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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California Insurance Commissioner Dave Jones on Monday approved the state's first auto insurance policy specifically for Lyft drivers who have a passenger in the car.\u003c/p>\n\u003cp>The policy, from MetLife Auto & Home insurance, is not the first approved in California for drivers working for Uber or Lyft -- \u003ca href=\"http://ww2.kqed.org/news/2015/05/29/a-look-at-farmers-new-insurance-for-california-uber-and-lyft-drivers\">Farmers and Metromile have their own offerings\u003c/a> -- but it is the first to also cover drivers who have already accepted or picked up a passenger, a period that previously was covered only by the ride-hailing company.\u003c/p>\n\u003cp>MetLife's policy, designed in collaboration with Lyft, would cover drivers over every stage of their trip.\u003c/p>\n\u003cp>In doing so, it seems designed to reduce confusion among drivers about how they're covered during what various stakeholders call Period 1.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>That's the interval of time in which drivers have their app open and are available to be matched with a customer, but have yet to accept the fare. An insurance gap during Period 1 came to light after the \u003ca href=\"http://ww2.kqed.org/news/2014/01/27/lawyer-filing-suit-against-ride-service-company-uber-in-death-of-6-year-o/\">death of 6-year-old Sofia Liu\u003c/a>, who was hit by an UberX driver on New Year's Eve 2013. Uber said its $1 million insurance policy, required by the state, did not cover the accident because the driver was not on his way to or transporting a passenger.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Guide to S.F. Mayoral Candidates: Lee vs. People-Powered Challengers",
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"headTitle": "News Fix | KQED News",
"content": "\u003cp>On Nov. 3, San Francisco voters will be asked to decide between Mayor Ed Lee and five other candidates for San Francisco's top political job, which Lee has held since 2011.\u003c/p>\n\u003cp>[contextly_sidebar id=\"hHKJUgQkq9Cz031E0R6nJ6nzs0YwuU4D\"]None of Lee’s challengers have a track record in politics, nor do they have strong name recognition. The mayor has received nearly $1.5 million in campaign contributions, compared with about $42,000 raised by all five of his opponents combined. Some news outlets have gone so far as to state that Lee is running unopposed.\u003c/p>\n\u003cp>Yet his challengers are still making the rounds to try and drum up support as Election Day nears, holding happy hours to introduce themselves to voters or even climbing aboard Muni buses to deliver impromptu stump speeches.\u003c/p>\n\u003cp>On Oct. 8, every contender who has thrown his or her hat into the ring had a chance to sound off at a forum organized by the San Francisco League of Women Voters. Questions were formulated by members of the audience, and contenders were allotted 60 seconds each to deliver an answer.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/228407701\" 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>Here's a rundown of who's running and what they said in response to selected questions.\u003c/p>\n\u003cfigure id=\"attachment_10714013\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16996_IMG_8998-qut.jpg\">\u003cimg class=\"size-medium wp-image-10714013\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16996_IMG_8998-qut-800x533.jpg\" alt=\"San Francisco Mayor Ed Lee.\" width=\"800\" height=\"533\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">San Francisco Mayor Ed Lee.\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Candidate: Mayor Ed Lee, incumbent\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Lee was appointed to serve as interim mayor by the San Francisco Board of Supervisors in January 2011 after then-Mayor Gavin Newsom was elected lieutenant governor. Despite initially stating that he had no intention of seeking a full term, Lee entered the November 2011 race and won. Among his opponents were two members of the Board of Supervisors and several elected officials who held citywide office.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>In his words: \u003c/strong>\u003c/em>In 2011, \"We were coming out of the worst recession ever. People were looking for all kinds of answers, but they ultimately wanted jobs. And the reason that I concentrated with supervisors on Mid-Market was ... every third storefront was empty. Porno shops every block ... There was misery in that whole site. ... So I made a promise ... that we would show our efforts there as to how to clean it up. Well, guess who led that effort? It was local artists. ... Yes, the companies took advantage, at our invitation, to come in for six-year exemption. And guess what? It's revitalizing.\"\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: The current transportation infrastructure in San Francisco is inadequate to accommodate the rapid influx of new residents supported by the unbridled building boom. How will you address this problem?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em>“We put together a transportation task force … but we do need infrastructure money. And I am a true believer in not only making sure we extend the Central Subway to Fisherman’s Wharf ... I think we need to have more subway systems in the city, we need to have that extra BART tube ... and we need to have the federal government and the state government support us.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: What will you do about the increase in homeless families prior to the Super Bowl (and afterward)?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em>“We have thousands of people on the streets. Our latest model, which is the Navigation Center, we believe puts together the best services. But also [it's] inviting, gets rid of the shelter rules and makes sure people live in dignity as we place hundreds of units of housing behind that. We should work with the school district, with the Human Services Agency, to make sure that our children who are in school who are homeless … to make sure there is sustained housing for them.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: As mayor, how will you ensure that tech companies pay their fair share of taxes?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em> “This past year we were able to pass a two-year budget that had no budget cuts … because we have a very strong economy. That strong economy is a reflection of good relationships with our business community.”\u003c/p>\n\u003cp>Lee has collected endorsements from Sen. Dianne Feinstein, Gov. Jerry Brown and a host of other elected officials and political organizations. \u003ca href=\"http://www.mayoredlee.com/about\">Visit his website.\u003c/a>\u003c/p>\n\u003cfigure id=\"attachment_10714001\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16992_IMG_8897-qut.jpg\">\u003cimg class=\"size-medium wp-image-10714001\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16992_IMG_8897-qut-800x533.jpg\" alt=\"Mayoral candidate Amy Farah Weiss answers a question during a mayoral candidate forum at the University of California San Francisco on Oct. 8, 2015.\" width=\"800\" height=\"533\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Mayoral candidate Amy Farah Weiss answers a question during a mayoral candidate forum at the University of California San Francisco on Oct. 8, 2015.\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Candidate:\u003c/strong> \u003cstrong>Amy Farah Weiss\u003c/strong>\u003c/p>\n\u003cp>Weiss has nearly a decade of experience working in the nonprofit sector, including on community garden projects. She got her start in San Francisco politics by organizing \u003ca href=\"http://hoodline.com/2011/10/occupy401divis-movement-planning-boycott-of-chase-bank?utm_source=story&utm_medium=web&utm_campaign=stories\">opposition to a Chase Bank on Oak and Divisadero streets\u003c/a> -- favored by Lee's Office of Economic and Workforce Development -- which displaced two independently owned businesses.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>In her words:\u003c/strong> \u003c/em>“The only tool that’s available to us to be able to acquire power is grass-roots democracy. When our leaders are not accountable to us, when they’re not using that power in a way that gives us an exciting vision for the future that’s truly inclusive and equitable, then we need to become those leaders.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: The current transportation infrastructure in San Francisco is inadequate to accommodate the rapid influx of new residents supported by the unbridled building boom. How will you address this problem?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em>“We need an environmental impact review for the tech buses. We need an environmental impact review for Uber and Lyft, and it’s ridiculous that taxi drivers have had to endure what they endured with the regulations that are put upon them, but aren’t being placed on the [transportation network companies]. The administration is just capitulating to these large corporate interests.