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"content": "\u003cp>Despite all the buzz about how ride services such as Uber and Lyft are \"revolutionizing\" urban transportation, very little data have been available to show just how they might be changing driving habits in the Bay Area or California.\u003c/p>\n\u003cp>How many people are ditching their cars and taking Lyft? How many transit riders are using Uber to get to and from a train or bus? Are some leaving transit altogether? Are ride services contributing to congestion, and how are they impacting the environment?\u003c/p>\n\u003cp>\"As a transportation policy person, right now I'm agnostic with these modes about whether they're quote 'good or bad' for the city,\" said Timothy Papandreou, director of innovation for the San Francisco Municipal Transportation Agency. \"Until we find out the data, we can't really have an opinion.\"\u003c/p>\n\u003cp>The questions have been difficult to answer, in part because the companies have been reluctant to share data, even with local government agencies, fearing detailed information could be made public and reveal trade secrets.\u003c/p>\n\u003cp>Last month, the California Public Utilities Commission \u003ca href=\"http://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft\">released a tiny snapshot\u003c/a> of the data the companies are required to submit to regulators, but it was hard to draw any conclusions because the data were so vague.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>All this might be about to change, however, now that Uber and Lyft have agreed to take part in \u003ca href=\"http://switchboard.nrdc.org/blogs/aeaken/nrdc_urban_solutions_to_lead_f.html\">a first-of-its-kind study\u003c/a> by UC Berkeley's Transportation Sustainability Research Center and the Natural Resources Defense Council.\u003c/p>\n\u003cp>SFMTA officials are also conducting their own local survey, and ride-service companies say they are starting to work with some government planning agencies to at least hand over some data in a form they're comfortable with.\u003c/p>\n\u003cp>Lyft's director of transportation, Emily Castor, has pointed out that more than data are needed to understand how ride services might be changing travel habits.\u003c/p>\n\u003cp>\"To really understand how our platform affects vehicle miles traveled, or greenhouse gas emissions, you need a comprehensive picture that actually exceeds the scope of Lyft data. You need to know what other kinds of transportation behavior people are engaging in,\" said Castor.\u003c/p>\n\u003cp>The UC Berkeley/NRDC study will be led by Susan Shaheen, a professor and noted transportation expert at Cal, and Amanda Eaken, the NRDC's deputy director of urban solutions and sustainable communities.\u003c/p>\n\u003cp>Eaken said the study is needed not only to test theories about how ride services are affecting the transportation sector, but also to advise cities and states about how to regulate and respond to these new companies.\u003c/p>\n\u003cp>What is particularly groundbreaking about the study, said Eaken, is that Uber and Lyft have agreed to turn over data, as well as embark on user surveys that ask questions like: What would you have done if Uber and Lyft were not available? Eaken stresses that the companies will have no editorial control over the results and are not providing any funding.\u003c/p>\n\u003cp>\"The core of our research that we're really trying to get at is what modes are people leaving in order to use these [ride services],\" said Eaken. \"Maybe it's that it's more annoying to sit in traffic yourself and then have to circle for parking. We don't know, but what we do know is that there's a lot of dissatisfaction with the current transportation system.\"\u003c/p>\n\u003cp>The SFMTA's Papandreou is particularly interested in the number of trips in San Francisco, or basically a sample of how many people start and end trips by Zip code and their lengths. He also wants to know \u003cspan style=\"line-height: 1.5\">how many people are using carpool services like UberPool and LyftLine. Uber says more than 50 percent of its riders in San Francisco use UberPool.\u003c/span>\u003c/p>\n\u003cp>\"My personal goal is to see them integrated into the transport system and then become that option of first-last mile trip from longer travel transit or longer-travel higher-occupancy carpooling,\" said Papandreou.\u003c/p>\n\u003cp>More people in carpools mean fewer cars on the road. But, he said, \"if they're really just an on-demand taxi service, then it hasn't helped the situation.\" The SFMTA is currently conducting a survey of 1,000 San Franciscans that it hopes will paint a better picture of how ride services are being used.\u003c/p>\n\u003cp>Overall, the transportation network companies still amount to less than 1 percent of all transportation modes in San Francisco, similar to taxis, according to the SFMTA. But \u003ca href=\"http://sf.streetsblog.org/2015/02/03/new-data-shows-most-trips-in-sf-are-made-without-a-private-automobile/\" target=\"_blank\">more people are getting around without private automobiles\u003c/a>.\u003c/p>\n\u003cp>The study by UC Berkeley and NRDC will focus on cities with ride-service pools, \u003ca href=\"http://www.newsweek.com/uber-environmental-impact-nrdc-berkeley-395714\">according to Newsweek\u003c/a>, and include San Francisco, Los Angeles, Washington, D.C., and New York.\u003c/p>\n\u003cp>New York City officials, according to a \u003ca href=\"http://www.wsj.com/articles/new-york-city-report-to-blame-uber-other-services-for-congestion-1449087461\" target=\"_blank\">Wall Street Journal report\u003c/a>, are expected to release their own study soon on how ride services are impacting congestion in Manhattan. Mayor Bill de Blasio had attempted to put a cap on ride-service vehicles, but backed down after Uber led a\u003ca href=\"http://www.slate.com/articles/business/moneybox/2015/11/uber_won_new_york_city_it_only_took_five_years.html\" target=\"_blank\"> relentless campaign to defeat it.\u003c/a>\u003c/p>\n\u003cp>In San Francisco, taxi drivers claim they have seen more congestion as a result of ride-service drivers. Transportation officials say they are actually seeing a decline in vehicle miles traveled, but how ride services are influencing that remains an open question.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Eaken said her team hopes to release the results of the study sometime next fall.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Despite all the buzz about how ride services such as Uber and Lyft are \"revolutionizing\" urban transportation, very little data have been available to show just how they might be changing driving habits in the Bay Area or California.\u003c/p>\n\u003cp>How many people are ditching their cars and taking Lyft? How many transit riders are using Uber to get to and from a train or bus? Are some leaving transit altogether? Are ride services contributing to congestion, and how are they impacting the environment?\u003c/p>\n\u003cp>\"As a transportation policy person, right now I'm agnostic with these modes about whether they're quote 'good or bad' for the city,\" said Timothy Papandreou, director of innovation for the San Francisco Municipal Transportation Agency. \"Until we find out the data, we can't really have an opinion.\"\u003c/p>\n\u003cp>The questions have been difficult to answer, in part because the companies have been reluctant to share data, even with local government agencies, fearing detailed information could be made public and reveal trade secrets.\u003c/p>\n\u003cp>Last month, the California Public Utilities Commission \u003ca href=\"http://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft\">released a tiny snapshot\u003c/a> of the data the companies are required to submit to regulators, but it was hard to draw any conclusions because the data were so vague.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>All this might be about to change, however, now that Uber and Lyft have agreed to take part in \u003ca href=\"http://switchboard.nrdc.org/blogs/aeaken/nrdc_urban_solutions_to_lead_f.html\">a first-of-its-kind study\u003c/a> by UC Berkeley's Transportation Sustainability Research Center and the Natural Resources Defense Council.\u003c/p>\n\u003cp>SFMTA officials are also conducting their own local survey, and ride-service companies say they are starting to work with some government planning agencies to at least hand over some data in a form they're comfortable with.\u003c/p>\n\u003cp>Lyft's director of transportation, Emily Castor, has pointed out that more than data are needed to understand how ride services might be changing travel habits.\u003c/p>\n\u003cp>\"To really understand how our platform affects vehicle miles traveled, or greenhouse gas emissions, you need a comprehensive picture that actually exceeds the scope of Lyft data. You need to know what other kinds of transportation behavior people are engaging in,\" said Castor.\u003c/p>\n\u003cp>The UC Berkeley/NRDC study will be led by Susan Shaheen, a professor and noted transportation expert at Cal, and Amanda Eaken, the NRDC's deputy director of urban solutions and sustainable communities.\u003c/p>\n\u003cp>Eaken said the study is needed not only to test theories about how ride services are affecting the transportation sector, but also to advise cities and states about how to regulate and respond to these new companies.\u003c/p>\n\u003cp>What is particularly groundbreaking about the study, said Eaken, is that Uber and Lyft have agreed to turn over data, as well as embark on user surveys that ask questions like: What would you have done if Uber and Lyft were not available? Eaken stresses that the companies will have no editorial control over the results and are not providing any funding.\u003c/p>\n\u003cp>\"The core of our research that we're really trying to get at is what modes are people leaving in order to use these [ride services],\" said Eaken. \"Maybe it's that it's more annoying to sit in traffic yourself and then have to circle for parking. We don't know, but what we do know is that there's a lot of dissatisfaction with the current transportation system.\"\u003c/p>\n\u003cp>The SFMTA's Papandreou is particularly interested in the number of trips in San Francisco, or basically a sample of how many people start and end trips by Zip code and their lengths. He also wants to know \u003cspan style=\"line-height: 1.5\">how many people are using carpool services like UberPool and LyftLine. Uber says more than 50 percent of its riders in San Francisco use UberPool.\u003c/span>\u003c/p>\n\u003cp>\"My personal goal is to see them integrated into the transport system and then become that option of first-last mile trip from longer travel transit or longer-travel higher-occupancy carpooling,\" said Papandreou.\u003c/p>\n\u003cp>More people in carpools mean fewer cars on the road. But, he said, \"if they're really just an on-demand taxi service, then it hasn't helped the situation.\" The SFMTA is currently conducting a survey of 1,000 San Franciscans that it hopes will paint a better picture of how ride services are being used.\u003c/p>\n\u003cp>Overall, the transportation network companies still amount to less than 1 percent of all transportation modes in San Francisco, similar to taxis, according to the SFMTA. But \u003ca href=\"http://sf.streetsblog.org/2015/02/03/new-data-shows-most-trips-in-sf-are-made-without-a-private-automobile/\" target=\"_blank\">more people are getting around without private automobiles\u003c/a>.\u003c/p>\n\u003cp>The study by UC Berkeley and NRDC will focus on cities with ride-service pools, \u003ca href=\"http://www.newsweek.com/uber-environmental-impact-nrdc-berkeley-395714\">according to Newsweek\u003c/a>, and include San Francisco, Los Angeles, Washington, D.C., and New York.\u003c/p>\n\u003cp>New York City officials, according to a \u003ca href=\"http://www.wsj.com/articles/new-york-city-report-to-blame-uber-other-services-for-congestion-1449087461\" target=\"_blank\">Wall Street Journal report\u003c/a>, are expected to release their own study soon on how ride services are impacting congestion in Manhattan. Mayor Bill de Blasio had attempted to put a cap on ride-service vehicles, but backed down after Uber led a\u003ca href=\"http://www.slate.com/articles/business/moneybox/2015/11/uber_won_new_york_city_it_only_took_five_years.html\" target=\"_blank\"> relentless campaign to defeat it.\u003c/a>\u003c/p>\n\u003cp>In San Francisco, taxi drivers claim they have seen more congestion as a result of ride-service drivers. Transportation officials say they are actually seeing a decline in vehicle miles traveled, but how ride services are influencing that remains an open question.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Eaken said her team hopes to release the results of the study sometime next fall.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco to End Most Towing Fees for Victims of Car Theft",
"title": "San Francisco to End Most Towing Fees for Victims of Car Theft",
