Z","dateModified":"2019-06-11T21:34:32.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11753868 https://ww2.kqed.org/news/?p=11753868","disqusUrl":"https://ww2.kqed.org/news/2019/06/11/transbay-transit-center-set-to-reopen-on-july-1/","disqusTitle":"Transbay Transit Center Set to Reopen on July 1","path":"/news/11753868/transbay-transit-center-set-to-reopen-on-july-1","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco's Transbay Transit Center is set to reopen on July 1, nearly 10 months after cracks discovered in the brand-new $2.2 billion bus terminal led to its closure last September.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"Related Coverage ","tag":"transbay-transit-center"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>On Tuesday the Transbay Joint Powers Authority, which oversees the center, announced the reopening date a day after a panel of engineering experts tasked with investigating the building's safety \u003ca href=\"https://www.documentcloud.org/documents/6150706-L-Mayors-Breed-Schaaf-McMillan-Transbay-Transit.html\" target=\"_blank\" rel=\"noopener\">told the mayors of San Francisco and Oakland\u003c/a> that the center was structurally sound and can reopen.\u003c/p>\n\u003cp>\"We are pleased to welcome the public back to the transit center and sincerely apologize for the inconvenience this temporary closure has caused,\" said San Francisco Public Works Director Mohammed Nuru, who also chairs the Transbay Joint Powers Authority board of directors, in a statement.\u003c/p>\n\u003cp>The center was shut down on Sept. 25 after workers discovered cracks in a pair of steel girders that help support the building's bus deck where it crosses above Fremont Street. When it closed, the center had been open for bus service for just 44 days.\u003c/p>\n\u003cp>In the following weeks, as crews began inspecting the rest of the massive structure, San Francisco Mayor London Breed and Oakland Mayor Libby Schaaf asked the Bay Area agency that coordinates transportation planning and financing to provide an independent analysis of the cracks and their repair.\u003c/p>\n\u003cfigure id=\"attachment_11716539\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11716539\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/Screen-Shot-2019-01-07-at-2.59.23-PM-800x568.png\" alt=\"A section of one of two Transbay Transit Center girders that were found cracked last September, forcing the facility's long-term closure.\" width=\"800\" height=\"568\">\u003cfigcaption class=\"wp-caption-text\">A section of one of two Transbay Transit Center girders that were found cracked last September, forcing the facility's long-term closure. \u003ccite>(Transbay Joint Powers Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Last December, \u003ca href=\"https://www.kqed.org/news/11716500/transit-center-interrupted-its-still-unclear-when-s-f-facility-will-reopen\" target=\"_blank\" rel=\"noopener\">investigators determined\u003c/a> that cutting torches used to make access holes for welding introduced \"micro-cracks\" in the steel girders, leading to the failure.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission assembled a peer review panel. That group has signed off on the building restarting operations after a long series of fixes and inspections were completed.\u003c/p>\n\u003cp>\"We agree that the steel structure is ready for service,\" Therese McMillan, executive director of the MTC, wrote in a letter to the mayors of San Francisco and Oakland on Monday. \"The Transbay Transit Center's girder problem was isolated and ... the appropriate repairs have been performed.\"\u003c/p>\n\u003cp>MTC officials say the cracked portions have been repaired and the building's design features similar to those pieces have been strengthened.\u003c/p>\n\u003cp>Read McMillan's letter:\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"documentcloud","attributes":{"named":{"url":"https://www.documentcloud.org/documents/6150706-L-Mayors-Breed-Schaaf-McMillan-Transbay-Transit.html","responsive":"true","height":"800","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\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>The center's huge public rooftop park, along with food trucks and public art installations, is due to open July 1.\u003c/p>\n\u003cp>Muni and Golden Gate Transit bus service will return to the center's street-level plaza \"in early July,\" according to the Transbay Joint Powers Authority.