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: What will you do about the increase in homeless families prior to the Super Bowl (and afterward)?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em>“I have a background in transitional housing, mental health, reactivating spaces, starting urban gardens. I came up with an idea called transitional eco-villages where we identify all of the under-utilized city property ... and we create these transitional eco-villages. I call it the St. Francisco Super Bowl Homelessness Challenge.”\u003c/p>\n\u003cp>[Note: Weiss said her project title \u003ca href=\"http://sanfrancisco.cbslocal.com/2015/08/24/super-bowl-50-homeless-san-francisco-mayor-ed-lee-super-bowl-city/\">is a reference to this statement\u003c/a> made by Mayor Lee.]\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: As mayor, how will you ensure that tech companies pay their fair share of taxes?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>A:\u003c/strong> “[Venture capitalist] Ron Conway was actually part of the plan to change our tax structure in San Francisco … but we went too far with that, and we should have put more onus on tech companies who are coming into our city to pay their fair share. … As mayor, I’m going to figure out how we get more balance.”\u003c/p>\n\u003cp>Weiss received second-place endorsements from the San Francisco Green Party and SEIU Local 1021, the city's largest public employee union, among others. \u003ca href=\"http://www.thinktwicevoteweiss.com\">Visit her website.\u003c/a>\u003c/p>\n\u003cfigure id=\"attachment_10713999\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16987_IMG_8844-qut.jpg\">\u003cimg class=\"wp-image-10713999 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16987_IMG_8844-qut-800x533.jpg\" alt=\"RS16987_IMG_8844-qut\" width=\"800\" height=\"533\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Stuart Schuffman\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Candidate:\u003c/strong> \u003cstrong>Stuart Schuffman, aka “Broke-Ass Stuart” \u003c/strong>\u003c/p>\n\u003cp>Schuffman writes a column for the San Francisco Examiner titled \u003ca href=\"http://www.sfexaminer.com/category/the-city/sf-news-columns/broke-ass-city/\">\"Broke-Ass City,\"\u003c/a> and is the author of \"Broke-Ass Stuart's Guide to Living Cheaply in San Francisco\" and two other books on living cheaply. He also created and hosted a travel show on IFC called \"Young, Broke and Beautiful.\"\u003c/p>\n\u003cp>\u003cem>\u003cstrong>In his words:\u003c/strong>\u003c/em> “People say they leave their heart in San Francisco -- I found my heart in San Francisco. I found a community, I found a place where everybody was welcome, no matter where they were from, or what they did, or what they were like. And that’s what we’re losing. Part of it has to do with housing, a lot of that has to do with corruption. We need to take our city back.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: The current transportation infrastructure in San Francisco is inadequate to accommodate the rapid influx of new residents supported by the unbridled building boom. How will you address this problem?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em>“I met my first serious girlfriend on Muni. I love Muni. Part of being a San Franciscan is using mass transit ... The city feels congested … and part of that’s because of ride-sharing. … There has to be a way we can regulate who is driving here. Also, I think that if we put a higher charge on the stops of Google buses, then we can put that money into Muni.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: What will you do about the increase in homeless families prior to the Super Bowl (and afterward)?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em>“There’s roughly 10,000-ish homeless people on the streets of San Francisco. And there’s roughly 10,000-ish Airbnb rentals out there -- I’m just sayin’. ... These are people who are veterans, they are people who come from broken homes, people who come from abuse, they are people who need our help, and 71 percent of them were in San Francisco residences before they were on the streets. And so, we need housing first.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: As mayor, how will you ensure that tech companies pay their fair share of taxes?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>“Make them pay their taxes! I can’t wait for these tax breaks to expire -- $55 million worth of tax breaks were given to these tech companies. There are three meals per day served at the Twitter building, and there’s one meal per person at St. Anthony’s.”\u003c/p>\n\u003cp>Schuffman was endorsed by comedian Margaret Cho -- because, according to his blog post, she was impressed with his \u003ca href=\"https://www.youtube.com/watch?v=-4SpQnlS0zo\">plan for solving San Francisco's poop problem\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"https://brokeassmayor.nationbuilder.com/\">Visit Stuart Schuffman's website\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_10714000\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17000_IMG_9053-qut.jpg\">\u003cimg class=\"wp-image-10714000 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17000_IMG_9053-qut-800x533.jpg\" alt=\"RS17000_IMG_9053-qut\" width=\"800\" height=\"533\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Francisco Herrera\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Candidate: Francisco Herrera\u003c/strong>\u003c/p>\n\u003cp>Francisco Herrera has lived in the city for nearly 30 years. Originally from Mexicali, he studied political science and graduated with a master's degree in theology. He's a musician, activist and co-founder of San Francisco's Day Labor Program. After his closing remarks at the forum, Herrera treated participants to a short \u003cem>a cappella\u003c/em> tune.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>In his words:\u003c/strong>\u003c/em> “Forty thousand jobs -- but for people who don’t live here. Ten thousand people have been kicked out of the Mission. The Bayview-Hunters Point has been completely devastated. People are feeling the angst, a general angst, at what this has created. So, this planning is not for us. We have to come back to plan and develop for our communities.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: The current transportation infrastructure in San Francisco is inadequate to accommodate the rapid influx of new residents supported by the unbridled building boom. How will you address this problem?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>A:\u003c/strong> “We need to start by limiting where these [tech] buses travel. We need to have them pay into the public common good, so that we can have a better Muni for all workers together. This corporate cheating, corporate welfare called tax breaks, just does not work, and it creates a two-tier among working people.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: What will you do about the increase in homeless families prior to the Super Bowl (and afterward)?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Herrera:\u003c/strong> “Homelessness starts at the moment that people can’t pay the rent. There’s folks who have jobs who are living in their cars. … We all have to support\u003ca href=\"http://www.kqed.org/a/forum/R201510050900\"> Prop. F\u003c/a> and we have to support the systems that are helping people deal with their own experience of homelessness.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: As mayor, how will you ensure that tech companies pay their fair share of taxes?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Herrera:\u003c/strong> “This whole idea of tax breaks is nothing but corporate welfare. … Make the investor pay their fair share.”\u003c/p>\n\u003cp>Herrera won first-place endorsements from SEIU Local 1021 and the San Francisco Green Party, among others. \u003ca href=\"http://www.peoplescampaign.net/\">Visit his website.\u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16990_IMG_8878-qut.jpg\">\u003cimg class=\"size-medium wp-image-10714014 aligncenter\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16990_IMG_8878-qut-800x533.jpg\" alt=\"Reed Martin\" width=\"800\" height=\"533\">\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Candidate: Reed Martin\u003c/strong>\u003c/p>\n\u003cp>Reed Martin is a tech-sector employee who also serves on the board of San Francisco Transit Riders.\u003c/p>\n\u003cp>\u003cstrong>In his words: \u003c/strong> \"As someone who has spent time working in the tech industry, I understand the power of technology to influence our lives, to bring us closer, and to shape a more equitable future. At the same time, the impact this industry has on our city has not always shared these values.\"\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: The current transportation infrastructure in San Francisco is inadequate to accommodate the rapid influx of new residents supported by the unbridled building boom. How will you address this problem?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>“Transportation has been my passion for the last 10 years or so. Every single building that gets built in San Francisco has to be putting money in [for transportation offsets]. The problem that we’ve seen in development in San Francisco is a lot of the development itself is happening to us, it’s not happening by us.