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"content": "\u003cp>Victims of car theft in San Francisco have complained for years about the sky-high fees the city charges to get their cars back.\u003c/p>\n\u003cp>Those who have suffered the indignity of having their rides ripped off have faced a series of expensive hassles if police happen to find their cars. Typically, officers will order the vehicle towed from wherever its found if the owner fails to arrive at the scene within 20 minutes. That tow costs the owner a $225.25 fee for the city's contractor to haul the car to an impound lot near the Hall of Justice at Seventh and Bryant streets.\u003c/p>\n\u003cp>If owners don't pick up their stolen-and-now-towed vehicles within four hours, then they start racking up storage fees. That's $68.25 a day.\u003c/p>\n\u003cp>It's been even worse for nonresidents who have the misfortune to have cars recovered and towed in San Francisco. The city hits them with an extra $269 in fees.\u003c/p>\n\u003cp>All that is changing Tuesday.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which sets the towing and storage fees, has decreed an end to most tow fees on stolen cars. Nonresidents will still face a $133 administrative fee to pick up their stolen cars.\u003c/p>\n\u003cp>The SFMTA is also extending the grace period for owners to pick up their cars from the city impound lot. San Francisco residents will get 48 hours to retrieve their cars before storage fees kick in; nonresidents will get 24 hours.\u003c/p>\n\u003cp>The only caveat: A police report must be filed with and verified by the Police Department in order to get towing fees waived.\u003c/p>\n\u003cp>Robert Lyles, an SFMTA spokesman, said the agency took into account public complaints and reconsidered the fees in November during its review of a new contract with AutoReturn, the company that manages tows in San Francisco.\u003c/p>\n\u003cp>One of those who was unhappy with the fees was San Francisco resident Ian Monroe, a climate and energy lecturer at Stanford.\u003c/p>\n\u003cp>He paid more than $800 in towing and storage fees after his battered Honda Civic was stolen twice in the city. Monroe was featured on a KQED Bay Curious story -- \u003ca href=\"http://ww2.kqed.org/news/2015/06/02/why-is-towing-so-expensive-in-san-francisco\" target=\"_blank\">Why is Towing So Expensive in San Francisco?\u003c/a> -- that explored the reasons the city charges more for towing than New York, Chicago, Los Angeles, San Jose and Oakland -- and most other big towns.\u003c/p>\n\u003cp>“This is fantastic news,\" Monroe said of the SFMTA's new fee schedule. \"I'm really glad that drivers in San Francisco won't have to go through what I went through. But I do wish that change was made 10 years ago.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Below: San Francisco's new fee schedules for stolen cars that are found and towed:\u003c/p>\n\u003ctable>\n\u003ctbody>\n\u003ctr>\n\u003ctd rowspan=\"2\" width=\"204\">\u003cstrong>\u003cu>Type of Fee\u003c/u>\u003c/strong>\u003c/td>\n\u003ctd colspan=\"2\" width=\"234\">\u003cstrong>\u003cu>Old Policy\u003c/u>\u003c/strong>\u003c/td>\n\u003ctd colspan=\"2\" width=\"234\">\u003cstrong>\u003cu>New Policy,\u003c/u>\u003cbr>\nas of Dec. 1, 2015\u003c/strong>\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"109\">\u003cu>S.F. Residents\u003c/u>\u003c/td>\n\u003ctd width=\"124\">\u003cu>Nonresidents\u003c/u>\u003c/td>\n\u003ctd width=\"108\">\u003cu>S.F. Residents\u003c/u>\u003c/td>\n\u003ctd width=\"126\">\u003cu>Nonresidents\u003c/u>\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"204\">SFMTA Administrative Tow Fee ($266.00)\u003c/td>\n\u003ctd width=\"109\">Waived\u003c/td>\n\u003ctd width=\"124\">No waiver\u003c/td>\n\u003ctd width=\"108\">Waived\u003c/td>\n\u003ctd width=\"126\">50% waived\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"204\">SFMTA Administrative Storage Fee ($3.00)\u003c/td>\n\u003ctd width=\"109\">Waived\u003c/td>\n\u003ctd width=\"124\">No waiver\u003c/td>\n\u003ctd width=\"108\">Waived\u003c/td>\n\u003ctd width=\"126\">Waived\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"204\">Contractor’s Tow Fee (S225.75)\u003c/td>\n\u003ctd width=\"109\">No Waiver\u003c/td>\n\u003ctd width=\"124\">No Waiver\u003c/td>\n\u003ctd width=\"108\">Waived\u003c/td>\n\u003ctd width=\"126\">Waived\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"204\">Contractor’s Storage Fee ($68.25)\u003c/td>\n\u003ctd width=\"109\">4-hour grace period before storage fees begin to accrue\u003c/td>\n\u003ctd width=\"124\">4-hour grace period before storage fees begin to accrue\u003c/td>\n\u003ctd width=\"108\">48-hour grace period before storage fees begin to accrue\u003c/td>\n\u003ctd width=\"126\">24-hour grace period before storage fees begin to accrue\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd colspan=\"3\">\u003csmall>\u003cem>Source: San Francisco Municipal Transportation Agency\u003c/em>\u003c/small>\u003c/td>\n\u003c/tr>\n\u003c/tbody>\n\u003c/table>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Victims of car theft in San Francisco have complained for years about the sky-high fees the city charges to get their cars back.\u003c/p>\n\u003cp>Those who have suffered the indignity of having their rides ripped off have faced a series of expensive hassles if police happen to find their cars. Typically, officers will order the vehicle towed from wherever its found if the owner fails to arrive at the scene within 20 minutes. That tow costs the owner a $225.25 fee for the city's contractor to haul the car to an impound lot near the Hall of Justice at Seventh and Bryant streets.\u003c/p>\n\u003cp>If owners don't pick up their stolen-and-now-towed vehicles within four hours, then they start racking up storage fees. That's $68.25 a day.\u003c/p>\n\u003cp>It's been even worse for nonresidents who have the misfortune to have cars recovered and towed in San Francisco. The city hits them with an extra $269 in fees.\u003c/p>\n\u003cp>All that is changing Tuesday.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which sets the towing and storage fees, has decreed an end to most tow fees on stolen cars. Nonresidents will still face a $133 administrative fee to pick up their stolen cars.\u003c/p>\n\u003cp>The SFMTA is also extending the grace period for owners to pick up their cars from the city impound lot. San Francisco residents will get 48 hours to retrieve their cars before storage fees kick in; nonresidents will get 24 hours.\u003c/p>\n\u003cp>The only caveat: A police report must be filed with and verified by the Police Department in order to get towing fees waived.\u003c/p>\n\u003cp>Robert Lyles, an SFMTA spokesman, said the agency took into account public complaints and reconsidered the fees in November during its review of a new contract with AutoReturn, the company that manages tows in San Francisco.\u003c/p>\n\u003cp>One of those who was unhappy with the fees was San Francisco resident Ian Monroe, a climate and energy lecturer at Stanford.\u003c/p>\n\u003cp>He paid more than $800 in towing and storage fees after his battered Honda Civic was stolen twice in the city. Monroe was featured on a KQED Bay Curious story -- \u003ca href=\"http://ww2.kqed.org/news/2015/06/02/why-is-towing-so-expensive-in-san-francisco\" target=\"_blank\">Why is Towing So Expensive in San Francisco?\u003c/a> -- that explored the reasons the city charges more for towing than New York, Chicago, Los Angeles, San Jose and Oakland -- and most other big towns.\u003c/p>\n\u003cp>“This is fantastic news,\" Monroe said of the SFMTA's new fee schedule. \"I'm really glad that drivers in San Francisco won't have to go through what I went through. But I do wish that change was made 10 years ago.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Below: San Francisco's new fee schedules for stolen cars that are found and towed:\u003c/p>\n\u003ctable>\n\u003ctbody>\n\u003ctr>\n\u003ctd rowspan=\"2\" width=\"204\">\u003cstrong>\u003cu>Type of Fee\u003c/u>\u003c/strong>\u003c/td>\n\u003ctd colspan=\"2\" width=\"234\">\u003cstrong>\u003cu>Old Policy\u003c/u>\u003c/strong>\u003c/td>\n\u003ctd colspan=\"2\" width=\"234\">\u003cstrong>\u003cu>New Policy,\u003c/u>\u003cbr>\nas of Dec. 1, 2015\u003c/strong>\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"109\">\u003cu>S.F. Residents\u003c/u>\u003c/td>\n\u003ctd width=\"124\">\u003cu>Nonresidents\u003c/u>\u003c/td>\n\u003ctd width=\"108\">\u003cu>S.F. Residents\u003c/u>\u003c/td>\n\u003ctd width=\"126\">\u003cu>Nonresidents\u003c/u>\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"204\">SFMTA Administrative Tow Fee ($266.00)\u003c/td>\n\u003ctd width=\"109\">Waived\u003c/td>\n\u003ctd width=\"124\">No waiver\u003c/td>\n\u003ctd width=\"108\">Waived\u003c/td>\n\u003ctd width=\"126\">50% waived\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"204\">SFMTA Administrative Storage Fee ($3.00)\u003c/td>\n\u003ctd width=\"109\">Waived\u003c/td>\n\u003ctd width=\"124\">No waiver\u003c/td>\n\u003ctd width=\"108\">Waived\u003c/td>\n\u003ctd width=\"126\">Waived\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"204\">Contractor’s Tow Fee (S225.75)\u003c/td>\n\u003ctd width=\"109\">No Waiver\u003c/td>\n\u003ctd width=\"124\">No Waiver\u003c/td>\n\u003ctd width=\"108\">Waived\u003c/td>\n\u003ctd width=\"126\">Waived\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"204\">Contractor’s Storage Fee ($68.25)\u003c/td>\n\u003ctd width=\"109\">4-hour grace period before storage fees begin to accrue\u003c/td>\n\u003ctd width=\"124\">4-hour grace period before storage fees begin to accrue\u003c/td>\n\u003ctd width=\"108\">48-hour grace period before storage fees begin to accrue\u003c/td>\n\u003ctd width=\"126\">24-hour grace period before storage fees begin to accrue\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd colspan=\"3\">\u003csmall>\u003cem>Source: San Francisco Municipal Transportation Agency\u003c/em>\u003c/small>\u003c/td>\n\u003c/tr>\n\u003c/tbody>\n\u003c/table>\n\n\u003c/div>\u003c/p>",
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"title": "With Rising Number of Highway Deaths, California Bucks National Trend",
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"content": "\u003cp>Federal highway safety data released Tuesday show the traffic death toll in California continues to trend upward even as the number of people who die on roads nationwide holds steady.\u003c/p>\n\u003cp>\u003ca href=\"http://www-nrd.nhtsa.dot.gov/Pubs/812219.pdf\" target=\"_blank\" rel=\"noopener\">The National Highway Traffic Safety Administration reported\u003c/a> that 32,675 people — vehicle drivers, their passengers, pedestrians and cyclists — died in collisions in 2014. On the one hand, that’s terrible, the equivalent of erasing the entire population of Menlo Park in the course of a year.\u003c/p>\n\u003cp>Another 2.3 million people were injured in crashes nationwide — equal to the combined population of San Jose, San Francisco and Oakland.\u003c/p>\n\u003cp>On the other hand, the 2014 death toll was down 44 deaths, or 0.1 percent of the total, from the year before. That’s part of a long-term trend that has seen the number of yearly road deaths decline from more than 50,000, a level exceeded 11 times between the mid-1960s and early ’80s, to a modern low of 32,479 in 2011.\u003c/p>\n\u003cp>NHTSA released a second set of statistics that the agency said is cause for concern: Preliminary data for the first six months of 2015 that show an 8.1 percent jump in deaths compared with the same period in 2014.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The federal safety agency said California’s death toll in motor-vehicle collisions last year was 3,074. That’s up 2.5 percent from the 2013 toll of 3,000 and was the fourth year in a row that vehicle-related fatalities have increased in the state. Overall, vehicle-involved fatalities in California have risen 13.2 percent since hitting a modern low of 2,715 in 2010.\u003c/p>\n\u003cp>California’s Highway Death Toll\u003c/p>\n\u003ctable width=\"400\" align=\"right\">\n\u003ctbody>\n\u003ctr>\n\u003ctd width=\"300\">\u003cstrong>Year\u003c/strong>\u003c/td>\n\u003ctd>\u003cstrong>Deaths\u003c/strong>\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2014\u003c/td>\n\u003ctd>3,074\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2013\u003c/td>\n\u003ctd>3,000\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2012\u003c/td>\n\u003ctd>2,857\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2011\u003c/td>\n\u003ctd>2,791\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2010\u003c/td>\n\u003ctd>2,715\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2009\u003c/td>\n\u003ctd>2,816\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2008\u003c/td>\n\u003ctd>3,434\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2007\u003c/td>\n\u003ctd>3,974\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2006\u003c/td>\n\u003ctd>4,236\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2005\u003c/td>\n\u003ctd>4,329\u003c/td>\n\u003c/tr>\n\u003c/tbody>\n\u003c/table>\n\u003cp>The state’s rate of deaths per 100 million vehicle miles traveled (VMT), a common measuring stick for traffic statistics, is rising, too, though it remains below the national rate. In 2013, the most recent year for which that data is available, the U.S. rate was 1.09 deaths per 100 million VMT; California’s rate was 0.94.\u003c/p>\n\u003cp>There’s no definitive answer for why California’s death toll is rising, says Chris Cochrane of the state \u003ca href=\"http://www.ots.ca.gov/\" target=\"_blank\" rel=\"noopener\">Office of Traffic Safety\u003c/a>. But he says one likely factor is the rise and fall and rise of the state’s economy.\u003c/p>\n\u003cp>In 2005, at the height of the boom/bubble that preceded the recession, the death toll from vehicle collisions stood at 4,329. The death toll declined throughout the ensuing recession. The 2010 low point of 2,715 — a decline of 37.2 percent over five years — coincided with the nadir of the state’s economy.\u003c/p>\n\u003cp>“Every time there’s been a recession in California, there’s been a decline in roadway fatalities,” Cochrane said. “It was the same this time. But there was a bigger recession, and a bigger decline in fatalities.”\u003c/p>\n\u003cp>Cochrane added that analysts don’t have enough data to tell how much of the increase in fatalities might be due to drivers’ use of smartphones.\u003c/p>\n\u003cp>“Everybody ‘knows’ — in quotes –that it’s a huge problem,” Cochrane said, with some investigators and analysts estimating that personal electronic devices are involved in 10 percent to 20 percent of crashes.\u003c/p>\n\u003cp>“It’s extremely hard to quantify because of the nature of the act itself,” he says. “If someone’s been drinking, you can measure that in their blood. If they’ve been speeding, there’s evidence of that. It’s harder to pin it on a cellphone,” he said, unless there’s a witness to a crash or a survivor who volunteers that information.\u003c/p>\n\u003cp>The federal statistics released Tuesday did not break out the number of pedestrians and bicyclists killed in California in collisions with motor vehicles in 2014. Nationwide, a total of 4,884 pedestrians and 726 cyclists lost their lives in such crashes.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>That compares to 4,735 pedestrians and 741 cyclists killed in vehicle crashes in 2013. The toll in California that year was 701 pedestrians and 141 cyclists.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Federal highway safety data released Tuesday show the traffic death toll in California continues to trend upward even as the number of people who die on roads nationwide holds steady.\u003c/p>\n\u003cp>\u003ca href=\"http://www-nrd.nhtsa.dot.gov/Pubs/812219.pdf\" target=\"_blank\" rel=\"noopener\">The National Highway Traffic Safety Administration reported\u003c/a> that 32,675 people — vehicle drivers, their passengers, pedestrians and cyclists — died in collisions in 2014. On the one hand, that’s terrible, the equivalent of erasing the entire population of Menlo Park in the course of a year.\u003c/p>\n\u003cp>Another 2.3 million people were injured in crashes nationwide — equal to the combined population of San Jose, San Francisco and Oakland.\u003c/p>\n\u003cp>On the other hand, the 2014 death toll was down 44 deaths, or 0.1 percent of the total, from the year before. That’s part of a long-term trend that has seen the number of yearly road deaths decline from more than 50,000, a level exceeded 11 times between the mid-1960s and early ’80s, to a modern low of 32,479 in 2011.