\u003c/p>\n\u003cp>AC Transit, Greyhound and WestCAT Lynx are expected to restart service at the center from its bus deck by the end of the summer, the authority said.\u003c/p>\n\u003cp>AC Transit spokesman Robert Lyles said operators who did not drive to the center during the brief time it was open will need to be trained before the agency can resume service to and from the building.\u003c/p>\n\u003cp>Mayor Schaaf said she hopes the center averts another safety problem in the future.\u003c/p>\n\u003cp>\"I think many of us are still stunned that this type of defect could be in a project of this magnitude,\" Schaaf said Tuesday.\u003c/p>\n\u003cp>\"I certainly don't just want to welcome this opening, but to really sit down and analyze how we can make sure something like this never happens again.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11753868/transbay-transit-center-set-to-reopen-on-july-1","authors":["258"],"categories":["news_8","news_13","news_1397"],"tags":["news_2505","news_19542","news_6905","news_6931","news_20008","news_319","news_362"],"featImg":"news_11695979","label":"news"},"news_11736561":{"type":"posts","id":"news_11736561","meta":{"index":"posts_1591205157","site":"news","id":"11736561","score":null,"sort":[1553977284000]},"guestAuthors":[],"slug":"san-jose-mayor-sam-liccardo-on-housing-and-suburban-resistance-to-building-more-of-it","title":"San José Mayor Sam Liccardo on Housing and Suburban Resistance to Building More of It","publishDate":1553977284,"format":"audio","headTitle":"The California Report | KQED News","labelTerm":{"term":72,"site":"news"},"content":"\u003cp>This week, the Public Policy Institute of California released a \u003ca href=\"https://www.ppic.org/wp-content/uploads/ppic-statewide-survey-californians-and-their-government-march-2019.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">poll\u003c/a> showing that housing affordability is a \u003ca href=\"https://www.kqed.org/news/11735813/poll-californians-give-newsom-agenda-rave-reviews\" target=\"_blank\" rel=\"noopener noreferrer\">top concern\u003c/a> for a record-high percentage of Californians: Two-thirds statewide and 80 percent in the Bay Area. So why is it so hard to get new housing built?\u003c/p>\n\u003cp>There are few local politicians more bullish about housing than San Jose Mayor Sam Liccardo. Housing is one of the top priorities in his latest \u003ca href=\"https://sanjosespotlight.com/sam-liccardo-focuses-on-housing-crisis-in-new-budget-plan/\" target=\"_blank\" rel=\"noopener noreferrer\">budget proposal\u003c/a>, which builds on his previously-stated goal of building 10,000 new housing units by 2022, some of it affordable.\u003c/p>\n\u003cp>He doesn't hesitate to link housing and homelessness, either.\u003c/p>\n\u003cp>[aside tag='housing' label='More KQED Housing Coverage']This week, the San Jose City Council expanded a program to give people on the edge of homelessness \u003ca href=\"https://www.mercurynews.com/2019/03/27/san-jose-program-gives-money-to-families-at-risk-of-becoming-homeless/\" target=\"_blank\" rel=\"noopener noreferrer\">emergency grants\u003c/a> to help them stay off the streets.\u003c/p>\n\u003cp>“I think most folks would be surprised to know that, here in Santa Clara County, we have housed more than 6,000 homeless people over a period of three years, and the overwhelming majority of them stayed housed,\" Liccardo said. \"But the problem isn't any better. Because, of course, the economy's pushing out thousands of others into the street. The only way we're gonna get traction on this problem is to be able to keep more folks housed who are getting pushed out.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But Liccardo says it will take more action from Silicon Valley cities other than San Jose to make a dent in the housing crisis.\u003c/p>\n\u003cp>\"The reality of the political calculus is, we know an awful lot of suburban voters already have got theirs. Right? They own their homes. Those homes are appreciating rapidly in value,\" he said.\u003c/p>\n\u003cp>How do you bring those voters on board, without whom it could be hard to find city council members who want to approve a lot of new housing? Liccardo says, \"When they recognize that their children have nowhere to live,\" they might change their tune.