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: What will you do about the increase in homeless families prior to the Super Bowl (and afterward)?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>“I actually think the Navigation Center is an interesting model. I think there are a lot of different ways that we need to be tackling homelessness in San Francisco, and the first of which is making sure we’re treating everybody with respect and taking a housing-first policy. This has to be something we do as a regional level.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: As mayor, how will you ensure that tech companies pay their fair share of taxes?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>“We do have a strong economy, and yet we’re talking about all of the problems. I think San Francisco has a corruption problem at our core. My background is in tech, I work in tech, and we don‘t really have a tech problem. We have a corporate tech problem, and it’s money that’s coming with the corporate side and it’s working with the city.”\u003c/p>\n\u003cp>\u003ca href=\"http://mayorgrandsf.org/\">Visit Reed Martin's website.\u003c/a>\u003c/p>\n\u003cfigure id=\"attachment_10714015\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16989_IMG_8866-qut.jpg\">\u003cimg class=\"size-medium wp-image-10714015\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16989_IMG_8866-qut-800x533.jpg\" alt=\"Kent Graham\" width=\"800\" height=\"533\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Kent Graham\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Candidate: Kent Graham\u003c/strong>\u003c/p>\n\u003cp>According to his website, Kent Graham holds an MBA from Pepperdine University and has a background in business management.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>In his words:\u003c/strong> \u003c/em>\"I think San Francisco deserves a manager running the show and not a politician.\"\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: The current transportation infrastructure in San Francisco is inadequate to accommodate the rapid influx of new residents supported by the unbridled building boom. How will you address this problem?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em>“I’m not so interested in what’s going to happen 20 or 30 years from now. I mean, I know we have to do it, and the transportation systems, the high-speed rails, that all has to come. But I’m going to put emphasis on how do we get this done in the next six months?”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: What will you do about the increase in homeless families prior to the Super Bowl (and afterward)?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em>“Homelessness is not a crime, it’s a condition. Before you can do anything, you have to go up to the person, find out why he’s homeless, get a read on that. Social workers in other areas of the country do this … it’s those types of things, we need more social workers involved.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: As mayor, how will you ensure that tech companies pay their fair share of taxes?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em>“Well, I’m troubled by the amount of new development that comes in and doesn’t pay their fair share and has workers from out of town. You can’t keep doing that and sustain what we want in San Francisco. I think we have to tax the corporations at the rate that we need to support our current population.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003ca href=\"http://www.kentgraham4mayor.com/\">Visit Graham's website.\u003c/a>\u003c/p>\n\n",
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"excerpt": "Five other candidates are vying for top job -- and none are happy with the way things are going in San Francisco.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>On Nov. 3, San Francisco voters will be asked to decide between Mayor Ed Lee and five other candidates for San Francisco's top political job, which Lee has held since 2011.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>None of Lee’s challengers have a track record in politics, nor do they have strong name recognition. The mayor has received nearly $1.5 million in campaign contributions, compared with about $42,000 raised by all five of his opponents combined. Some news outlets have gone so far as to state that Lee is running unopposed.\u003c/p>\n\u003cp>Yet his challengers are still making the rounds to try and drum up support as Election Day nears, holding happy hours to introduce themselves to voters or even climbing aboard Muni buses to deliver impromptu stump speeches.\u003c/p>\n\u003cp>On Oct. 8, every contender who has thrown his or her hat into the ring had a chance to sound off at a forum organized by the San Francisco League of Women Voters. Questions were formulated by members of the audience, and contenders were allotted 60 seconds each to deliver an answer.\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/228407701&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/228407701'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Here's a rundown of who's running and what they said in response to selected questions.\u003c/p>\n\u003cfigure id=\"attachment_10714013\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16996_IMG_8998-qut.jpg\">\u003cimg class=\"size-medium wp-image-10714013\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16996_IMG_8998-qut-800x533.jpg\" alt=\"San Francisco Mayor Ed Lee.\" width=\"800\" height=\"533\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">San Francisco Mayor Ed Lee.\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Candidate: Mayor Ed Lee, incumbent\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Lee was appointed to serve as interim mayor by the San Francisco Board of Supervisors in January 2011 after then-Mayor Gavin Newsom was elected lieutenant governor. Despite initially stating that he had no intention of seeking a full term, Lee entered the November 2011 race and won. Among his opponents were two members of the Board of Supervisors and several elected officials who held citywide office.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>In his words: \u003c/strong>\u003c/em>In 2011, \"We were coming out of the worst recession ever. People were looking for all kinds of answers, but they ultimately wanted jobs. And the reason that I concentrated with supervisors on Mid-Market was ... every third storefront was empty. Porno shops every block ... There was misery in that whole site. ... So I made a promise ... that we would show our efforts there as to how to clean it up. Well, guess who led that effort? It was local artists. ... Yes, the companies took advantage, at our invitation, to come in for six-year exemption. And guess what? It's revitalizing.\"\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: The current transportation infrastructure in San Francisco is inadequate to accommodate the rapid influx of new residents supported by the unbridled building boom. How will you address this problem?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em>“We put together a transportation task force … but we do need infrastructure money. And I am a true believer in not only making sure we extend the Central Subway to Fisherman’s Wharf ... I think we need to have more subway systems in the city, we need to have that extra BART tube ... and we need to have the federal government and the state government support us.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: What will you do about the increase in homeless families prior to the Super Bowl (and afterward)?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em>“We have thousands of people on the streets. Our latest model, which is the Navigation Center, we believe puts together the best services. But also [it's] inviting, gets rid of the shelter rules and makes sure people live in dignity as we place hundreds of units of housing behind that. We should work with the school district, with the Human Services Agency, to make sure that our children who are in school who are homeless … to make sure there is sustained housing for them.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: As mayor, how will you ensure that tech companies pay their fair share of taxes?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em> “This past year we were able to pass a two-year budget that had no budget cuts … because we have a very strong economy. That strong economy is a reflection of good relationships with our business community.”\u003c/p>\n\u003cp>Lee has collected endorsements from Sen. Dianne Feinstein, Gov. Jerry Brown and a host of other elected officials and political organizations. \u003ca href=\"http://www.mayoredlee.com/about\">Visit his website.\u003c/a>\u003c/p>\n\u003cfigure id=\"attachment_10714001\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16992_IMG_8897-qut.jpg\">\u003cimg class=\"size-medium wp-image-10714001\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16992_IMG_8897-qut-800x533.jpg\" alt=\"Mayoral candidate Amy Farah Weiss answers a question during a mayoral candidate forum at the University of California San Francisco on Oct. 8, 2015.