\u003c/p>\n\u003cp>NHTSA released a second set of statistics that the agency said is cause for concern: Preliminary data for the first six months of 2015 that show an 8.1 percent jump in deaths compared with the same period in 2014.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The federal safety agency said California’s death toll in motor-vehicle collisions last year was 3,074. That’s up 2.5 percent from the 2013 toll of 3,000 and was the fourth year in a row that vehicle-related fatalities have increased in the state. Overall, vehicle-involved fatalities in California have risen 13.2 percent since hitting a modern low of 2,715 in 2010.\u003c/p>\n\u003cp>California’s Highway Death Toll\u003c/p>\n\u003ctable width=\"400\" align=\"right\">\n\u003ctbody>\n\u003ctr>\n\u003ctd width=\"300\">\u003cstrong>Year\u003c/strong>\u003c/td>\n\u003ctd>\u003cstrong>Deaths\u003c/strong>\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2014\u003c/td>\n\u003ctd>3,074\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2013\u003c/td>\n\u003ctd>3,000\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2012\u003c/td>\n\u003ctd>2,857\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2011\u003c/td>\n\u003ctd>2,791\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2010\u003c/td>\n\u003ctd>2,715\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2009\u003c/td>\n\u003ctd>2,816\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2008\u003c/td>\n\u003ctd>3,434\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2007\u003c/td>\n\u003ctd>3,974\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2006\u003c/td>\n\u003ctd>4,236\u003c/td>\n\u003c/tr>\n\u003ctr>\n\u003ctd width=\"300\">2005\u003c/td>\n\u003ctd>4,329\u003c/td>\n\u003c/tr>\n\u003c/tbody>\n\u003c/table>\n\u003cp>The state’s rate of deaths per 100 million vehicle miles traveled (VMT), a common measuring stick for traffic statistics, is rising, too, though it remains below the national rate. In 2013, the most recent year for which that data is available, the U.S. rate was 1.09 deaths per 100 million VMT; California’s rate was 0.94.\u003c/p>\n\u003cp>There’s no definitive answer for why California’s death toll is rising, says Chris Cochrane of the state \u003ca href=\"http://www.ots.ca.gov/\" target=\"_blank\" rel=\"noopener\">Office of Traffic Safety\u003c/a>. But he says one likely factor is the rise and fall and rise of the state’s economy.\u003c/p>\n\u003cp>In 2005, at the height of the boom/bubble that preceded the recession, the death toll from vehicle collisions stood at 4,329. The death toll declined throughout the ensuing recession. The 2010 low point of 2,715 — a decline of 37.2 percent over five years — coincided with the nadir of the state’s economy.\u003c/p>\n\u003cp>“Every time there’s been a recession in California, there’s been a decline in roadway fatalities,” Cochrane said. “It was the same this time. But there was a bigger recession, and a bigger decline in fatalities.”\u003c/p>\n\u003cp>Cochrane added that analysts don’t have enough data to tell how much of the increase in fatalities might be due to drivers’ use of smartphones.\u003c/p>\n\u003cp>“Everybody ‘knows’ — in quotes –that it’s a huge problem,” Cochrane said, with some investigators and analysts estimating that personal electronic devices are involved in 10 percent to 20 percent of crashes.\u003c/p>\n\u003cp>“It’s extremely hard to quantify because of the nature of the act itself,” he says. “If someone’s been drinking, you can measure that in their blood. If they’ve been speeding, there’s evidence of that. It’s harder to pin it on a cellphone,” he said, unless there’s a witness to a crash or a survivor who volunteers that information.\u003c/p>\n\u003cp>The federal statistics released Tuesday did not break out the number of pedestrians and bicyclists killed in California in collisions with motor vehicles in 2014. Nationwide, a total of 4,884 pedestrians and 726 cyclists lost their lives in such crashes.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>That compares to 4,735 pedestrians and 741 cyclists killed in vehicle crashes in 2013. The toll in California that year was 701 pedestrians and 141 cyclists.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "A Real Rideshare: Former Taxi Driver Loves to Give People Free Rides",
"title": "A Real Rideshare: Former Taxi Driver Loves to Give People Free Rides",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>When Uber and Lyft first came on the scene, we called them \"rideshares.\" That does not make any sense. You don’t “share” a ride with Uber or Lyft. You pay for one.\u003c/p>\n\u003cp>The Associated Press now flat-out tells reporters not to use the term \"rideshare\" for these companies. Instead, it says they should be called “ride-hailing” services.\u003c/p>\n\u003cp>So, if you want to truly share a ride in San Francisco, you can't do it with Lyft or Uber. But there is one option: Jeff Steeno.\u003c/p>\n\u003cp>It’s easy to ride with Steeno. First, you don’t need any money. It’s totally free. You don’t need an app or a smartphone. There’s no number to call. You don’t even have to flag him down. Just yell when you see him coming.\u003c/p>\n\u003caside class=\"pullquote alignright\">'What passengers usually do is just yell out, 'free ride.' I love that. I think of like Free Bird.' \u003ccite>Jeff Steeno\u003c/cite>\u003c/aside>\n\u003cp>Steeno says, “What passengers usually do is just yell out 'free ride.' I love that. I think of like Free Bird. It always makes me think of that.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>If Steeno is going your way, and doesn’t have to pick up his kid at soccer practice, he will give you a lift.\u003c/p>\n\u003cp>You can’t miss Steeno on the road or in person. He has long, white unruly hair and a psychedelic tattoo on his forearm that says \"Happy Everyday.\" His old Mercedes has a DIY paint job — bright colored streaks and a big yellow smiley face. On the side it says “a free ride is just a free ride.”\u003c/p>\n\u003cfigure id=\"attachment_10735796\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Smiles.jpg\">\u003cimg class=\"wp-image-10735796 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Smiles-800x600.jpg\" alt=\"Steeno and his son painted his old car\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Steeno and his son painted his old car. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>I’m catching a ride with Steeno to the beach. We’re going at a relaxed, undetermined speed. Really, I have no idea how fast we are going, nor does Steeno. His speedometer doesn’t work. Neither does his odometer. It stopped somewhere around 200,000 miles.\u003c/p>\n\u003cp>On the dashboard, Steeno has glued all kinds of keepsakes -- rocks, a waving Hello Kitty, cacti. If we do happen to get into an accident, you'll definitely feel it, he says, with a laugh.\u003c/p>\n\u003cfigure id=\"attachment_10735839\" class=\"wp-caption alignright\" style=\"max-width: 371px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Cactus-Dash.jpg\">\u003cimg class=\"wp-image-10735839\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Cactus-Dash-800x600.jpg\" alt=\"Steeno has glued keepsakes to his dashboard, including cacti where there would normally be an airbag. Ouch.\" width=\"371\" height=\"278\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-960x720.jpg 960w\" sizes=\"(max-width: 371px) 100vw, 371px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Steeno has glued keepsakes to his dashboard, including cacti where there would normally be an airbag. Ouch. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Steeno used to give rides in a better-maintained car. He was a taxi driver for a couple of years. That’s when he started giving free rides -- one a day to a random passenger.\u003c/p>\n\u003cp>“Usually it would be some old lady in the middle of a night with a kid going to the emergency room,” Steeno says, “or somebody I just thought was super interesting.”\u003c/p>\n\u003cp>Steeno now teaches at a middle school. He says he gives free rides so he can keep meeting people and hearing stories. His first free-ride passenger did not disappoint.\u003c/p>\n\u003cp>Steeno says, “He's like, 'Well, before we go I need to tell you something.' He said, 'I am a son of Satan.' \" That did not faze Steeno. “So I just said, 'OK, I am going to Sixteenth and Potrero. Is that OK?' He says, 'Yeah, that's fine.' ”\u003c/p>\n\u003cp>To get a ride, some people write notes on Steeno’s car. Literally, on his car.\u003c/p>\n\u003cp>Steeno says, “I was sitting at the coffee shop across the street, and I see this guy walk over to the car. He looked like a real skinny version of Johnny Cash, from the back, you know long black coat and a guitar over his shoulder. And he's writing on the car in ballpoint pen, saying, 'Hey I need a free ride to Boulder or Berkeley.' ”\u003c/p>\n\u003cp>For the record, Steeno does not do out-of-state rides. But he might drive you across the Bay to Berkeley.\u003c/p>\n\u003caside class=\"pullquote alignright\">'Nobody has ever looked at the car and frowned.' \u003ccite>Jeff Steeno\u003c/cite>\u003c/aside>\n\u003cp>Steeno says this whole thing is about more than giving people a free ride -- he’s had only a few dozen passengers in the last couple years. But he has connected with all kinds of people who see his car and its message.\u003c/p>\n\u003cp>Steeno says, “Nobody has ever looked at the car and frowned. Everybody smiles, they take a picture. Even people driving in a car will pull up next to me, roll down the window and say, 'Hey, can I have a free ride? And I'm like, 'Dude, you're in a car.' ”\u003c/p>\n\u003cp>One thing Steeno will not tolerate during a free ride is payment. It's against the rules, but Steeno says everyone still tries to give him something.\u003c/p>\n\u003caside class=\"pullquote alignleft\">'People aren’t used to the idea, or don't get the idea that something is free.' \u003ccite>Jeff Steeno\u003c/cite>\u003c/aside>\n\u003cp>Steeno says, “They offer money, they offer marijuana, if they're eating something they'll give you half of it. People aren’t used to the idea, or don't get the idea that something is free.”\u003c/p>\n\u003cp>Steeno is thinking about setting up a Facebook page so he can share his ride with more people.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Until then, he says, “If you see me in this big old Mercedes, just ask for a ride and I'll say yes.\"\u003c/p>\n\u003cfigure id=\"attachment_10735798\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Steeno-in-car.jpg\">\u003cimg class=\"wp-image-10735798 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Steeno-in-car-800x600.jpg\" alt=\"Sometimes a free ride really is just a free ride.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Sometimes a free ride really is just a free ride. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n",
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"excerpt": "One San Francisco man offers lifts in his Mercedes to anyone who yells out his name as he's driving by.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>When Uber and Lyft first came on the scene, we called them \"rideshares.\" That does not make any sense. You don’t “share” a ride with Uber or Lyft. You pay for one.\u003c/p>\n\u003cp>The Associated Press now flat-out tells reporters not to use the term \"rideshare\" for these companies. Instead, it says they should be called “ride-hailing” services.\u003c/p>\n\u003cp>So, if you want to truly share a ride in San Francisco, you can't do it with Lyft or Uber. But there is one option: Jeff Steeno.\u003c/p>\n\u003cp>It’s easy to ride with Steeno. First, you don’t need any money. It’s totally free. You don’t need an app or a smartphone. There’s no number to call. You don’t even have to flag him down. Just yell when you see him coming.\u003c/p>\n\u003caside class=\"pullquote alignright\">'What passengers usually do is just yell out, 'free ride.' I love that. I think of like Free Bird.' \u003ccite>Jeff Steeno\u003c/cite>\u003c/aside>\n\u003cp>Steeno says, “What passengers usually do is just yell out 'free ride.' I love that. I think of like Free Bird. It always makes me think of that.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>If Steeno is going your way, and doesn’t have to pick up his kid at soccer practice, he will give you a lift.\u003c/p>\n\u003cp>You can’t miss Steeno on the road or in person. He has long, white unruly hair and a psychedelic tattoo on his forearm that says \"Happy Everyday.\" His old Mercedes has a DIY paint job — bright colored streaks and a big yellow smiley face. On the side it says “a free ride is just a free ride.”\u003c/p>\n\u003cfigure id=\"attachment_10735796\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Smiles.jpg\">\u003cimg class=\"wp-image-10735796 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Smiles-800x600.jpg\" alt=\"Steeno and his son painted his old car\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Smiles-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Steeno and his son painted his old car. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>I’m catching a ride with Steeno to the beach. We’re going at a relaxed, undetermined speed. Really, I have no idea how fast we are going, nor does Steeno. His speedometer doesn’t work. Neither does his odometer. It stopped somewhere around 200,000 miles.\u003c/p>\n\u003cp>On the dashboard, Steeno has glued all kinds of keepsakes -- rocks, a waving Hello Kitty, cacti. If we do happen to get into an accident, you'll definitely feel it, he says, with a laugh.\u003c/p>\n\u003cfigure id=\"attachment_10735839\" class=\"wp-caption alignright\" style=\"max-width: 371px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Cactus-Dash.jpg\">\u003cimg class=\"wp-image-10735839\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Cactus-Dash-800x600.jpg\" alt=\"Steeno has glued keepsakes to his dashboard, including cacti where there would normally be an airbag. Ouch.\" width=\"371\" height=\"278\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Cactus-Dash-960x720.jpg 960w\" sizes=\"(max-width: 371px) 100vw, 371px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Steeno has glued keepsakes to his dashboard, including cacti where there would normally be an airbag. Ouch. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Steeno used to give rides in a better-maintained car. He was a taxi driver for a couple of years. That’s when he started giving free rides -- one a day to a random passenger.\u003c/p>\n\u003cp>“Usually it would be some old lady in the middle of a night with a kid going to the emergency room,” Steeno says, “or somebody I just thought was super interesting.”\u003c/p>\n\u003cp>Steeno now teaches at a middle school. He says he gives free rides so he can keep meeting people and hearing stories. His first free-ride passenger did not disappoint.