\u003c/p>\n\u003cp>\u003cimg class=\"aligncenter size-medium wp-image-11736591\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.33.22-PM-800x244.png\" alt=\"\" width=\"800\" height=\"244\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.33.22-PM-800x244.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.33.22-PM-160x49.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.33.22-PM-1020x311.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.33.22-PM-1200x366.png 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.33.22-PM-1920x586.png 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003cp>Maybe yes and maybe no. \u003c/p>\n\u003cp>Earlier this year, Redwood City Councilwoman Alicia Aguirre \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Local-leaders-find-that-supporting-Bay-Area-13575312.php\" target=\"_blank\" rel=\"noopener noreferrer\">lost her spot\u003c/a> on the \u003ca href=\"https://mtc.ca.gov\" target=\"_blank\" rel=\"noopener noreferrer\">Metropolitan Transportation Commission\u003c/a> (MTC) because she backed the so-called \u003ca href=\"https://mtc.ca.gov/our-work/plans-projects/casa-committee-house-bay-area\" target=\"_blank\" rel=\"noopener noreferrer\">CASA Compact\u003c/a>, which includes a wide array of housing proposals that, as a whole, have been embraced by the mayors of San Jose, San Francisco and Oakland, as well as several regional organizations and Gov. Gavin Newsom.\u003c/p>\n\u003cp>\u003cimg class=\"aligncenter size-medium wp-image-11736593\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.34.23-PM-800x234.png\" alt=\"\" width=\"800\" height=\"234\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.34.23-PM-800x234.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.34.23-PM-160x47.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.34.23-PM-1020x299.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.34.23-PM-1200x351.png 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.34.23-PM-1920x562.png 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003cp>And check out this headline summarizing a recent meeting in famously housing-resistant Palo Alto: \u003ca href=\"https://www.paloaltoonline.com/news/2019/03/29/peninsula-cities-prepare-for-battle-over-contentious-housing-bill\" target=\"_blank\" rel=\"noopener noreferrer\">Peninsula cities prepare for battle over contentious housing bill\u003c/a>.\u003c/p>\n\u003cp>But Bay Area lawmakers have introduced 13 bills to implement the CASA policies, many of which involve moving control over housing and development to the state. \u003ca href=\"https://www.kqed.org/news/11730990/new-bill-would-create-a-regional-housing-government-for-the-bay-area\" target=\"_blank\" rel=\"noopener noreferrer\">AB 1487,\u003c/a> for instance, would authorize a new regional housing agency to levy taxes, issue debt and impose zoning standards in the Bay Area.\u003c/p>\n\u003cp>[aside tag='casa' label='Coverage of CASA']For many in the Bay Area's smaller suburbs, CASA is a looming bulldozer to the local control they've exercised for decades on the whether, what and how of residential development.\u003c/p>\n\u003cp>Local control advocates decry the \u003ca href=\"https://www.kqed.org/forum/2010101869236/major-housing-plan-gets-approval-from-mtc-association-of-bay-area-governments\" target=\"_blank\" rel=\"noopener noreferrer\">smaller footprint\u003c/a> smaller cities have on the committee that came up with CASA. But the unspoken fear for local politicians is they will be held accountable at the ballot box for locally unpopular housing policies they are forced to enact.\u003c/p>\n\u003cp>Still, there's little doubt the big cities can't go it alone. Even in \"go go go\" San Jose and Oakland, \u003ca href=\"https://www.mercurynews.com/2019/03/20/why-wont-developers-build-housing-in-this-bay-area-city/\" target=\"_blank\" rel=\"noopener noreferrer\">city officials acknowledge\u003c/a> residential housing developers and their financial backers are failing to meet targets for what Liccardo calls \"shovels in the ground,\" especially for affordable unit construction.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We've got 99 cities and towns in this Bay Area. And right now the three large cities — Oakland, San Francisco and San Jose — are leaning in hard on trying to get more housing built. We're not going to make progress with just three cities. We need everyone pushing together,\" he said.