\" width=\"800\" height=\"533\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Mayoral candidate Amy Farah Weiss answers a question during a mayoral candidate forum at the University of California San Francisco on Oct. 8, 2015.\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Candidate:\u003c/strong> \u003cstrong>Amy Farah Weiss\u003c/strong>\u003c/p>\n\u003cp>Weiss has nearly a decade of experience working in the nonprofit sector, including on community garden projects. She got her start in San Francisco politics by organizing \u003ca href=\"http://hoodline.com/2011/10/occupy401divis-movement-planning-boycott-of-chase-bank?utm_source=story&utm_medium=web&utm_campaign=stories\">opposition to a Chase Bank on Oak and Divisadero streets\u003c/a> -- favored by Lee's Office of Economic and Workforce Development -- which displaced two independently owned businesses.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>In her words:\u003c/strong> \u003c/em>“The only tool that’s available to us to be able to acquire power is grass-roots democracy. When our leaders are not accountable to us, when they’re not using that power in a way that gives us an exciting vision for the future that’s truly inclusive and equitable, then we need to become those leaders.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: The current transportation infrastructure in San Francisco is inadequate to accommodate the rapid influx of new residents supported by the unbridled building boom. How will you address this problem?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em>“We need an environmental impact review for the tech buses. We need an environmental impact review for Uber and Lyft, and it’s ridiculous that taxi drivers have had to endure what they endured with the regulations that are put upon them, but aren’t being placed on the [transportation network companies]. The administration is just capitulating to these large corporate interests.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: What will you do about the increase in homeless families prior to the Super Bowl (and afterward)?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em>“I have a background in transitional housing, mental health, reactivating spaces, starting urban gardens. I came up with an idea called transitional eco-villages where we identify all of the under-utilized city property ... and we create these transitional eco-villages. I call it the St. Francisco Super Bowl Homelessness Challenge.”\u003c/p>\n\u003cp>[Note: Weiss said her project title \u003ca href=\"http://sanfrancisco.cbslocal.com/2015/08/24/super-bowl-50-homeless-san-francisco-mayor-ed-lee-super-bowl-city/\">is a reference to this statement\u003c/a> made by Mayor Lee.]\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: As mayor, how will you ensure that tech companies pay their fair share of taxes?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>A:\u003c/strong> “[Venture capitalist] Ron Conway was actually part of the plan to change our tax structure in San Francisco … but we went too far with that, and we should have put more onus on tech companies who are coming into our city to pay their fair share. … As mayor, I’m going to figure out how we get more balance.”\u003c/p>\n\u003cp>Weiss received second-place endorsements from the San Francisco Green Party and SEIU Local 1021, the city's largest public employee union, among others. \u003ca href=\"http://www.thinktwicevoteweiss.com\">Visit her website.\u003c/a>\u003c/p>\n\u003cfigure id=\"attachment_10713999\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16987_IMG_8844-qut.jpg\">\u003cimg class=\"wp-image-10713999 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16987_IMG_8844-qut-800x533.jpg\" alt=\"RS16987_IMG_8844-qut\" width=\"800\" height=\"533\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Stuart Schuffman\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Candidate:\u003c/strong> \u003cstrong>Stuart Schuffman, aka “Broke-Ass Stuart” \u003c/strong>\u003c/p>\n\u003cp>Schuffman writes a column for the San Francisco Examiner titled \u003ca href=\"http://www.sfexaminer.com/category/the-city/sf-news-columns/broke-ass-city/\">\"Broke-Ass City,\"\u003c/a> and is the author of \"Broke-Ass Stuart's Guide to Living Cheaply in San Francisco\" and two other books on living cheaply. He also created and hosted a travel show on IFC called \"Young, Broke and Beautiful.\"\u003c/p>\n\u003cp>\u003cem>\u003cstrong>In his words:\u003c/strong>\u003c/em> “People say they leave their heart in San Francisco -- I found my heart in San Francisco. I found a community, I found a place where everybody was welcome, no matter where they were from, or what they did, or what they were like. And that’s what we’re losing. Part of it has to do with housing, a lot of that has to do with corruption. We need to take our city back.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: The current transportation infrastructure in San Francisco is inadequate to accommodate the rapid influx of new residents supported by the unbridled building boom. How will you address this problem?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em>“I met my first serious girlfriend on Muni. I love Muni. Part of being a San Franciscan is using mass transit ... The city feels congested … and part of that’s because of ride-sharing. … There has to be a way we can regulate who is driving here. Also, I think that if we put a higher charge on the stops of Google buses, then we can put that money into Muni.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: What will you do about the increase in homeless families prior to the Super Bowl (and afterward)?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em>“There’s roughly 10,000-ish homeless people on the streets of San Francisco. And there’s roughly 10,000-ish Airbnb rentals out there -- I’m just sayin’. ... These are people who are veterans, they are people who come from broken homes, people who come from abuse, they are people who need our help, and 71 percent of them were in San Francisco residences before they were on the streets. And so, we need housing first.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: As mayor, how will you ensure that tech companies pay their fair share of taxes?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>“Make them pay their taxes! I can’t wait for these tax breaks to expire -- $55 million worth of tax breaks were given to these tech companies. There are three meals per day served at the Twitter building, and there’s one meal per person at St. Anthony’s.”\u003c/p>\n\u003cp>Schuffman was endorsed by comedian Margaret Cho -- because, according to his blog post, she was impressed with his \u003ca href=\"https://www.youtube.com/watch?v=-4SpQnlS0zo\">plan for solving San Francisco's poop problem\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"https://brokeassmayor.nationbuilder.com/\">Visit Stuart Schuffman's website\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_10714000\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17000_IMG_9053-qut.jpg\">\u003cimg class=\"wp-image-10714000 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS17000_IMG_9053-qut-800x533.jpg\" alt=\"RS17000_IMG_9053-qut\" width=\"800\" height=\"533\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Francisco Herrera\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Candidate: Francisco Herrera\u003c/strong>\u003c/p>\n\u003cp>Francisco Herrera has lived in the city for nearly 30 years. Originally from Mexicali, he studied political science and graduated with a master's degree in theology. He's a musician, activist and co-founder of San Francisco's Day Labor Program. After his closing remarks at the forum, Herrera treated participants to a short \u003cem>a cappella\u003c/em> tune.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>In his words:\u003c/strong>\u003c/em> “Forty thousand jobs -- but for people who don’t live here. Ten thousand people have been kicked out of the Mission. The Bayview-Hunters Point has been completely devastated. People are feeling the angst, a general angst, at what this has created. So, this planning is not for us. We have to come back to plan and develop for our communities.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: The current transportation infrastructure in San Francisco is inadequate to accommodate the rapid influx of new residents supported by the unbridled building boom. How will you address this problem?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>A:\u003c/strong> “We need to start by limiting where these [tech] buses travel. We need to have them pay into the public common good, so that we can have a better Muni for all workers together. This corporate cheating, corporate welfare called tax breaks, just does not work, and it creates a two-tier among working people.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: What will you do about the increase in homeless families prior to the Super Bowl (and afterward)?