\u003c/p>\n\u003cp>Steeno says, “He's like, 'Well, before we go I need to tell you something.' He said, 'I am a son of Satan.' \" That did not faze Steeno. “So I just said, 'OK, I am going to Sixteenth and Potrero. Is that OK?' He says, 'Yeah, that's fine.' ”\u003c/p>\n\u003cp>To get a ride, some people write notes on Steeno’s car. Literally, on his car.\u003c/p>\n\u003cp>Steeno says, “I was sitting at the coffee shop across the street, and I see this guy walk over to the car. He looked like a real skinny version of Johnny Cash, from the back, you know long black coat and a guitar over his shoulder. And he's writing on the car in ballpoint pen, saying, 'Hey I need a free ride to Boulder or Berkeley.' ”\u003c/p>\n\u003cp>For the record, Steeno does not do out-of-state rides. But he might drive you across the Bay to Berkeley.\u003c/p>\n\u003caside class=\"pullquote alignright\">'Nobody has ever looked at the car and frowned.' \u003ccite>Jeff Steeno\u003c/cite>\u003c/aside>\n\u003cp>Steeno says this whole thing is about more than giving people a free ride -- he’s had only a few dozen passengers in the last couple years. But he has connected with all kinds of people who see his car and its message.\u003c/p>\n\u003cp>Steeno says, “Nobody has ever looked at the car and frowned. Everybody smiles, they take a picture. Even people driving in a car will pull up next to me, roll down the window and say, 'Hey, can I have a free ride? And I'm like, 'Dude, you're in a car.' ”\u003c/p>\n\u003cp>One thing Steeno will not tolerate during a free ride is payment. It's against the rules, but Steeno says everyone still tries to give him something.\u003c/p>\n\u003caside class=\"pullquote alignleft\">'People aren’t used to the idea, or don't get the idea that something is free.' \u003ccite>Jeff Steeno\u003c/cite>\u003c/aside>\n\u003cp>Steeno says, “They offer money, they offer marijuana, if they're eating something they'll give you half of it. People aren’t used to the idea, or don't get the idea that something is free.”\u003c/p>\n\u003cp>Steeno is thinking about setting up a Facebook page so he can share his ride with more people.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Until then, he says, “If you see me in this big old Mercedes, just ask for a ride and I'll say yes.\"\u003c/p>\n\u003cfigure id=\"attachment_10735798\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Steeno-in-car.jpg\">\u003cimg class=\"wp-image-10735798 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Steeno-in-car-800x600.jpg\" alt=\"Sometimes a free ride really is just a free ride.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Steeno-in-car-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Sometimes a free ride really is just a free ride. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Tesla Recalling All Model S Sedans for Seat Belt Issue",
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"content": "\u003cp>Tesla Motors is recalling its entire fleet of Model S sedans to check their front seat belts after one passenger's seat belt became disconnected.\u003c/p>\n\u003cp>The recall — the company's largest ever — involves 90,000 cars worldwide. Tesla sent an email Friday to affected customers.\u003cbr>\nTesla's other vehicles, the Model X SUV and the Roadster, aren't affected. Seat belts in the back seat of the Model S also aren't affected.\u003c/p>\n\u003cp>About two weeks ago, Tesla said, a customer in Europe reported that her seat belt disconnected when she turned to talk to rear passengers. The woman was not injured and her car has been repaired.\u003c/p>\n\u003cp>Palo Alto, California-based Tesla believes the seat belt anchors weren't properly bolted together in that case. The company has inspected 3,000 other Model S sedans and hasn't found a problem, but it wants to inspect all seat belts to make sure.\u003c/p>\n\u003cp>Tesla owners are being asked to schedule a visit to a Tesla service center for an inspection. Around 83 percent of Tesla owners are within a 25-minute drive of the company's 125 service centers worldwide, the company said. Tesla may send mobile teams to customers who are far from a service center.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Tesla has recalled the Model S several times before. Most recently, in January 2014, it updated some cars' software to prevent connector adapters from overheating while the car is charging. But this is Tesla's largest recall to date.\u003c/p>\n\u003cp>Tesla stressed that the recall was voluntary and not requested by federal regulators. The company said it has informed government agencies in the U.S., Europe, China and elsewhere.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Tesla said the recall wasn't expected to have a material impact on its earnings. Tesla shares fell $6.09, or 2.8 percent, to $215.71 following the announcement.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Tesla Motors is recalling its entire fleet of Model S sedans to check their front seat belts after one passenger's seat belt became disconnected.\u003c/p>\n\u003cp>The recall — the company's largest ever — involves 90,000 cars worldwide. Tesla sent an email Friday to affected customers.\u003cbr>\nTesla's other vehicles, the Model X SUV and the Roadster, aren't affected. Seat belts in the back seat of the Model S also aren't affected.\u003c/p>\n\u003cp>About two weeks ago, Tesla said, a customer in Europe reported that her seat belt disconnected when she turned to talk to rear passengers. The woman was not injured and her car has been repaired.\u003c/p>\n\u003cp>Palo Alto, California-based Tesla believes the seat belt anchors weren't properly bolted together in that case. The company has inspected 3,000 other Model S sedans and hasn't found a problem, but it wants to inspect all seat belts to make sure.\u003c/p>\n\u003cp>Tesla owners are being asked to schedule a visit to a Tesla service center for an inspection. Around 83 percent of Tesla owners are within a 25-minute drive of the company's 125 service centers worldwide, the company said. Tesla may send mobile teams to customers who are far from a service center.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tesla has recalled the Model S several times before. Most recently, in January 2014, it updated some cars' software to prevent connector adapters from overheating while the car is charging. But this is Tesla's largest recall to date.\u003c/p>\n\u003cp>Tesla stressed that the recall was voluntary and not requested by federal regulators. The company said it has informed government agencies in the U.S., Europe, China and elsewhere.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Tesla said the recall wasn't expected to have a material impact on its earnings. Tesla shares fell $6.09, or 2.8 percent, to $215.71 following the announcement.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The executive director of San Francisco's leading bicycle lobbying organization is stepping down with little explanation.\u003c/p>\n\u003cp>Noah Budnick, who has led the San Francisco Bicycle Coalition (SFBC) for less than a year, told members of the organization this week that he is resigning.\u003c/p>\n\u003cp>\"It was a tough decision,\" Budnick wrote in a \u003ca href=\"http://www.sfbike.org/news/thank-you-for-everything/\" target=\"_blank\">blog post\u003c/a> on the coalition's site that outlined the organization's accomplishments in the last year. That includes work to expand the Bay Area Bike Share program, pressure on San Francisco City Hall to reduce traffic deaths, and lobbying work that led to restrictions for private vehicles on parts of Market Street.\u003c/p>\n\u003cp>Budnick's post offered this about his decision to leave. \"I know that what's right for me and my family right now is to take a break, step back and explore the next set of opportunities for how I can make cities more liveable, safe, and happy places,\" he wrote.\u003c/p>\n\u003cp>In an email to KQED, Budnick said, \"I'm ready for my next challenge -- not to mention that my wife and I are working through training to be foster parents,\" he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>During Budnick's tenure, the coalition became involved in a controversy over a \u003ca href=\"http://ww2.kqed.org/news/2015/07/17/san-francisco-police-plan-crackdown-on-bicyclists-on-popular-routes\" target=\"_blank\">police crackdown on bicyclists\u003c/a> who don't come to a complete stop at stop signs along one of the city's most popular biking routes, known as the Wiggle. SFBC vigorously opposed the crackdown.\u003c/p>\n\u003cp>The executive director also came out in strong support of a \u003ca href=\"http://ww2.kqed.org/news/2015/09/22/majority-of-s-f-supervisors-back-idaho-stop-proposal-for-cyclists\" target=\"_blank\">contentious proposal\u003c/a> that would direct SFPD to consider cyclists who safely yield at stop signs a low priority for enforcement.\u003c/p>\n\u003cp>His departure comes as the coalition begins to switch gears.\u003c/p>\n\u003cp>\"We are expanding our work on bike builds for low-income San Franciscans, addressing the shortage of safe, secure bike parking, and leading the campaign to ensure that Bay Area Bike Share grows in a way that serves all San Franciscans,\" said Margaret McCarthy, SFBC's program director.\u003c/p>\n\u003cp>Political observers describe Budnick as a strong leader of an organization that's grown to become one of the most powerful lobbying groups in San Francisco.\u003c/p>\n\u003cp>\"The San Francisco Bicycle Coalition has grown from humble beginnings to become a very strong advocacy organization in City Hall,\" said Alex Clemens, a political strategist and founder of Barbary Coast Consulting.\u003c/p>\n\u003cp>Over the last decade, SFBC's strong leaders have aggressively lobbied for increased bike lanes, traffic calming measures and more city funds to be directed toward making cycling in the city safe.\u003c/p>\n\u003cp>\"The coalition has been blessed with strong leadership,\" Clemens said. \"I have no doubt that the organization's strength and reach will attract a strong crop of potential replacements.\"\u003c/p>\n\u003cp>Other safe transit advocates describe Budnick's departure as a loss.\u003c/p>\n\u003cp>\"During Noah's time at SFBC, the organization continued the important work of advocating for the implementation of the City's Vision Zero goals to end all traffic deaths and serious injuries by 2024,\" said Cathy DeLuca, program director at Walk SF, the city's top pedestrian advocacy organization. \"We're saddened to lose Noah's experience and expertise.\"\u003c/p>\n\u003cp>\"Noah's been a great leader for cities that serve people first without sacrificing their safety and happiness for the mobility of cars,\" said Dave Snyder, executive director of the California Bicycle Coalition.\u003c/p>\n\u003cp>The SFBC is beginning the hiring process for an interim executive director, a position it hopes to fill early next year, according to McCarthy. The search for someone to take the position permanently could last more than six months, she said.\u003c/p>\n\u003cp>In the meantime, Jean Fraser, formerly San Mateo County's top health officer, is taking over as acting executive director.\u003c/p>\n\u003cp>Budnick came to San Francisco after serving as deputy director and chief policy officer of Transportation Alternatives, where he advocated for protected bikeways in Manhattan. He also served on New York Mayor Bill de Blasio's transition team.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>He took over from Leah Shahum, who was SFBC's executive director for 12 years.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The executive director of San Francisco's leading bicycle lobbying organization is stepping down with little explanation.\u003c/p>\n\u003cp>Noah Budnick, who has led the San Francisco Bicycle Coalition (SFBC) for less than a year, told members of the organization this week that he is resigning.\u003c/p>\n\u003cp>\"It was a tough decision,\" Budnick wrote in a \u003ca href=\"http://www.sfbike.org/news/thank-you-for-everything/\" target=\"_blank\">blog post\u003c/a> on the coalition's site that outlined the organization's accomplishments in the last year. That includes work to expand the Bay Area Bike Share program, pressure on San Francisco City Hall to reduce traffic deaths, and lobbying work that led to restrictions for private vehicles on parts of Market Street.\u003c/p>\n\u003cp>Budnick's post offered this about his decision to leave. \"I know that what's right for me and my family right now is to take a break, step back and explore the next set of opportunities for how I can make cities more liveable, safe, and happy places,\" he wrote.\u003c/p>\n\u003cp>In an email to KQED, Budnick said, \"I'm ready for my next challenge -- not to mention that my wife and I are working through training to be foster parents,\" he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>During Budnick's tenure, the coalition became involved in a controversy over a \u003ca href=\"http://ww2.kqed.org/news/2015/07/17/san-francisco-police-plan-crackdown-on-bicyclists-on-popular-routes\" target=\"_blank\">police crackdown on bicyclists\u003c/a> who don't come to a complete stop at stop signs along one of the city's most popular biking routes, known as the Wiggle. SFBC vigorously opposed the crackdown.\u003c/p>\n\u003cp>The executive director also came out in strong support of a \u003ca href=\"http://ww2.kqed.org/news/2015/09/22/majority-of-s-f-supervisors-back-idaho-stop-proposal-for-cyclists\" target=\"_blank\">contentious proposal\u003c/a> that would direct SFPD to consider cyclists who safely yield at stop signs a low priority for enforcement.\u003c/p>\n\u003cp>His departure comes as the coalition begins to switch gears.\u003c/p>\n\u003cp>\"We are expanding our work on bike builds for low-income San Franciscans, addressing the shortage of safe, secure bike parking, and leading the campaign to ensure that Bay Area Bike Share grows in a way that serves all San Franciscans,\" said Margaret McCarthy, SFBC's program director.\u003c/p>\n\u003cp>Political observers describe Budnick as a strong leader of an organization that's grown to become one of the most powerful lobbying groups in San Francisco.\u003c/p>\n\u003cp>\"The San Francisco Bicycle Coalition has grown from humble beginnings to become a very strong advocacy organization in City Hall,\" said Alex Clemens, a political strategist and founder of Barbary Coast Consulting.\u003c/p>\n\u003cp>Over the last decade, SFBC's strong leaders have aggressively lobbied for increased bike lanes, traffic calming measures and more city funds to be directed toward making cycling in the city safe.\u003c/p>\n\u003cp>\"The coalition has been blessed with strong leadership,\" Clemens said. \"I have no doubt that the organization's strength and reach will attract a strong crop of potential replacements.\"\u003c/p>\n\u003cp>Other safe transit advocates describe Budnick's departure as a loss.\u003c/p>\n\u003cp>\"During Noah's time at SFBC, the organization continued the important work of advocating for the implementation of the City's Vision Zero goals to end all traffic deaths and serious injuries by 2024,\" said Cathy DeLuca, program director at Walk SF, the city's top pedestrian advocacy organization. \"We're saddened to lose Noah's experience and expertise.\"\u003c/p>\n\u003cp>\"Noah's been a great leader for cities that serve people first without sacrificing their safety and happiness for the mobility of cars,\" said Dave Snyder, executive director of the California Bicycle Coalition.\u003c/p>\n\u003cp>The SFBC is beginning the hiring process for an interim executive director, a position it hopes to fill early next year, according to McCarthy. The search for someone to take the position permanently could last more than six months, she said.\u003c/p>\n\u003cp>In the meantime, Jean Fraser, formerly San Mateo County's top health officer, is taking over as acting executive director.\u003c/p>\n\u003cp>Budnick came to San Francisco after serving as deputy director and chief policy officer of Transportation Alternatives, where he advocated for protected bikeways in Manhattan. He also served on New York Mayor Bill de Blasio's transition team.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>He took over from Leah Shahum, who was SFBC's executive director for 12 years.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Richmond Ferry Service to San Francisco Inches Closer to Reality",