\u003c/p>\n\n","blocks":[],"excerpt":"The mayor of the San Francisco Bay Area's most populated city talks about the challenges ahead for local housing development.","status":"publish","parent":0,"modified":1672164597,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":20,"wordCount":664},"headData":{"title":"San José Mayor Sam Liccardo on Housing and Suburban Resistance to Building More of It | KQED","description":"The mayor of the San Francisco Bay Area's most populated city talks about the challenges ahead for local housing development.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"San José Mayor Sam Liccardo on Housing and Suburban Resistance to Building More of It","datePublished":"2019-03-30T20:21:24.000Z","dateModified":"2022-12-27T18:09:57.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"audioUrl":"https://www.kqed.org/.stream/anon/radio/RDnews/2019/03/MyrowLiccardoHousing.mp3","excludeFromSiteSearch":"Include","articleAge":"0","path":"/news/11736561/san-jose-mayor-sam-liccardo-on-housing-and-suburban-resistance-to-building-more-of-it","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>This week, the Public Policy Institute of California released a \u003ca href=\"https://www.ppic.org/wp-content/uploads/ppic-statewide-survey-californians-and-their-government-march-2019.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">poll\u003c/a> showing that housing affordability is a \u003ca href=\"https://www.kqed.org/news/11735813/poll-californians-give-newsom-agenda-rave-reviews\" target=\"_blank\" rel=\"noopener noreferrer\">top concern\u003c/a> for a record-high percentage of Californians: Two-thirds statewide and 80 percent in the Bay Area. So why is it so hard to get new housing built?\u003c/p>\n\u003cp>There are few local politicians more bullish about housing than San Jose Mayor Sam Liccardo. Housing is one of the top priorities in his latest \u003ca href=\"https://sanjosespotlight.com/sam-liccardo-focuses-on-housing-crisis-in-new-budget-plan/\" target=\"_blank\" rel=\"noopener noreferrer\">budget proposal\u003c/a>, which builds on his previously-stated goal of building 10,000 new housing units by 2022, some of it affordable.\u003c/p>\n\u003cp>He doesn't hesitate to link housing and homelessness, either.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"tag":"housing","label":"More KQED Housing Coverage "},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>This week, the San Jose City Council expanded a program to give people on the edge of homelessness \u003ca href=\"https://www.mercurynews.com/2019/03/27/san-jose-program-gives-money-to-families-at-risk-of-becoming-homeless/\" target=\"_blank\" rel=\"noopener noreferrer\">emergency grants\u003c/a> to help them stay off the streets.\u003c/p>\n\u003cp>“I think most folks would be surprised to know that, here in Santa Clara County, we have housed more than 6,000 homeless people over a period of three years, and the overwhelming majority of them stayed housed,\" Liccardo said. \"But the problem isn't any better. Because, of course, the economy's pushing out thousands of others into the street. The only way we're gonna get traction on this problem is to be able to keep more folks housed who are getting pushed out.\"\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 Liccardo says it will take more action from Silicon Valley cities other than San Jose to make a dent in the housing crisis.\u003c/p>\n\u003cp>\"The reality of the political calculus is, we know an awful lot of suburban voters already have got theirs. Right? They own their homes. Those homes are appreciating rapidly in value,\" he said.\u003c/p>\n\u003cp>How do you bring those voters on board, without whom it could be hard to find city council members who want to approve a lot of new housing? Liccardo says, \"When they recognize that their children have nowhere to live,\" they might change their tune.\u003c/p>\n\u003cp>\u003cimg class=\"aligncenter size-medium wp-image-11736591\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.33.22-PM-800x244.png\" alt=\"\" width=\"800\" height=\"244\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.33.22-PM-800x244.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.33.22-PM-160x49.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.33.22-PM-1020x311.