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Herrera:\u003c/strong> “Homelessness starts at the moment that people can’t pay the rent. There’s folks who have jobs who are living in their cars. … We all have to support\u003ca href=\"http://www.kqed.org/a/forum/R201510050900\"> Prop. F\u003c/a> and we have to support the systems that are helping people deal with their own experience of homelessness.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: As mayor, how will you ensure that tech companies pay their fair share of taxes?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Herrera:\u003c/strong> “This whole idea of tax breaks is nothing but corporate welfare. … Make the investor pay their fair share.”\u003c/p>\n\u003cp>Herrera won first-place endorsements from SEIU Local 1021 and the San Francisco Green Party, among others. \u003ca href=\"http://www.peoplescampaign.net/\">Visit his website.\u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16990_IMG_8878-qut.jpg\">\u003cimg class=\"size-medium wp-image-10714014 aligncenter\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16990_IMG_8878-qut-800x533.jpg\" alt=\"Reed Martin\" width=\"800\" height=\"533\">\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Candidate: Reed Martin\u003c/strong>\u003c/p>\n\u003cp>Reed Martin is a tech-sector employee who also serves on the board of San Francisco Transit Riders.\u003c/p>\n\u003cp>\u003cstrong>In his words: \u003c/strong> \"As someone who has spent time working in the tech industry, I understand the power of technology to influence our lives, to bring us closer, and to shape a more equitable future. At the same time, the impact this industry has on our city has not always shared these values.\"\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: The current transportation infrastructure in San Francisco is inadequate to accommodate the rapid influx of new residents supported by the unbridled building boom. How will you address this problem?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>“Transportation has been my passion for the last 10 years or so. Every single building that gets built in San Francisco has to be putting money in [for transportation offsets]. The problem that we’ve seen in development in San Francisco is a lot of the development itself is happening to us, it’s not happening by us.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: What will you do about the increase in homeless families prior to the Super Bowl (and afterward)?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>“I actually think the Navigation Center is an interesting model. I think there are a lot of different ways that we need to be tackling homelessness in San Francisco, and the first of which is making sure we’re treating everybody with respect and taking a housing-first policy. This has to be something we do as a regional level.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: As mayor, how will you ensure that tech companies pay their fair share of taxes?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>“We do have a strong economy, and yet we’re talking about all of the problems. I think San Francisco has a corruption problem at our core. My background is in tech, I work in tech, and we don‘t really have a tech problem. We have a corporate tech problem, and it’s money that’s coming with the corporate side and it’s working with the city.”\u003c/p>\n\u003cp>\u003ca href=\"http://mayorgrandsf.org/\">Visit Reed Martin's website.\u003c/a>\u003c/p>\n\u003cfigure id=\"attachment_10714015\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16989_IMG_8866-qut.jpg\">\u003cimg class=\"size-medium wp-image-10714015\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/RS16989_IMG_8866-qut-800x533.jpg\" alt=\"Kent Graham\" width=\"800\" height=\"533\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Kent Graham\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Candidate: Kent Graham\u003c/strong>\u003c/p>\n\u003cp>According to his website, Kent Graham holds an MBA from Pepperdine University and has a background in business management.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>In his words:\u003c/strong> \u003c/em>\"I think San Francisco deserves a manager running the show and not a politician.\"\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: The current transportation infrastructure in San Francisco is inadequate to accommodate the rapid influx of new residents supported by the unbridled building boom. How will you address this problem?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em>“I’m not so interested in what’s going to happen 20 or 30 years from now. I mean, I know we have to do it, and the transportation systems, the high-speed rails, that all has to come. But I’m going to put emphasis on how do we get this done in the next six months?”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: What will you do about the increase in homeless families prior to the Super Bowl (and afterward)?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em>“Homelessness is not a crime, it’s a condition. Before you can do anything, you have to go up to the person, find out why he’s homeless, get a read on that. Social workers in other areas of the country do this … it’s those types of things, we need more social workers involved.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Q: As mayor, how will you ensure that tech companies pay their fair share of taxes?\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>A: \u003c/strong>\u003c/em>“Well, I’m troubled by the amount of new development that comes in and doesn’t pay their fair share and has workers from out of town. You can’t keep doing that and sustain what we want in San Francisco. I think we have to tax the corporations at the rate that we need to support our current population.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://www.kentgraham4mayor.com/\">Visit Graham's website.\u003c/a>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Viva CalleSJ: A Street Festival to Connect San Jose Residents, Neighborhoods",
"title": "Viva CalleSJ: A Street Festival to Connect San Jose Residents, Neighborhoods",
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"content": "\u003cp>It's an after-school ritual for Abigayle de la Rosa to stop at La Original Paleteria y Neveria (The Original Ice Cream Shop) and get a scoop of Mexican ice cream in her bustling San Jose neighborhood, called Calle Willow.\u003c/p>\n\u003cp>Since it opened on Willow Street a year ago, the shop has become her version of \"31 Flavors.\" The surrounding area resembles parts of Mexico City, with storefront signs written in Spanish, merchants selling fresh flowers, jewelry, sidewalk tacos and pictures of the Virgencita de Guadalupe, patron saint of Mexico. The neighborhood is wedged between downtown's glistening office buildings and Willow Glen, one of the most affluent areas in Silicon Valley.\u003c/p>\n\u003cp>De la Rosa is only 10 years old, but she's fully aware that on Sunday her neighborhood will be one of many on full display when six miles of city streets will be closed to cars but open to people to walk, bicycle, skateboard or travel by any nonmotorized mode of transportation.\u003c/p>\n\u003cp>It's the inaugural \u003ca href=\"http://vivacallesj.org/\" target=\"_blank\">Viva CalleSJ\u003c/a> open streets event, a festival stretching from downtown San Jose to Little Saigon to East San Jose that aims to encourage residents to explore parts of the city they know little about.\u003c/p>\n\u003cfigure id=\"attachment_10712086\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/UPDATED_VivaCalleSJ_RouteMap.jpg\">\u003cimg class=\"size-thumbnail wp-image-10712086\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/UPDATED_VivaCalleSJ_RouteMap-400x263.jpg\" alt=\"Map of the VivaCalleSJ route for Sunday from 10 a.m. to 3 p.m.\" width=\"400\" height=\"263\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/UPDATED_VivaCalleSJ_RouteMap-400x263.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/UPDATED_VivaCalleSJ_RouteMap-800x525.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/UPDATED_VivaCalleSJ_RouteMap-1440x945.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/UPDATED_VivaCalleSJ_RouteMap-1920x1260.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/UPDATED_VivaCalleSJ_RouteMap-1180x775.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/UPDATED_VivaCalleSJ_RouteMap-960x630.jpg 960w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Map of the VivaCalleSJ route for Sunday from 10 a.m. to 3 p.m. \u003ccite>(VivaCalleSJ/city of San Jose )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"I think this bike ride will bring a lot more people here,\" says De la Rosa. \"There's a lot of cool things to see and the ice cream is delicious.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Viva calle!\" is a Spanish phrase that translates to \"long live the streets!\" Organizers say the event is a test run for future street events. Can sprawling San Jose, where Teslas and hybrid cars are king, get people out of their car -- and comfort zones -- to explore the city?