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"content": "\u003cp>\u003cem>Updated Saturday, Nov. 21.\u003c/em>\u003c/p>\n\u003cp>Next time you drive over the Bay Bridge, pat yourself on the back: You just helped buy two big boats that will begin sailing from Richmond to San Francisco in 2018.\u003c/p>\n\u003cp>Local transportation leaders approved millions of dollars in bridge toll funds on Wednesday to \u003ca href=\"https://sanfranciscobayferry.com/node/330\" target=\"_blank\">follow through with plans\u003c/a> to expand Bay Area ferry service to the Contra Costa County city. \u003c/p>\n\u003cp>The Metropolitan Transportation Commission authorized giving the region's ferry agency $12 million to help it buy two vessels that will take passengers from a new terminal \u003ca href=\"https://www.google.com/maps/@37.9097392,-122.3565814,17z\" target=\"_blank\">adjacent to Richmond's Craneway Pavilion\u003c/a> to San Francisco's Ferry Building.\u003c/p>\n\u003cp>The MTC money comes from a \u003ca href=\"http://www.mtc.ca.gov/funding/RM2/\" target=\"_blank\">regional measure\u003c/a> voters passed in 2004 that raised the toll on seven state-owned bridges by $1.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The funds are on top of $30 million the Water Emergency Transportation Authority, or WETA, has secured in state funding to purchase the vessels.\u003c/p>\n\u003cp>The boats will be able to carry 400 passengers and 50 bikes. They'll travel about 30 mph.\u003c/p>\n\u003cp>The expansion means the San Francisco Bay Ferry's fleet will increase from 12 to 14 vessels over the next two years.\u003c/p>\n\u003cp>WETA expects the Richmond project will carry about about 100,000 passengers during its first year in operation.\u003c/p>\n\u003cp>https://youtu.be/z_iM-tfv8NA\u003c/p>\n\u003cp>Regional transit officials say the Bay Area needs to be aggressive in expanding commuter ferry service. They say water commutes can help alleviate increasingly heavy traffic along Interstate 80's Eastshore Freeway and the Bay Bridge, as well as BART's typically packed transbay service.\u003c/p>\n\u003cp>\"One of the charter requirements for WETA is to provide water transit which can help reduce congestion on transbay roads and corridors, so the Richmond project is exactly what we were designed to do,\" said Ernest Sanchez, the agency's spokesman.\u003c/p>\n\u003cp>\"It's rare to have an expanded ferry service, so the folks in Richmond are getting something that just doesn't happen every day,\" said Randy Rentschler, the MTC's director of public affairs.\u003c/p>\n\u003cp>The MTC vote comes eight months after WETA entered into an \u003ca href=\"http://ww2.kqed.org/news/2015/03/06/richmond-ferry-service-could-start-as-soon-as-2018\" target=\"_blank\">agreement \u003c/a>with the Contra Costa Transportation Authority to secure initial funds for the project.\u003c/p>\n\u003cp>WETA plans to begin the bidding process to buy the new vessels in the coming months. It will then turn its attention to building a $12 million \u003ca href=\"https://sanfranciscobayferry.com/node/330\" target=\"_blank\">terminal \u003c/a>on the city's southern waterfront.\u003c/p>\n\u003cp>The new ferries will run during the morning and afternoon commutes. Fares for the 25-minute ride will cost $6.80 one way.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>WETA expects the agency to spend $4 million in operating costs during the first year of operation.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated Saturday, Nov. 21.\u003c/em>\u003c/p>\n\u003cp>Next time you drive over the Bay Bridge, pat yourself on the back: You just helped buy two big boats that will begin sailing from Richmond to San Francisco in 2018.\u003c/p>\n\u003cp>Local transportation leaders approved millions of dollars in bridge toll funds on Wednesday to \u003ca href=\"https://sanfranciscobayferry.com/node/330\" target=\"_blank\">follow through with plans\u003c/a> to expand Bay Area ferry service to the Contra Costa County city. \u003c/p>\n\u003cp>The Metropolitan Transportation Commission authorized giving the region's ferry agency $12 million to help it buy two vessels that will take passengers from a new terminal \u003ca href=\"https://www.google.com/maps/@37.9097392,-122.3565814,17z\" target=\"_blank\">adjacent to Richmond's Craneway Pavilion\u003c/a> to San Francisco's Ferry Building.\u003c/p>\n\u003cp>The MTC money comes from a \u003ca href=\"http://www.mtc.ca.gov/funding/RM2/\" target=\"_blank\">regional measure\u003c/a> voters passed in 2004 that raised the toll on seven state-owned bridges by $1.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The funds are on top of $30 million the Water Emergency Transportation Authority, or WETA, has secured in state funding to purchase the vessels.\u003c/p>\n\u003cp>The boats will be able to carry 400 passengers and 50 bikes. They'll travel about 30 mph.\u003c/p>\n\u003cp>The expansion means the San Francisco Bay Ferry's fleet will increase from 12 to 14 vessels over the next two years.\u003c/p>\n\u003cp>WETA expects the Richmond project will carry about about 100,000 passengers during its first year in operation.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/z_iM-tfv8NA'\n title='//www.youtube.com/embed/z_iM-tfv8NA'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>Regional transit officials say the Bay Area needs to be aggressive in expanding commuter ferry service. They say water commutes can help alleviate increasingly heavy traffic along Interstate 80's Eastshore Freeway and the Bay Bridge, as well as BART's typically packed transbay service.\u003c/p>\n\u003cp>\"One of the charter requirements for WETA is to provide water transit which can help reduce congestion on transbay roads and corridors, so the Richmond project is exactly what we were designed to do,\" said Ernest Sanchez, the agency's spokesman.\u003c/p>\n\u003cp>\"It's rare to have an expanded ferry service, so the folks in Richmond are getting something that just doesn't happen every day,\" said Randy Rentschler, the MTC's director of public affairs.\u003c/p>\n\u003cp>The MTC vote comes eight months after WETA entered into an \u003ca href=\"http://ww2.kqed.org/news/2015/03/06/richmond-ferry-service-could-start-as-soon-as-2018\" target=\"_blank\">agreement \u003c/a>with the Contra Costa Transportation Authority to secure initial funds for the project.\u003c/p>\n\u003cp>WETA plans to begin the bidding process to buy the new vessels in the coming months. It will then turn its attention to building a $12 million \u003ca href=\"https://sanfranciscobayferry.com/node/330\" target=\"_blank\">terminal \u003c/a>on the city's southern waterfront.\u003c/p>\n\u003cp>The new ferries will run during the morning and afternoon commutes. Fares for the 25-minute ride will cost $6.80 one way.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>WETA expects the agency to spend $4 million in operating costs during the first year of operation.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "How Does Caltrans Plan to Get Construction Vehicles Off the Old Bay Bridge?",
"title": "How Does Caltrans Plan to Get Construction Vehicles Off the Old Bay Bridge?",
"headTitle": "Bay Curious | News Fix | KQED News",
"content": "\u003cp>\u003cem>As part of our series \u003ca href=\"http://ww2.kqed.org/news/series/baycurious\" target=\"_blank\">Bay Curious\u003c/a>, we are answering questions from KQED listeners and readers. This one comes from 13-year-old Josiah Raffel-Smith of Richmond. \u003c/em>\u003c/p>\n\u003cp>While traveling across the eastern span of the Bay Bridge recently, he saw a bunch of cranes and construction vehicles. And then this question popped into his head:\u003c/p>\n\u003cp>\u003cstrong>How are they going to get construction vehicles off the old Bay Bridge, since it’s not connected at either end anymore?\u003c/strong>\u003c/p>\n\u003cp>\"I just wondered, are they supposed to bring in big boats to carry them off?\" he asked. Or maybe helicopters? Something fun, right?\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/233640636\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>To find the answer, Caltrans officials take me out to the old bridge. It's a calm, sunny day, a treat they seem to relish because they say it can get quite windy out there.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It's eerie and exciting to be standing on an abandoned structure that was such a centerpiece of Bay Area transportation. The lower deck is much thinner than it once was because crews have ground off several inches of concrete, and my feet feel the vibrations of the construction vehicles rumbling nearby.\u003c/p>\n\u003cfigure id=\"attachment_10727210\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17042_IMG_1910-qut.jpg\">\u003cimg class=\"size-large wp-image-10727210\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-1440x1080.jpg\" alt=\"Crews are nearing the end of phase two of demolition of the older eastern span of the Bay Bridge.\" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-960x720.jpg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Crews are nearing the end of the first phase of demolition of the older eastern span of the Bay Bridge. \u003ccite>(Bryan Goebel/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"You'd be surprised how much these things vibrated when there was traffic, and you didn't notice because you're in your car with a suspension system,\" explains Darryl Schram, senior engineer on the Bay Bridge demolition project.\u003c/p>\n\u003cfigure id=\"attachment_10762720\" class=\"wp-caption alignright\" style=\"max-width: 240px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/Screen-Shot-2015-11-17-at-4.35.38-PM.png\">\u003cimg class=\"size-full wp-image-10762720\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/Screen-Shot-2015-11-17-at-4.35.38-PM.png\" alt=\"These five truss spans will soon be craned down onto several custom-rigged barges. \" width=\"240\" height=\"186\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">These five truss spans will soon be craned down onto several custom-rigged barges. \u003ccite>(California Department of Transportation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Around us, crews are busy removing pieces of steel and asphalt, preparing the old bridge for the next phase of dismantling. Almost half of the bridge, including the upper deck, has already been removed. Last weekend, in one of the more famous demolition moments, an \u003ca href=\"http://ww2.kqed.org/news/2015/11/13/where-to-watch-the-big-bay-bridge-implosion\" target=\"_blank\">old pier was imploded in the Bay.\u003c/a>\u003c/p>\n\u003cp>The next phase, beginning in January, will involve removing five 504-foot sections, or trusses. Schram describes them as big trapezoidal boxes.\u003c/p>\n\u003cp>Each one will pretty much remain intact, but they won't be as heavy. A crane will lower them onto a custom-built barge, which will tug them over to Pier 7 to be cut into smaller pieces.\u003c/p>\n\u003cp>The bridge is being dismantled from west to east, which brings us back to Josiah's question. How are they going to get the vehicles off when everything is said and done?\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>It's actually pretty simple.\u003c/p>\n\u003cp>\"We'll just drive them off,\" Schram says, with a chuckle.\u003c/p>\n\u003cp>You see, the old bridge is actually connected to a road on the east side. It's a temporary connection that also links to Caltrans' offices on Burma Road. But it's not exactly visible when you're traveling in a car on the new span.\u003c/p>\n\u003cp>When crews were first demolishing the upper deck, they couldn't get construction vehicles on the bridge. So they had to be craned up from a boat. But now there's an eastern alignment that allows vehicles to travel on and off.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>I know, not as exciting as boats or helicopters ... but definitely easier.\u003c/p>\n\u003cfigure id=\"attachment_10727212\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17045_IMG_1864-qut.jpg\">\u003cimg class=\"wp-image-10727212 size-large\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-1440x1080.jpg\" alt=\"This road is used by work crews traveling on and off the old Bay Bridge. \" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-960x720.jpg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Work crews are able to drive on and off the old Bay Bridge. \u003ccite>(Bryan Goebel/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>As part of our series \u003ca href=\"http://ww2.kqed.org/news/series/baycurious\" target=\"_blank\">Bay Curious\u003c/a>, we are answering questions from KQED listeners and readers. This one comes from 13-year-old Josiah Raffel-Smith of Richmond. \u003c/em>\u003c/p>\n\u003cp>While traveling across the eastern span of the Bay Bridge recently, he saw a bunch of cranes and construction vehicles. And then this question popped into his head:\u003c/p>\n\u003cp>\u003cstrong>How are they going to get construction vehicles off the old Bay Bridge, since it’s not connected at either end anymore?