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.33.22-PM-1200x366.png 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.33.22-PM-1920x586.png 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003cp>Maybe yes and maybe no. \u003c/p>\n\u003cp>Earlier this year, Redwood City Councilwoman Alicia Aguirre \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Local-leaders-find-that-supporting-Bay-Area-13575312.php\" target=\"_blank\" rel=\"noopener noreferrer\">lost her spot\u003c/a> on the \u003ca href=\"https://mtc.ca.gov\" target=\"_blank\" rel=\"noopener noreferrer\">Metropolitan Transportation Commission\u003c/a> (MTC) because she backed the so-called \u003ca href=\"https://mtc.ca.gov/our-work/plans-projects/casa-committee-house-bay-area\" target=\"_blank\" rel=\"noopener noreferrer\">CASA Compact\u003c/a>, which includes a wide array of housing proposals that, as a whole, have been embraced by the mayors of San Jose, San Francisco and Oakland, as well as several regional organizations and Gov. Gavin Newsom.\u003c/p>\n\u003cp>\u003cimg class=\"aligncenter size-medium wp-image-11736593\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.34.23-PM-800x234.png\" alt=\"\" width=\"800\" height=\"234\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.34.23-PM-800x234.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.34.23-PM-160x47.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.34.23-PM-1020x299.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.34.23-PM-1200x351.png 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/03/Screen-Shot-2019-03-29-at-3.34.23-PM-1920x562.png 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003cp>And check out this headline summarizing a recent meeting in famously housing-resistant Palo Alto: \u003ca href=\"https://www.paloaltoonline.com/news/2019/03/29/peninsula-cities-prepare-for-battle-over-contentious-housing-bill\" target=\"_blank\" rel=\"noopener noreferrer\">Peninsula cities prepare for battle over contentious housing bill\u003c/a>.\u003c/p>\n\u003cp>But Bay Area lawmakers have introduced 13 bills to implement the CASA policies, many of which involve moving control over housing and development to the state. \u003ca href=\"https://www.kqed.org/news/11730990/new-bill-would-create-a-regional-housing-government-for-the-bay-area\" target=\"_blank\" rel=\"noopener noreferrer\">AB 1487,\u003c/a> for instance, would authorize a new regional housing agency to levy taxes, issue debt and impose zoning standards in the Bay Area.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"tag":"casa","label":"Coverage of CASA "},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>For many in the Bay Area's smaller suburbs, CASA is a looming bulldozer to the local control they've exercised for decades on the whether, what and how of residential development.\u003c/p>\n\u003cp>Local control advocates decry the \u003ca href=\"https://www.kqed.org/forum/2010101869236/major-housing-plan-gets-approval-from-mtc-association-of-bay-area-governments\" target=\"_blank\" rel=\"noopener noreferrer\">smaller footprint\u003c/a> smaller cities have on the committee that came up with CASA. But the unspoken fear for local politicians is they will be held accountable at the ballot box for locally unpopular housing policies they are forced to enact.\u003c/p>\n\u003cp>Still, there's little doubt the big cities can't go it alone. Even in \"go go go\" San Jose and Oakland, \u003ca href=\"https://www.mercurynews.com/2019/03/20/why-wont-developers-build-housing-in-this-bay-area-city/\" target=\"_blank\" rel=\"noopener noreferrer\">city officials acknowledge\u003c/a> residential housing developers and their financial backers are failing to meet targets for what Liccardo calls \"shovels in the ground,\" especially for affordable unit construction.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We've got 99 cities and towns in this Bay Area. And right now the three large cities — Oakland, San Francisco and San Jose — are leaning in hard on trying to get more housing built. We're not going to make progress with just three cities. We need everyone pushing together,\" he said.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11736561/san-jose-mayor-sam-liccardo-on-housing-and-suburban-resistance-to-building-more-of-it","authors":["251"],"programs":["news_72"],"categories":["news_1758","news_6266","news_8"],"tags":["news_3921","news_24869","news_4020","news_1775","news_20008","news_2986","news_347","news_2011","news_6413","news_353"],"featImg":"news_11736597","label":"news_72"}},"programsReducer":{"possible":{"id":"possible","title":"Possible","info":"Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.","airtime":"SUN 2pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.possible.fm/","meta":{"site":"news","source":"Possible"},"link":"/radio/program/possible","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/possible/id1677184070","spotify":"https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"}},"1a":{"id":"1a","title":"1A","info":"1A is home to the national conversation. 