\u003c/p>\n\u003cp>Ed Solis, recreation superintendent of San Jose's Department of Parks, Recreation & Neighborhood Services, thinks so. He says a major goal of Viva CalleSJ is to make a giant city known for its distinctive neighborhoods and diverse cultures a little more accessible. He's expecting 30,000 people to turn out in a city that is 180 square miles and has a population of 1 million.\u003c/p>\n\u003cp>\"People are going to be traversing a number of communities, social-economic lines and cultural lines, and our hope is to unify the city through open streets,\" says Solis.\u003c/p>\n\u003cp>Elder Palles says he plans to be there. He lives in the nearby town of Milpitas and believes once people get to know the flavor of the downtown neighborhoods they will return. He comes to Calle Willow to pick up his daughter from school most days.\u003c/p>\n\u003cp>\"I feel at home here,\"he says. \"I live in Milpitas and all you see are the neighbors with closed doors. Look over here, how everyone is walking.\"\u003c/p>\n\u003cp>The city of San Jose, the \u003ca href=\"http://bikesiliconvalley.org/\" target=\"_blank\">Silicon Valley Bicycle Coalition\u003c/a> and Knight Foundation are the main sponsors, providing the funding for Viva CalleSJ. So far the cost is $300,000 to pay for everything from police to shutting down the streets.\u003c/p>\n\u003cp>Viva CalleSJ is similar to open streets events like Sunday Streets in \u003ca href=\"http://www.sundaystreetssf.com/what-is-sunday-streets-2/\" target=\"_blank\">San Francisco\u003c/a> and \u003ca href=\"https://www.facebook.com/SundayStreetsBerkeley\" target=\"_blank\">Berkeley\u003c/a> and Oakland's \u003ca href=\"http://oaklavia.org/\" target=\"_blank\">Oaklavia\u003c/a>. But maybe the closest parallel is to a bigger city well to the south.\u003c/p>\n\u003cp>A year ago, San Jose officials traveled to Los Angeles to look at how that city launched an open streets event in 2010 it calls \u003ca href=\"http://www.ciclavia.org/\" target=\"_blank\">CicLAvia\u003c/a>. CicLAvia was inspired by events in Bogota, Columbia and Mexico City. L.A. has been ramping up the number of rides each year, attracting between 50,000 and 100,000 riders, and designing different routes.\u003c/p>\n\u003cp>Romel Pascual, CicLAvia executive director, says there are similarities between the two cities.\u003c/p>\n\u003cp>\"San Jose is a smaller version of Los Angeles,\" he says. \"(W)e are made up of distinct neighborhoods that aren't just defined by different cultures but blended like it is in San Jose.\"\u003c/p>\n\u003cp>Pascual says studies show the event has been successful in drawing people from all over Los Angeles and increasing business along the route.\u003c/p>\n\u003cp>\"About 75 percent of all the ZIP codes in Los Angeles were represented along the route,\" he says. \"The amazing thing is the jump in businesses along the routes from 25 to 60 percent. These are mostly service-oriented businesses like restaurants and coffee shops.\"\u003c/p>\n\u003cp>Local San Jose residents want that kind of success in neighborhoods such as central San Jose's Little Saigon, where many Vietnamese immigrants settled after the Vietnam War ended in 1975. Cecille Nguyen, who was born in San Jose and whose parents were immigrants, has been helping promote Viva CalleSJ.\u003c/p>\n\u003cfigure id=\"attachment_10712357\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Vietnamese-woman.jpg\">\u003cimg class=\"size-thumbnail wp-image-10712357\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Vietnamese-woman-400x300.jpg\" alt=\"Part of the Viva CalleSJ route leading into Little Saigon.\" width=\"400\" height=\"300\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/Vietnamese-woman-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Vietnamese-woman-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Vietnamese-woman-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Vietnamese-woman-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Vietnamese-woman-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Vietnamese-woman-960x720.jpg 960w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Part of the Viva CalleSJ route leading into Little Saigon. \u003ccite>(Beth Willon/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"Vietnamese people are very much passionate about their food and culinary skills but I think it's a bit neglected sometimes that the Vietnamese are known for their friendliness and willingness to help and serve,\" she says. \"I think that is something that will surprise everyone. No matter what service you're looking for here, you're going to find someone who can help you out.\"\u003c/p>\n\u003cp>Carlos Velazquez, outreach manager for the Silicon Valley Bicycle Coalition, stressed the importance of overcoming the isolation of neighborhoods. The Calle Willow neighborhood, for example, while close to downtown and Willow Glen, is separated by roadway bridges.\u003c/p>\n\u003cp>Valazquez, who's trying to drum up more business sponsors for future events, says when he worked in Chicago he observed how neighborhoods divided by bridges or railroad tracks suffered a disconnect between people.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"I'm really hoping to get people young and old,\" he says. \"This isn't a bike race. We want \u003cem>abuelitas\u003c/em> (grandmothers) being led in their wheelchairs by their granddaughters. We want to see people walking and skateboarding. We want everyone to feel comfortable using the streets and see that this is theirs and something they can do.\"\u003c/p>\n\n",
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"excerpt": "Sunday open streets event aims to encourage San Joseans and out-of-towners to explore the vast South Bay city. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It's an after-school ritual for Abigayle de la Rosa to stop at La Original Paleteria y Neveria (The Original Ice Cream Shop) and get a scoop of Mexican ice cream in her bustling San Jose neighborhood, called Calle Willow.\u003c/p>\n\u003cp>Since it opened on Willow Street a year ago, the shop has become her version of \"31 Flavors.\" The surrounding area resembles parts of Mexico City, with storefront signs written in Spanish, merchants selling fresh flowers, jewelry, sidewalk tacos and pictures of the Virgencita de Guadalupe, patron saint of Mexico. The neighborhood is wedged between downtown's glistening office buildings and Willow Glen, one of the most affluent areas in Silicon Valley.\u003c/p>\n\u003cp>De la Rosa is only 10 years old, but she's fully aware that on Sunday her neighborhood will be one of many on full display when six miles of city streets will be closed to cars but open to people to walk, bicycle, skateboard or travel by any nonmotorized mode of transportation.\u003c/p>\n\u003cp>It's the inaugural \u003ca href=\"http://vivacallesj.org/\" target=\"_blank\">Viva CalleSJ\u003c/a> open streets event, a festival stretching from downtown San Jose to Little Saigon to East San Jose that aims to encourage residents to explore parts of the city they know little about.\u003c/p>\n\u003cfigure id=\"attachment_10712086\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/UPDATED_VivaCalleSJ_RouteMap.jpg\">\u003cimg class=\"size-thumbnail wp-image-10712086\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/UPDATED_VivaCalleSJ_RouteMap-400x263.jpg\" alt=\"Map of the VivaCalleSJ route for Sunday from 10 a.m. to 3 p.m.\" width=\"400\" height=\"263\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/UPDATED_VivaCalleSJ_RouteMap-400x263.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/UPDATED_VivaCalleSJ_RouteMap-800x525.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/UPDATED_VivaCalleSJ_RouteMap-1440x945.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/UPDATED_VivaCalleSJ_RouteMap-1920x1260.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/UPDATED_VivaCalleSJ_RouteMap-1180x775.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/UPDATED_VivaCalleSJ_RouteMap-960x630.jpg 960w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Map of the VivaCalleSJ route for Sunday from 10 a.m. to 3 p.m. \u003ccite>(VivaCalleSJ/city of San Jose )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"I think this bike ride will bring a lot more people here,\" says De la Rosa. \"There's a lot of cool things to see and the ice cream is delicious.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Viva calle!\" is a Spanish phrase that translates to \"long live the streets!\" Organizers say the event is a test run for future street events. Can sprawling San Jose, where Teslas and hybrid cars are king, get people out of their car -- and comfort zones -- to explore the city?\u003c/p>\n\u003cp>Ed Solis, recreation superintendent of San Jose's Department of Parks, Recreation & Neighborhood Services, thinks so. He says a major goal of Viva CalleSJ is to make a giant city known for its distinctive neighborhoods and diverse cultures a little more accessible. He's expecting 30,000 people to turn out in a city that is 180 square miles and has a population of 1 million.\u003c/p>\n\u003cp>\"People are going to be traversing a number of communities, social-economic lines and cultural lines, and our hope is to unify the city through open streets,\" says Solis.