\u003c/strong>\u003c/p>\n\u003cp>\"I just wondered, are they supposed to bring in big boats to carry them off?\" he asked. Or maybe helicopters? Something fun, right?\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/233640636&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/233640636'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>To find the answer, Caltrans officials take me out to the old bridge. It's a calm, sunny day, a treat they seem to relish because they say it can get quite windy out there.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It's eerie and exciting to be standing on an abandoned structure that was such a centerpiece of Bay Area transportation. The lower deck is much thinner than it once was because crews have ground off several inches of concrete, and my feet feel the vibrations of the construction vehicles rumbling nearby.\u003c/p>\n\u003cfigure id=\"attachment_10727210\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17042_IMG_1910-qut.jpg\">\u003cimg class=\"size-large wp-image-10727210\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-1440x1080.jpg\" alt=\"Crews are nearing the end of phase two of demolition of the older eastern span of the Bay Bridge.\" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17042_IMG_1910-qut-960x720.jpg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Crews are nearing the end of the first phase of demolition of the older eastern span of the Bay Bridge. \u003ccite>(Bryan Goebel/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"You'd be surprised how much these things vibrated when there was traffic, and you didn't notice because you're in your car with a suspension system,\" explains Darryl Schram, senior engineer on the Bay Bridge demolition project.\u003c/p>\n\u003cfigure id=\"attachment_10762720\" class=\"wp-caption alignright\" style=\"max-width: 240px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/Screen-Shot-2015-11-17-at-4.35.38-PM.png\">\u003cimg class=\"size-full wp-image-10762720\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/Screen-Shot-2015-11-17-at-4.35.38-PM.png\" alt=\"These five truss spans will soon be craned down onto several custom-rigged barges. \" width=\"240\" height=\"186\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">These five truss spans will soon be craned down onto several custom-rigged barges. \u003ccite>(California Department of Transportation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Around us, crews are busy removing pieces of steel and asphalt, preparing the old bridge for the next phase of dismantling. Almost half of the bridge, including the upper deck, has already been removed. Last weekend, in one of the more famous demolition moments, an \u003ca href=\"http://ww2.kqed.org/news/2015/11/13/where-to-watch-the-big-bay-bridge-implosion\" target=\"_blank\">old pier was imploded in the Bay.\u003c/a>\u003c/p>\n\u003cp>The next phase, beginning in January, will involve removing five 504-foot sections, or trusses. Schram describes them as big trapezoidal boxes.\u003c/p>\n\u003cp>Each one will pretty much remain intact, but they won't be as heavy. A crane will lower them onto a custom-built barge, which will tug them over to Pier 7 to be cut into smaller pieces.\u003c/p>\n\u003cp>The bridge is being dismantled from west to east, which brings us back to Josiah's question. How are they going to get the vehicles off when everything is said and done?\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>It's actually pretty simple.\u003c/p>\n\u003cp>\"We'll just drive them off,\" Schram says, with a chuckle.\u003c/p>\n\u003cp>You see, the old bridge is actually connected to a road on the east side. It's a temporary connection that also links to Caltrans' offices on Burma Road. But it's not exactly visible when you're traveling in a car on the new span.\u003c/p>\n\u003cp>When crews were first demolishing the upper deck, they couldn't get construction vehicles on the bridge. So they had to be craned up from a boat. But now there's an eastern alignment that allows vehicles to travel on and off.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>I know, not as exciting as boats or helicopters ... but definitely easier.\u003c/p>\n\u003cfigure id=\"attachment_10727212\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17045_IMG_1864-qut.jpg\">\u003cimg class=\"wp-image-10727212 size-large\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-1440x1080.jpg\" alt=\"This road is used by work crews traveling on and off the old Bay Bridge. \" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/RS17045_IMG_1864-qut-960x720.jpg 960w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Work crews are able to drive on and off the old Bay Bridge. \u003ccite>(Bryan Goebel/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "New California Data on Ride Services Reveal Rise in Collisions and Incidents",
"title": "New California Data on Ride Services Reveal Rise in Collisions and Incidents",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>State regulators have analyzed and released a tiny glimpse of data submitted by Uber, Lyft and other companies -- information the firms have carefully guarded because they claim it would reveal trade secrets.\u003c/p>\n\u003cp>A report on some of the data was presented at a Nov. 5th meeting of the California Public Utilities Commission. While the analysis doesn’t size up how transportation network companies (TNC) are complying with state regulations overall, it does provide a snapshot of the volume of trips and growth of ride services over the past two years.\u003c/p>\n\u003cp>The aggregated data confirm steady month-by-month growth of transportation network companies in California, amounting to a total of 612.6 million miles driven over the two-year period from September 2013 to September 2015. Rides during that time generated about $1.6 billion in fares.\u003c/p>\n\u003cp>The numbers may sound large, but when compared with overall vehicle trips in California, they still represent a relatively small slice of the pie, according to Juan Matute, associate director of UCLA's Institute of Transportation Studies.\u003c/p>\n\u003cp>The report combines data from UberX, Lyft, Sidecar, Summon, Wings and Shuddle. It doesn’t include numbers that might tell how ride services are serving passengers with disabilities and people who live in disadvantaged communities.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"The reason we didn’t provide charts on all the data [is] we’re still evaluating the data and communicating with some of the companies on some of the data issues,\" Valerie Kao of the CPUC's Safety and Enforcement Division told the commission.\u003c/p>\n\u003cp>\u003cstrong>Collisions\u003c/strong>\u003c/p>\n\u003cp>The numbers indicate collisions and incidents involving ride service drivers are climbing.\u003c/p>\n\u003cp>\"If it’s normalized by miles driven, you’d expect the number of incidents to be somewhat stable over time,\" said Matute. The increase is concerning, he said, \"because that would be indicative of TNCs being less safe as they scale up.\"\u003c/p>\n\u003cp>Kao, the CPUC’s analyst, said most of the incidents were minor fender benders or rear-end collisions. The report listed the number of \"incidents/collisions\" involving pedestrians and bicyclists, though it did not highlight how many involved injuries or deaths.\u003c/p>\n\u003cp>More than 300 of the “incidents” involved passengers opening doors into traffic. Ninety collisions were doorings of people on bikes, skateboards, motorcycles and scooters. The report counted 200 incidents where a bicyclist or pedestrian was \"struck,\" or \"made contact with\" or \"involved.\" And it added this detail: Drivers “rolled over” passengers’ feet 100 times.\u003c/p>\n\u003cp>Currently, the report says, more than 30,000 new drivers are being trained every month by the TNCs, although Kao said that number is probably overstated because it doesn't reflect inactive drivers, or drivers who work for both Uber and Lyft, for example.\u003c/p>\n\u003cp>At the meeting, Commissioner Catherine Sandoval, who noted that a driver once hit her while she was walking, said pedestrian and bicyclist safety training should be included.\u003c/p>\n\u003cp>“I think that having some training around this area would be very important. There are areas like San Francisco that are known hot zones for these collisions,” she said.\u003c/p>\n\u003cp>In 2013, an Uber driver was charged with vehicular manslaughter for hitting and killing 6-year-old \u003ca href=\"http://ww2.kqed.org/news/tag/sophia-liu\">Sofia Liu\u003c/a> as she and her family were walking in a crosswalk on San Francisco’s Polk Street. In July, Uber settled a lawsuit with the Liu family.\u003c/p>\n\u003cp>The data say Uber paid an average insurance amount of $6,500 per incident. It did not indicate fault in the incidents and collisions. CPUC officials did not immediately respond to questions about the data.\u003c/p>\n\u003cp>\u003cstrong>Evening Rides\u003c/strong>\u003c/p>\n\u003cp>More than 30 percent of all trips were taken in the evening, between 7 and 10 p.m., an indication that many are using the services for social outings, said Matute.\u003c/p>\n\u003cp>\"People are using transportation network companies after the peak hours for transit service, when it's dark, when they might not feel comfortable bicycling,\" said Matute.\u003c/p>\n\u003cp>What was most interesting about the data to Matute was that 30 percent of rides were 3 miles and under, and nearly half of all trips cost $10 or less.\u003c/p>\n\u003cp>\"That showed me that they were primarily trips where biking could have potentially been a viable option. They might be trips where transit wouldn't be a viable option,\" said Matute, who added it's also possible short trips may have combined transit and ride services.\u003c/p>\n\u003cp>\u003cstrong>Uber 'Defied' Requirements\u003c/strong>\u003c/p>\n\u003cp>Some of the data, according to regulators, was difficult to get from the largest transportation network company, Uber, which was threatened in July with suspension and a $7 million fine by an administrative law judge for failing to meet all the reporting requirements.\u003c/p>\n\u003cp>When it came to submitting detailed data by Zip code, regulators say what Uber submitted was “useless” and “suffered from a serious lack of precision.” The company argued the data would reveal trade secrets, offering competitors clues on where to expand “without conducting market research.” CPUC representatives stressed in emails that they could not legally release the data.\u003c/p>\n\u003cp>Uber has since complied with all the data requirements, except for one, after it exhibited “outright defiance,” regulators alleged in September, in \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Efile/G000/M154/K658/154658066.PDF\" target=\"_blank\">a written response\u003c/a> to the company’s appeal.\u003c/p>\n\u003cp>Regulators said Uber submitted explanations that weren’t adequate for analysts to identify the cause of certain incidents in its report on problems with drivers. But they agreed to suspend daily fines for Uber until the full commission provides guidance on “what constitutes an adequate explanation of ‘cause.’ ”\u003c/p>\n\u003cp>An administrative law judge is currently reviewing Uber's appeal, according to a CPUC spokesman.\u003c/p>\n\u003cp>\u003cstrong>More Data Needed\u003c/strong>\u003c/p>\n\u003cp>Experts say more data and even user surveys will be needed to assess what impact ride services are having on Californians' transportation habits and the environment. Transportation agencies, in particular, are eager to assess the data to see if ride services are causing people to shift modes, using it as the first and last mile to transit, among other things.\u003c/p>\n\u003cp>But so far, ride service companies and the CPUC have been slow to release useful data, though Lyft has released heat maps and other information to the San Francisco County Transportation Authority and the Southern California Association of Governments.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe class=\"scribd_iframe_embed\" src=\"https://www.scribd.com/embeds/289290946/content?start_page=1&view_mode=scroll&show_recommendations=true\" data-auto-height=\"false\" data-aspect-ratio=\"undefined\" scrolling=\"no\" id=\"doc_66440\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>State regulators have analyzed and released a tiny glimpse of data submitted by Uber, Lyft and other companies -- information the firms have carefully guarded because they claim it would reveal trade secrets.\u003c/p>\n\u003cp>A report on some of the data was presented at a Nov. 5th meeting of the California Public Utilities Commission. While the analysis doesn’t size up how transportation network companies (TNC) are complying with state regulations overall, it does provide a snapshot of the volume of trips and growth of ride services over the past two years.\u003c/p>\n\u003cp>The aggregated data confirm steady month-by-month growth of transportation network companies in California, amounting to a total of 612.6 million miles driven over the two-year period from September 2013 to September 2015. Rides during that time generated about $1.6 billion in fares.\u003c/p>\n\u003cp>The numbers may sound large, but when compared with overall vehicle trips in California, they still represent a relatively small slice of the pie, according to Juan Matute, associate director of UCLA's Institute of Transportation Studies.\u003c/p>\n\u003cp>The report combines data from UberX, Lyft, Sidecar, Summon, Wings and Shuddle. It doesn’t include numbers that might tell how ride services are serving passengers with disabilities and people who live in disadvantaged communities.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"The reason we didn’t provide charts on all the data [is] we’re still evaluating the data and communicating with some of the companies on some of the data issues,\" Valerie Kao of the CPUC's Safety and Enforcement Division told the commission.\u003c/p>\n\u003cp>\u003cstrong>Collisions\u003c/strong>\u003c/p>\n\u003cp>The numbers indicate collisions and incidents involving ride service drivers are climbing.\u003c/p>\n\u003cp>\"If it’s normalized by miles driven, you’d expect the number of incidents to be somewhat stable over time,\" said Matute. The increase is concerning, he said, \"because that would be indicative of TNCs being less safe as they scale up.\"\u003c/p>\n\u003cp>Kao, the CPUC’s analyst, said most of the incidents were minor fender benders or rear-end collisions. The report listed the number of \"incidents/collisions\" involving pedestrians and bicyclists, though it did not highlight how many involved injuries or deaths.