1A brings on great guests and frames the best debate in ways that make you think, share and engage.","airtime":"MON-THU 11pm-12am","imageSrc":"https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/1a.jpg","officialWebsiteLink":"https://the1a.org/","meta":{"site":"news","source":"npr"},"link":"/radio/program/1a","subscribe":{"npr":"https://rpb3r.app.goo.gl/RBrW","apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=1188724250&at=11l79Y&ct=nprdirectory","tuneIn":"https://tunein.com/radio/1A-p947376/","rss":"https://feeds.npr.org/510316/podcast.xml"}},"all-things-considered":{"id":"all-things-considered","title":"All Things Considered","info":"Every weekday, \u003cem>All Things Considered\u003c/em> hosts Robert Siegel, Audie Cornish, Ari Shapiro, and Kelly McEvers present the program's trademark mix of news, interviews, commentaries, reviews, and offbeat features. 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But is this once sleepy suburb ready for them?","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/American-Suburb-Podcast-Tile-703x703-1.jpg","officialWebsiteLink":"/news/series/american-suburb-podcast","meta":{"site":"news","source":"kqed","order":"13"},"link":"/news/series/american-suburb-podcast/","subscribe":{"npr":"https://rpb3r.app.goo.gl/RBrW","apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?mt=2&id=1287748328","tuneIn":"https://tunein.com/radio/American-Suburb-p1086805/","rss":"https://ww2.kqed.org/news/series/american-suburb-podcast/feed/podcast","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkMzMDExODgxNjA5"}},"baycurious":{"id":"baycurious","title":"Bay Curious","tagline":"Exploring the Bay Area, one question at a time","info":"KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Bay-Curious-Podcast-Tile-703x703-1.jpg","imageAlt":"\"KQED Bay Curious","officialWebsiteLink":"/news/series/baycurious","meta":{"site":"news","source":"kqed","order":"4"},"link":"/podcasts/baycurious","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/bay-curious/id1172473406","npr":"https://www.npr.org/podcasts/500557090/bay-curious","rss":"https://ww2.kqed.org/news/category/bay-curious-podcast/feed/podcast","google":"https://podcasts.google.com/feed/aHR0cHM6Ly93dzIua3FlZC5vcmcvbmV3cy9jYXRlZ29yeS9iYXktY3VyaW91cy1wb2RjYXN0L2ZlZWQvcG9kY2FzdA","stitcher":"https://www.stitcher.com/podcast/kqed/bay-curious","spotify":"https://open.spotify.com/show/6O76IdmhixfijmhTZLIJ8k"}},"bbc-world-service":{"id":"bbc-world-service","title":"BBC World Service","info":"The day's top stories from BBC News compiled twice daily in the week, once at weekends.","airtime":"MON-FRI 9pm-10pm, TUE-FRI 1am-2am","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/BBC-World-Service-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.bbc.co.uk/sounds/play/live:bbc_world_service","meta":{"site":"news","source":"BBC World Service"},"link":"/radio/program/bbc-world-service","subscribe":{"apple":"https://itunes.apple.com/us/podcast/global-news-podcast/id135067274?mt=2","tuneIn":"https://tunein.com/radio/BBC-World-Service-p455581/","rss":"https://podcasts.files.bbci.co.uk/p02nq0gn.rss"}},"code-switch-life-kit":{"id":"code-switch-life-kit","title":"Code Switch / Life Kit","info":"\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />","airtime":"SUN 9pm-10pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Code-Switch-Life-Kit-Podcast-Tile-360x360-1.jpg","meta":{"site":"radio","source":"npr"},"link":"/radio/program/code-switch-life-kit","subscribe":{"apple":"https://podcasts.apple.com/podcast/1112190608?mt=2&at=11l79Y&ct=nprdirectory","google":"https://podcasts.google.com/feed/aHR0cHM6Ly93d3cubnByLm9yZy9yc3MvcG9kY2FzdC5waHA_aWQ9NTEwMzEy","spotify":"https://open.spotify.com/show/3bExJ9JQpkwNhoHvaIIuyV","rss":"https://feeds.npr.org/510312/podcast.xml"}},"commonwealth-club":{"id":"commonwealth-club","title":"Commonwealth Club of California Podcast","info":"The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. 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