\u003c/p>\n\u003cp>Elder Palles says he plans to be there. He lives in the nearby town of Milpitas and believes once people get to know the flavor of the downtown neighborhoods they will return. He comes to Calle Willow to pick up his daughter from school most days.\u003c/p>\n\u003cp>\"I feel at home here,\"he says. \"I live in Milpitas and all you see are the neighbors with closed doors. Look over here, how everyone is walking.\"\u003c/p>\n\u003cp>The city of San Jose, the \u003ca href=\"http://bikesiliconvalley.org/\" target=\"_blank\">Silicon Valley Bicycle Coalition\u003c/a> and Knight Foundation are the main sponsors, providing the funding for Viva CalleSJ. So far the cost is $300,000 to pay for everything from police to shutting down the streets.\u003c/p>\n\u003cp>Viva CalleSJ is similar to open streets events like Sunday Streets in \u003ca href=\"http://www.sundaystreetssf.com/what-is-sunday-streets-2/\" target=\"_blank\">San Francisco\u003c/a> and \u003ca href=\"https://www.facebook.com/SundayStreetsBerkeley\" target=\"_blank\">Berkeley\u003c/a> and Oakland's \u003ca href=\"http://oaklavia.org/\" target=\"_blank\">Oaklavia\u003c/a>. But maybe the closest parallel is to a bigger city well to the south.\u003c/p>\n\u003cp>A year ago, San Jose officials traveled to Los Angeles to look at how that city launched an open streets event in 2010 it calls \u003ca href=\"http://www.ciclavia.org/\" target=\"_blank\">CicLAvia\u003c/a>. CicLAvia was inspired by events in Bogota, Columbia and Mexico City. L.A. has been ramping up the number of rides each year, attracting between 50,000 and 100,000 riders, and designing different routes.\u003c/p>\n\u003cp>Romel Pascual, CicLAvia executive director, says there are similarities between the two cities.\u003c/p>\n\u003cp>\"San Jose is a smaller version of Los Angeles,\" he says. \"(W)e are made up of distinct neighborhoods that aren't just defined by different cultures but blended like it is in San Jose.\"\u003c/p>\n\u003cp>Pascual says studies show the event has been successful in drawing people from all over Los Angeles and increasing business along the route.\u003c/p>\n\u003cp>\"About 75 percent of all the ZIP codes in Los Angeles were represented along the route,\" he says. \"The amazing thing is the jump in businesses along the routes from 25 to 60 percent. These are mostly service-oriented businesses like restaurants and coffee shops.\"\u003c/p>\n\u003cp>Local San Jose residents want that kind of success in neighborhoods such as central San Jose's Little Saigon, where many Vietnamese immigrants settled after the Vietnam War ended in 1975. Cecille Nguyen, who was born in San Jose and whose parents were immigrants, has been helping promote Viva CalleSJ.\u003c/p>\n\u003cfigure id=\"attachment_10712357\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Vietnamese-woman.jpg\">\u003cimg class=\"size-thumbnail wp-image-10712357\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/Vietnamese-woman-400x300.jpg\" alt=\"Part of the Viva CalleSJ route leading into Little Saigon.\" width=\"400\" height=\"300\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/10/Vietnamese-woman-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Vietnamese-woman-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Vietnamese-woman-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Vietnamese-woman-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Vietnamese-woman-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/10/Vietnamese-woman-960x720.jpg 960w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Part of the Viva CalleSJ route leading into Little Saigon. \u003ccite>(Beth Willon/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"Vietnamese people are very much passionate about their food and culinary skills but I think it's a bit neglected sometimes that the Vietnamese are known for their friendliness and willingness to help and serve,\" she says. \"I think that is something that will surprise everyone. No matter what service you're looking for here, you're going to find someone who can help you out.\"\u003c/p>\n\u003cp>Carlos Velazquez, outreach manager for the Silicon Valley Bicycle Coalition, stressed the importance of overcoming the isolation of neighborhoods. The Calle Willow neighborhood, for example, while close to downtown and Willow Glen, is separated by roadway bridges.\u003c/p>\n\u003cp>Valazquez, who's trying to drum up more business sponsors for future events, says when he worked in Chicago he observed how neighborhoods divided by bridges or railroad tracks suffered a disconnect between people.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"I'm really hoping to get people young and old,\" he says. \"This isn't a bike race. We want \u003cem>abuelitas\u003c/em> (grandmothers) being led in their wheelchairs by their granddaughters. We want to see people walking and skateboarding. We want everyone to feel comfortable using the streets and see that this is theirs and something they can do.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Tech Buses Still Here -- and Busier Than Ever, S.F. Report Says",
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"content": "\u003cp>It's been a while since there's been \u003ca href=\"http://ww2.kqed.org/news/2013/12/20/eviction-protesters-oakland-san-francisco-target-silicon-valley-buses\" target=\"_blank\">a really spirited rush-hour protest\u003c/a> against the behemoth buses carrying workers to and from tech campuses in Silicon Valley. But the tech shuttles have not gone away. Quite the opposite, in fact.\u003c/p>\n\u003cp>A new report from the San Francisco Municipal Transportation Agency suggests the private buses are busier than ever, with about 17,000 boardings every weekday. That's the equivalent of 8,500 round trips, about 75 percent of which involve workers traveling to Facebook, Google, Apple, Yahoo!, Genentech and other tech campuses. The number of individual stops the buses make to pick up or drop off passengers in the city -- about 3,000 a day -- has increased about 30 percent in the past year, the report says.\u003c/p>\n\u003cp>The new SFMTA stats are part of \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/Evaluation%20Report%20-%20Oct%205%202015.pdf\" target=\"_blank\">a study\u003c/a> evaluating the first year of a pilot program to try to bring some order to the expanding fleet of private shuttles and to deal with their impact on Muni buses, other traffic and pedestrians in the city.\u003c/p>\n\u003cp>Among other requirements, the pilot program has required shuttle operators to use a network of 124 designated stops and to pay a fee of $3.67 every time a bus picks up or drops off passengers. The SFMTA says the network of stops is designed to prevent conflict with Muni vehicles and to give the private buses a way to get out of traffic when they make stops.\u003c/p>\n\u003cp>The SFMTA report shows that so far, the pilot's results are mixed. Based on spot checks of shuttle activity at 20 different locations in July 2015, the SFMTA says the observed number of Muni buses blocked from making stops fell by 35 percent compared to June 2014.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>However, the study says that the shuttles, typically large motor coaches that carry 40 or more passengers, still have a way of obstructing the streets. The SFMTA spot check found the big buses blocked other traffic -- either other motor vehicles or bicycles -- on about 35 percent of their stops.\u003c/p>\n\u003cp>At the worst locations -- Valencia and 24th streets, 16th and Mission streets, Lombard and Pierce streets, and Divisadero Street and Geary Boulevard, for instance -- private shuttle buses block other traffic virtually every time they stop to take on or discharge passengers.\u003c/p>\n\u003cp>The study suggests that tougher traffic enforcement is needed to ensure shuttles don't double park and to ensure they avoid unauthorized use of Muni bus stops. In the first 10 months of the pilot, the report says, the SFMTA issued 1,200 citations to shuttle buses for those two offenses.\u003c/p>\n\u003cp>\"Double-parking is dangerous for everyone who walks, bikes and drives, resulting in unpredictable behavior by people trying to get around double-parked vehicles,\" said Chris Cassidy, communications director for the \u003ca href=\"https://www.sfbike.org/\" target=\"_blank\">San Francisco Bike Coalition\u003c/a>.\u003c/p>\n\u003cp>The report also includes results of an SFMTA survey that included responses from 550 shuttle riders. Nearly half of those respondents said they'd drive alone in their cars if the shuttles weren't available. Based on that response, the SFMTA estimates the shuttles eliminate about 4.3 million vehicle miles traveled from the region's streets and highways.\u003c/p>\n\u003cp>\"The pilot program took cars off the road and created a situation where the shuttles could operate safely, as opposed to the kind of unregulated Wild West conditions that were out there before,\" said Tom Maguire, director of SFMTA's Sustainable Streets program, which produced the report.