\u003c/p>\n\u003cp>More than 300 of the “incidents” involved passengers opening doors into traffic. Ninety collisions were doorings of people on bikes, skateboards, motorcycles and scooters. The report counted 200 incidents where a bicyclist or pedestrian was \"struck,\" or \"made contact with\" or \"involved.\" And it added this detail: Drivers “rolled over” passengers’ feet 100 times.\u003c/p>\n\u003cp>Currently, the report says, more than 30,000 new drivers are being trained every month by the TNCs, although Kao said that number is probably overstated because it doesn't reflect inactive drivers, or drivers who work for both Uber and Lyft, for example.\u003c/p>\n\u003cp>At the meeting, Commissioner Catherine Sandoval, who noted that a driver once hit her while she was walking, said pedestrian and bicyclist safety training should be included.\u003c/p>\n\u003cp>“I think that having some training around this area would be very important. There are areas like San Francisco that are known hot zones for these collisions,” she said.\u003c/p>\n\u003cp>In 2013, an Uber driver was charged with vehicular manslaughter for hitting and killing 6-year-old \u003ca href=\"http://ww2.kqed.org/news/tag/sophia-liu\">Sofia Liu\u003c/a> as she and her family were walking in a crosswalk on San Francisco’s Polk Street. In July, Uber settled a lawsuit with the Liu family.\u003c/p>\n\u003cp>The data say Uber paid an average insurance amount of $6,500 per incident. It did not indicate fault in the incidents and collisions. CPUC officials did not immediately respond to questions about the data.\u003c/p>\n\u003cp>\u003cstrong>Evening Rides\u003c/strong>\u003c/p>\n\u003cp>More than 30 percent of all trips were taken in the evening, between 7 and 10 p.m., an indication that many are using the services for social outings, said Matute.\u003c/p>\n\u003cp>\"People are using transportation network companies after the peak hours for transit service, when it's dark, when they might not feel comfortable bicycling,\" said Matute.\u003c/p>\n\u003cp>What was most interesting about the data to Matute was that 30 percent of rides were 3 miles and under, and nearly half of all trips cost $10 or less.\u003c/p>\n\u003cp>\"That showed me that they were primarily trips where biking could have potentially been a viable option. They might be trips where transit wouldn't be a viable option,\" said Matute, who added it's also possible short trips may have combined transit and ride services.\u003c/p>\n\u003cp>\u003cstrong>Uber 'Defied' Requirements\u003c/strong>\u003c/p>\n\u003cp>Some of the data, according to regulators, was difficult to get from the largest transportation network company, Uber, which was threatened in July with suspension and a $7 million fine by an administrative law judge for failing to meet all the reporting requirements.\u003c/p>\n\u003cp>When it came to submitting detailed data by Zip code, regulators say what Uber submitted was “useless” and “suffered from a serious lack of precision.” The company argued the data would reveal trade secrets, offering competitors clues on where to expand “without conducting market research.” CPUC representatives stressed in emails that they could not legally release the data.\u003c/p>\n\u003cp>Uber has since complied with all the data requirements, except for one, after it exhibited “outright defiance,” regulators alleged in September, in \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Efile/G000/M154/K658/154658066.PDF\" target=\"_blank\">a written response\u003c/a> to the company’s appeal.\u003c/p>\n\u003cp>Regulators said Uber submitted explanations that weren’t adequate for analysts to identify the cause of certain incidents in its report on problems with drivers. But they agreed to suspend daily fines for Uber until the full commission provides guidance on “what constitutes an adequate explanation of ‘cause.’ ”\u003c/p>\n\u003cp>An administrative law judge is currently reviewing Uber's appeal, according to a CPUC spokesman.\u003c/p>\n\u003cp>\u003cstrong>More Data Needed\u003c/strong>\u003c/p>\n\u003cp>Experts say more data and even user surveys will be needed to assess what impact ride services are having on Californians' transportation habits and the environment. Transportation agencies, in particular, are eager to assess the data to see if ride services are causing people to shift modes, using it as the first and last mile to transit, among other things.\u003c/p>\n\u003cp>But so far, ride service companies and the CPUC have been slow to release useful data, though Lyft has released heat maps and other information to the San Francisco County Transportation Authority and the Southern California Association of Governments.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe class=\"scribd_iframe_embed\" src=\"https://www.scribd.com/embeds/289290946/content?start_page=1&view_mode=scroll&show_recommendations=true\" data-auto-height=\"false\" data-aspect-ratio=\"undefined\" scrolling=\"no\" id=\"doc_66440\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Proposal Would Shift State's Bullet Train Bond Funds to Water Projects",
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"content": "\u003cp>SACRAMENTO — Two Republican state lawmakers submitted language Thursday for a ballot initiative that would ask California voters to redirect about $8 billion in bond money from the state's high-speed rail project to build water storage.\u003c/p>\n\u003cp>Board of Equalization member George Runner and Sen. Bob Huff of San Dimas, the former Senate minority leader, said they filed language for the initiative with the attorney general's office.\u003c/p>\n\u003cp>The ballot proposal would also authorize shifting $2.7 billion in unspent funds to water storage construction and amend the state constitution to give drinking water and irrigation priority from California's limited water supply.\u003c/p>\n\u003cp>\"This initiative secures our water future by building long-overdue expansions of existing facilities and new projects to store, deliver and recycle water for our families, farms and businesses,\" Huff said in a statement.\u003c/p>\n\u003cp>The California High-Speed Rail Authority did not respond to a request for comment Thursday.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The proposal comes a year after voters approved Proposition 1, a $7.5 billion bond measure that would fund a wide range of water supply projects. About one-third of the money from Prop. 1 could go to surface storage projects such as raising Shasta Dam or building a new dam and reservoir near the western Colusa County community of Sites.\u003c/p>\n\u003cp>Voters in 2008 approved selling nearly $10 billion in bonds for a project to link Northern and Southern California by high-speed trains, but many have now soured on it and have questioned whether it will cost the $68 billion that has been projected. Project leaders have faced criticism for its planned route, engineering proposals and insufficient federal funding dedicated to it.\u003c/p>\n\u003cp>A March survey by the Public Policy Institute of California found residents were about evenly split on whether they support the rail project.\u003c/p>\n\u003cp>Whether the initiative actually makes it to the ballot depends on how much money supporters can generate to collect signatures.\u003c/p>\n\u003cp>Runner said the campaign would have sufficient money to fund a robust signature-gathering campaign. He said the initiative would offer voters a \"decision point\" on how they want to spend state money.\u003c/p>\n\u003cp>\"To me this is no different than a family trying to decide its own priorities. A lot of times in a family you have conflicting priorities, but you have a limited budget,\" he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A number of other initiatives, from proposals to raise income and sales taxes to legalizing recreational marijuana, are also expected to compete for attention on the November 2016 ballot.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>SACRAMENTO — Two Republican state lawmakers submitted language Thursday for a ballot initiative that would ask California voters to redirect about $8 billion in bond money from the state's high-speed rail project to build water storage.\u003c/p>\n\u003cp>Board of Equalization member George Runner and Sen. Bob Huff of San Dimas, the former Senate minority leader, said they filed language for the initiative with the attorney general's office.\u003c/p>\n\u003cp>The ballot proposal would also authorize shifting $2.7 billion in unspent funds to water storage construction and amend the state constitution to give drinking water and irrigation priority from California's limited water supply.\u003c/p>\n\u003cp>\"This initiative secures our water future by building long-overdue expansions of existing facilities and new projects to store, deliver and recycle water for our families, farms and businesses,\" Huff said in a statement.\u003c/p>\n\u003cp>The California High-Speed Rail Authority did not respond to a request for comment Thursday.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The proposal comes a year after voters approved Proposition 1, a $7.5 billion bond measure that would fund a wide range of water supply projects. About one-third of the money from Prop. 1 could go to surface storage projects such as raising Shasta Dam or building a new dam and reservoir near the western Colusa County community of Sites.\u003c/p>\n\u003cp>Voters in 2008 approved selling nearly $10 billion in bonds for a project to link Northern and Southern California by high-speed trains, but many have now soured on it and have questioned whether it will cost the $68 billion that has been projected. Project leaders have faced criticism for its planned route, engineering proposals and insufficient federal funding dedicated to it.\u003c/p>\n\u003cp>A March survey by the Public Policy Institute of California found residents were about evenly split on whether they support the rail project.\u003c/p>\n\u003cp>Whether the initiative actually makes it to the ballot depends on how much money supporters can generate to collect signatures.\u003c/p>\n\u003cp>Runner said the campaign would have sufficient money to fund a robust signature-gathering campaign. He said the initiative would offer voters a \"decision point\" on how they want to spend state money.\u003c/p>\n\u003cp>\"To me this is no different than a family trying to decide its own priorities. A lot of times in a family you have conflicting priorities, but you have a limited budget,\" he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A number of other initiatives, from proposals to raise income and sales taxes to legalizing recreational marijuana, are also expected to compete for attention on the November 2016 ballot.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>City and transit officials are gathering Thursday to celebrate progress on BART's new diesel-powered service into eastern Contra Costa County.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.bart.gov/sites/default/files/docs/eBARTFactSheet_JUNE%2029_15Fr.pdf\" target=\"_blank\">East Contra Costa BART Extension\u003c/a>, or eBART, is a $525 million project that will run 10 miles along Highway 4 from the Pittsburg/Bay Point station to two eBART stations in Pittsburg and Antioch.\u003c/p>\n\u003cfigure id=\"attachment_10755105\" class=\"wp-caption alignright\" style=\"max-width: 516px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/eccalignment.jpg\">\u003cimg class=\"wp-image-10755105 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/eccalignment.jpg\" alt=\"The eBART Expansion Project includes two new stations past the existing Pittsburg/Bay Point Station \" width=\"516\" height=\"409\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/11/eccalignment.jpg 516w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/eccalignment-400x317.jpg 400w\" sizes=\"(max-width: 516px) 100vw, 516px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The eBART Expansion Project includes two new stations past the existing Pittsburg/Bay Point Station \u003ccite>(\u003ca href=\"http://www.bart.gov/about/projects/ecc\">Bay Area Rapid Transit\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART spokesman Taylor Huckaby said the Pittsburg/Bay Point station parking lot fills up \"to the brim\" every morning.\u003c/p>\n\u003cp>\"There's a lot of people that are moving out into the East Bay, and we want to connect them to the central BART system,\" he said. \"We want to be able to get people to their jobs and where they need to go.\"\u003c/p>\n\u003cp>The new service will use diesel multiple-unit trains, or DMUs, which are smaller and less expensive than BART's conventional trains. The agency says eBART is expected to be ready for commuters by May 2018 and will make the 10-mile trip from Antioch to Pittsburg/Bay Point in 10 minutes. Passengers will be able to transfer there to BART's main line to Oakland, San Francisco and SFO.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"There's quite a bit of construction going on,\" said Huckaby. \"There's a lot that's visible. You can see the walls of the new stations with the concrete etchings and the artwork that's been done there. So the project is pretty far along.\"\u003c/p>\n\u003cp>The eBART project is being built in coordination with \u003ca href=\"http://4eastcounty.org/projects/hillcrest-avenue/\" target=\"_blank\">a $56.1 million project\u003c/a> to widen Highway 4 from four to eight lanes. The widening project includes room for the BART median and the construction of a pedestrian bridge to accommodate BART passengers.\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/3b2yedQuhyM\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\"Mass transit reduces highway traffic, it's environmentally sustainable, it's efficient and it facilitates the Bay Area economy to the tune of tens of millions of dollars every single day,\" said Huckaby. \"BART is eager to connect with the people of eastern Contra Costa, and we're looking forward to getting our trains moving over there.\"\u003c/p>\n\u003cp>The new \u003ca href=\"https://www.youtube.com/watch?v=eyqg45cQeU4&feature=youtu.be\" target=\"_blank\">station in Antioch\u003c/a> will be located near Hillcrest Avenue. The new Pittsburg station will be located at Railroad Avenue.\u003c/p>\n\u003cp>The project was funded in part by \u003ca href=\"http://www.ccta.net/sources/detail/2/1\" target=\"_blank\">Measure J\u003c/a>, which put sales tax revenue toward a voter-approved transportation spending plan and was approved by Contra Costa County voters in 2004.\u003c/p>\n\u003cp>\"The possibility of future extensions past Antioch is something that people have asked us to look into, and it's something they've expressed interest in supporting,\" said Huckaby. \"So I wouldn't be a bit surprised to see voters putting mass transit on future ballots.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The celebration will take place from 2:30 p.m. to 3:30 p.m. at the corner of Railroad Avenue and California Avenue in Pittsburg.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>City and transit officials are gathering Thursday to celebrate progress on BART's new diesel-powered service into eastern Contra Costa County.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.bart.gov/sites/default/files/docs/eBARTFactSheet_JUNE%2029_15Fr.pdf\" target=\"_blank\">East Contra Costa BART Extension\u003c/a>, or eBART, is a $525 million project that will run 10 miles along Highway 4 from the Pittsburg/Bay Point station to two eBART stations in Pittsburg and Antioch.\u003c/p>\n\u003cfigure id=\"attachment_10755105\" class=\"wp-caption alignright\" style=\"max-width: 516px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/eccalignment.jpg\">\u003cimg class=\"wp-image-10755105 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/11/eccalignment.jpg\" alt=\"The eBART Expansion Project includes two new stations past the existing Pittsburg/Bay Point Station \" width=\"516\" height=\"409\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/11/eccalignment.jpg 516w, https://ww2.kqed.org/app/uploads/sites/10/2015/11/eccalignment-400x317.jpg 400w\" sizes=\"(max-width: 516px) 100vw, 516px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The eBART Expansion Project includes two new stations past the existing Pittsburg/Bay Point Station \u003ccite>(\u003ca href=\"http://www.bart.gov/about/projects/ecc\">Bay Area Rapid Transit\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART spokesman Taylor Huckaby said the Pittsburg/Bay Point station parking lot fills up \"to the brim\" every morning.\u003c/p>\n\u003cp>\"There's a lot of people that are moving out into the East Bay, and we want to connect them to the central BART system,\" he said. \"We want to be able to get people to their jobs and where they need to go.\"\u003c/p>\n\u003cp>The new service will use diesel multiple-unit trains, or DMUs, which are smaller and less expensive than BART's conventional trains. The agency says eBART is expected to be ready for commuters by May 2018 and will make the 10-mile trip from Antioch to Pittsburg/Bay Point in 10 minutes. Passengers will be able to transfer there to BART's main line to Oakland, San Francisco and SFO.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"There's quite a bit of construction going on,\" said Huckaby. \"There's a lot that's visible. You can see the walls of the new stations with the concrete etchings and the artwork that's been done there. So the project is pretty far along.\"\u003c/p>\n\u003cp>The eBART project is being built in coordination with \u003ca href=\"http://4eastcounty.org/projects/hillcrest-avenue/\" target=\"_blank\">a $56.1 million project\u003c/a> to widen Highway 4 from four to eight lanes. The widening project includes room for the BART median and the construction of a pedestrian bridge to accommodate BART passengers.\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/3b2yedQuhyM\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\"Mass transit reduces highway traffic, it's environmentally sustainable, it's efficient and it facilitates the Bay Area economy to the tune of tens of millions of dollars every single day,\" said Huckaby. \"BART is eager to connect with the people of eastern Contra Costa, and we're looking forward to getting our trains moving over there.\"\u003c/p>\n\u003cp>The new \u003ca href=\"https://www.youtube.com/watch?v=eyqg45cQeU4&feature=youtu.be\" target=\"_blank\">station in Antioch\u003c/a> will be located near Hillcrest Avenue. The new Pittsburg station will be located at Railroad Avenue.\u003c/p>\n\u003cp>The project was funded in part by \u003ca href=\"http://www.ccta.net/sources/detail/2/1\" target=\"_blank\">Measure J\u003c/a>, which put sales tax revenue toward a voter-approved transportation spending plan and was approved by Contra Costa County voters in 2004.\u003c/p>\n\u003cp>\"The possibility of future extensions past Antioch is something that people have asked us to look into, and it's something they've expressed interest in supporting,\" said Huckaby. \"So I wouldn't be a bit surprised to see voters putting mass transit on future ballots.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The celebration will take place from 2:30 p.m. to 3:30 p.m. at the corner of Railroad Avenue and California Avenue in Pittsburg.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>California's \u003ca href=\"http://www.courts.ca.gov/trafficamnesty.htm\" target=\"_blank\">amnesty program\u003c/a> for unpaid traffic tickets is just over a month old, but already courts have been swamped with applications from residents eager to get fines forgiven or reduced.\u003c/p>\n\u003cp>\u003ca href=\"https://www.lacourt.org/\" target=\"_blank\">Los Angeles County\u003c/a>, which has the largest court system in the state, processed 18,000 participation forms in the past 30 days, bringing in $1.3 million in fees and revenue.\u003c/p>\n\u003cp>But there is still a significant backlog in many courts across the state.\u003c/p>\n\u003caside class=\"pullquote alignright\">For the next 17 months, drivers can apply to have their unpaid tickets reduced by 50-80 percent, if they're eligible\u003c/aside>\n\u003cp>In Alameda County, Superior Court Executive Officer Chad Finke said things have been busy. In the first month, drivers there submitted 5,300 applications for amnesty, of which 945 have been processed. Finke said about 100 new applications are submitted every day.\u003c/p>\n\u003cp>“I don’t think we were surprised,” Finke said. “I think we expected there to be a lot of interest and a lot of applications, but I don’t know that any of us had a real sense of what ‘a lot’ would be.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Finke asked for the public’s patience as the court works to keep up with demand. Meanwhile some counties, like San Francisco, turned over the administration of the program to debt collection agencies like \u003ca href=\"https://www.allianceoneinc.com/Welcome/\">Alliance One\u003c/a>.\u003c/p>\n\u003cp>The amnesty program was launched in response to research showing that the state’s system of traffic fines and civil assessments has a disproportionate effect on those with low incomes. A report by Bay Area civil rights groups, titled \"\u003ca href=\"http://www.lccr.com/wp-content/uploads/Not-Just-a-Ferguson-Problem-How-Traffic-Courts-Drive-Inequality-in-California-4.20.15.pdf\">Not Just A Ferguson Problem: How Traffic Courts Drive Inequality in California\u003c/a>,\" illustrated how an unpaid citation can quickly lead to hundreds of dollars in debt, license suspensions and even the loss of jobs.\u003c/p>\n\u003cp>The report found that 4 million people in California are without a license because of unpaid traffic debt.\u003c/p>\n\u003cp>But for the next 17 months, under the statewide amnesty program, drivers can apply to have their unpaid tickets reduced by between 50-80 percent -- if they are eligible.\u003c/p>\n\u003cp>Eligibility requirements, per the \u003ca href=\"http://www.courts.ca.gov/trafficamnesty.htm\" target=\"_blank\">amnesty program's Web page\u003c/a>:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>“Persons with unpaid tickets whose fines were originally due to be paid date on or before January 1, 2013, who have not made a payment after September 30, 2015, may be eligible to have \u003cem>both\u003c/em> their debt reduced by 50 or 80 percent depending on income \u003cem>and\u003c/em> their driver's license reinstated, unless an exclusion discussed below applies.\u003cbr>\n\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>“Persons who made a payment after September 30, 2015 on a ticket are not eligible for a reduction for \u003cem>that\u003c/em> ticket, but may be eligible to have their driver’s license reinstated if they are in good standing on a payment plan with a comprehensive collection program.”\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n\u003cp>Teresa Ruano, communications specialist for the Judicial Council of California, said courts will process all applications that are turned in before the deadline of March 31, 2017.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California's \u003ca href=\"http://www.courts.ca.gov/trafficamnesty.htm\" target=\"_blank\">amnesty program\u003c/a> for unpaid traffic tickets is just over a month old, but already courts have been swamped with applications from residents eager to get fines forgiven or reduced.\u003c/p>\n\u003cp>\u003ca href=\"https://www.lacourt.org/\" target=\"_blank\">Los Angeles County\u003c/a>, which has the largest court system in the state, processed 18,000 participation forms in the past 30 days, bringing in $1.3 million in fees and revenue.\u003c/p>\n\u003cp>But there is still a significant backlog in many courts across the state.\u003c/p>\n\u003caside class=\"pullquote alignright\">For the next 17 months, drivers can apply to have their unpaid tickets reduced by 50-80 percent, if they're eligible\u003c/aside>\n\u003cp>In Alameda County, Superior Court Executive Officer Chad Finke said things have been busy. In the first month, drivers there submitted 5,300 applications for amnesty, of which 945 have been processed. Finke said about 100 new applications are submitted every day.\u003c/p>\n\u003cp>“I don’t think we were surprised,” Finke said. “I think we expected there to be a lot of interest and a lot of applications, but I don’t know that any of us had a real sense of what ‘a lot’ would be.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Finke asked for the public’s patience as the court works to keep up with demand. Meanwhile some counties, like San Francisco, turned over the administration of the program to debt collection agencies like \u003ca href=\"https://www.allianceoneinc.com/Welcome/\">Alliance One\u003c/a>.\u003c/p>\n\u003cp>The amnesty program was launched in response to research showing that the state’s system of traffic fines and civil assessments has a disproportionate effect on those with low incomes. A report by Bay Area civil rights groups, titled \"\u003ca href=\"http://www.lccr.com/wp-content/uploads/Not-Just-a-Ferguson-Problem-How-Traffic-Courts-Drive-Inequality-in-California-4.20.15.pdf\">Not Just A Ferguson Problem: How Traffic Courts Drive Inequality in California\u003c/a>,\" illustrated how an unpaid citation can quickly lead to hundreds of dollars in debt, license suspensions and even the loss of jobs.\u003c/p>\n\u003cp>The report found that 4 million people in California are without a license because of unpaid traffic debt.\u003c/p>\n\u003cp>But for the next 17 months, under the statewide amnesty program, drivers can apply to have their unpaid tickets reduced by between 50-80 percent -- if they are eligible.\u003c/p>\n\u003cp>Eligibility requirements, per the \u003ca href=\"http://www.courts.ca.gov/trafficamnesty.htm\" target=\"_blank\">amnesty program's Web page\u003c/a>:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>“Persons with unpaid tickets whose fines were originally due to be paid date on or before January 1, 2013, who have not made a payment after September 30, 2015, may be eligible to have \u003cem>both\u003c/em> their debt reduced by 50 or 80 percent depending on income \u003cem>and\u003c/em> their driver's license reinstated, unless an exclusion discussed below applies.\u003cbr>\n\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>“Persons who made a payment after September 30, 2015 on a ticket are not eligible for a reduction for \u003cem>that\u003c/em> ticket, but may be eligible to have their driver’s license reinstated if they are in good standing on a payment plan with a comprehensive collection program.”\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n\u003cp>Teresa Ruano, communications specialist for the Judicial Council of California, said courts will process all applications that are turned in before the deadline of March 31, 2017.\u003c/p>\n\n\u003c/div>\u003c/p>",
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}
},
"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.",
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},
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},
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/BBC-World-Service-Podcast-Tile-360x360-1.jpg",
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},
"link": "/radio/program/bbc-world-service",
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"tuneIn": "https://tunein.com/radio/BBC-World-Service-p455581/",
"rss": "https://podcasts.files.bbci.co.uk/p02nq0gn.rss"
}
},
"californiareport": {
"id": "californiareport",
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"tagline": "California, day by day",
"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-California-Report-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/californiareport",
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"source": "kqed",
"order": 8
},
"link": "/californiareport",
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},
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"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
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"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
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"officialWebsiteLink": "https://www.cityarts.net/",
"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"tuneIn": "https://tunein.com/radio/City-Arts-and-Lectures-p692/",
"rss": "https://www.cityarts.net/feed/"
}
},
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"order": 1
},
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
"site": "news",
"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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},
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"id": "fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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},
"link": "/radio/program/how-i-built-this",
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"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"hyphenacion": {
"id": "hyphenacion",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
"link": "/podcasts/hyphenacion",
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
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"order": 18
},
"link": "/podcasts/jerrybrown",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
"site": "news",
"source": "npr"
},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
"site": "radio",
"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
"npr": "https://www.npr.org/podcasts/464615685/mind-shift-podcast",
"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
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