\u003c/p>\n\u003cp>The pilot project is scheduled to run through the end of January 2016. Business groups support making the program permanent, but whether it becomes a fixture on city streets may depend on the outcome of \u003ca href=\"http://ww2.kqed.org/news/san-francisco-activists-and-seiu-sue-city-over-google-bus-plan\" target=\"_blank\">a lawsuit filed last year\u003c/a> by anti-eviction activists who say the private shuttle buses have fueled a rising tide of displacement in the city.\u003c/p>\n\u003cp>The lawsuit seeks to require the city to review the pilot project under the California Environmental Quality Act, a review that must include an assessment of the project's impact on pedestrian and bicyclist safety, on air quality and on its \"potential to displace low- and moderate-income individuals.\"\u003c/p>\n\u003cp>Shuttle opponents \u003ca href=\"http://www.sfgate.com/bayarea/article/S-F-s-temporary-tech-shuttle-rules-get-good-6549938.php\" target=\"_blank\">told the San Francisco Chronicle:\u003c/a>\u003c/p>\n\u003cblockquote>\u003cp>“We’ve been pretty upset that the SFMTA, in evaluating the program, has not looked at the impacts on housing that the stops are having,” said Erin McElroy, of the Anti-Eviction Mapping Project. “We’ve found that rents have risen dramatically in the areas where stops are located, and so have evictions.”\u003c/p>\n\u003cp>Cynthia Crews, a self-described “transit geek,” is part of a group that has sued the city, seeking an environmental impact report on the shuttle program. But she doesn’t want to stop there. The city should also investigate the wear and tear shuttles are inflicting on the city’s roads and Muni’s bus stops as well as the effects on housing, she said.\u003c/p>\n\u003cp>“All of these things should be studied, then from that, they could legally assess a fee,” she said. “We just feel they’re not paying their fair share.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Amanda Font contributed to this post.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It's been a while since there's been \u003ca href=\"http://ww2.kqed.org/news/2013/12/20/eviction-protesters-oakland-san-francisco-target-silicon-valley-buses\" target=\"_blank\">a really spirited rush-hour protest\u003c/a> against the behemoth buses carrying workers to and from tech campuses in Silicon Valley. But the tech shuttles have not gone away. Quite the opposite, in fact.\u003c/p>\n\u003cp>A new report from the San Francisco Municipal Transportation Agency suggests the private buses are busier than ever, with about 17,000 boardings every weekday. That's the equivalent of 8,500 round trips, about 75 percent of which involve workers traveling to Facebook, Google, Apple, Yahoo!, Genentech and other tech campuses. The number of individual stops the buses make to pick up or drop off passengers in the city -- about 3,000 a day -- has increased about 30 percent in the past year, the report says.\u003c/p>\n\u003cp>The new SFMTA stats are part of \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/Evaluation%20Report%20-%20Oct%205%202015.pdf\" target=\"_blank\">a study\u003c/a> evaluating the first year of a pilot program to try to bring some order to the expanding fleet of private shuttles and to deal with their impact on Muni buses, other traffic and pedestrians in the city.\u003c/p>\n\u003cp>Among other requirements, the pilot program has required shuttle operators to use a network of 124 designated stops and to pay a fee of $3.67 every time a bus picks up or drops off passengers. The SFMTA says the network of stops is designed to prevent conflict with Muni vehicles and to give the private buses a way to get out of traffic when they make stops.\u003c/p>\n\u003cp>The SFMTA report shows that so far, the pilot's results are mixed. Based on spot checks of shuttle activity at 20 different locations in July 2015, the SFMTA says the observed number of Muni buses blocked from making stops fell by 35 percent compared to June 2014.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>However, the study says that the shuttles, typically large motor coaches that carry 40 or more passengers, still have a way of obstructing the streets. The SFMTA spot check found the big buses blocked other traffic -- either other motor vehicles or bicycles -- on about 35 percent of their stops.\u003c/p>\n\u003cp>At the worst locations -- Valencia and 24th streets, 16th and Mission streets, Lombard and Pierce streets, and Divisadero Street and Geary Boulevard, for instance -- private shuttle buses block other traffic virtually every time they stop to take on or discharge passengers.\u003c/p>\n\u003cp>The study suggests that tougher traffic enforcement is needed to ensure shuttles don't double park and to ensure they avoid unauthorized use of Muni bus stops. In the first 10 months of the pilot, the report says, the SFMTA issued 1,200 citations to shuttle buses for those two offenses.\u003c/p>\n\u003cp>\"Double-parking is dangerous for everyone who walks, bikes and drives, resulting in unpredictable behavior by people trying to get around double-parked vehicles,\" said Chris Cassidy, communications director for the \u003ca href=\"https://www.sfbike.org/\" target=\"_blank\">San Francisco Bike Coalition\u003c/a>.\u003c/p>\n\u003cp>The report also includes results of an SFMTA survey that included responses from 550 shuttle riders. Nearly half of those respondents said they'd drive alone in their cars if the shuttles weren't available. Based on that response, the SFMTA estimates the shuttles eliminate about 4.3 million vehicle miles traveled from the region's streets and highways.\u003c/p>\n\u003cp>\"The pilot program took cars off the road and created a situation where the shuttles could operate safely, as opposed to the kind of unregulated Wild West conditions that were out there before,\" said Tom Maguire, director of SFMTA's Sustainable Streets program, which produced the report.\u003c/p>\n\u003cp>The pilot project is scheduled to run through the end of January 2016. Business groups support making the program permanent, but whether it becomes a fixture on city streets may depend on the outcome of \u003ca href=\"http://ww2.kqed.org/news/san-francisco-activists-and-seiu-sue-city-over-google-bus-plan\" target=\"_blank\">a lawsuit filed last year\u003c/a> by anti-eviction activists who say the private shuttle buses have fueled a rising tide of displacement in the city.\u003c/p>\n\u003cp>The lawsuit seeks to require the city to review the pilot project under the California Environmental Quality Act, a review that must include an assessment of the project's impact on pedestrian and bicyclist safety, on air quality and on its \"potential to displace low- and moderate-income individuals.\"\u003c/p>\n\u003cp>Shuttle opponents \u003ca href=\"http://www.sfgate.com/bayarea/article/S-F-s-temporary-tech-shuttle-rules-get-good-6549938.php\" target=\"_blank\">told the San Francisco Chronicle:\u003c/a>\u003c/p>\n\u003cblockquote>\u003cp>“We’ve been pretty upset that the SFMTA, in evaluating the program, has not looked at the impacts on housing that the stops are having,” said Erin McElroy, of the Anti-Eviction Mapping Project. “We’ve found that rents have risen dramatically in the areas where stops are located, and so have evictions.”\u003c/p>\n\u003cp>Cynthia Crews, a self-described “transit geek,” is part of a group that has sued the city, seeking an environmental impact report on the shuttle program. But she doesn’t want to stop there. The city should also investigate the wear and tear shuttles are inflicting on the city’s roads and Muni’s bus stops as well as the effects on housing, she said.\u003c/p>\n\u003cp>“All of these things should be studied, then from that, they could legally assess a fee,” she said. “We just feel they’re not paying their fair share.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Amanda Font contributed to this post.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>On a warm Saturday in Union City, Gudveig Wixson takes in the Cadillac in front of her. It’s from 1913.\u003c/p>\n\u003cp>“I like this one because I was born, let me see here, 11 years after that,” Wixson says.\u003c/p>\n\u003cp>The 91-year-old is a resident of a Masonic senior home. She’s originally from Norway and grew up in a family that didn’t have a car. “So once in a while we would stop, and we’d look out the window because we saw a car.”\u003c/p>\n\u003cp>[soundcloud url=”https://api.soundcloud.com/tracks/227719762″ 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>Today members of the \u003ca href=\"http://www.bahcc.org/\" target=\"_blank\" rel=\"noopener\">Bay Area Horseless Carriage Club\u003c/a> (BAHCC) are showing off their beloved vehicles to senior home residents like Wixson. What she refers to as a car, they call a “horseless carriage.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“When you’re in a modern car, we’re all in a hurry,” says club member Ed Archer, “and we all jump on the freeway and go from point A to point B.”\u003c/p>\n\u003cp>But in a horseless carriage, with speeds maxing out at around 50 mph, Archer says it’s easier to take it slow.\u003c/p>\n\u003cfigure id=\"attachment_10705281\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/CaddyGrille-800x948.jpg\" alt=\"Hand-cranks like the one pictured were used to start cars like this 103-year-old Cadillac.\" width=\"800\" height=\"948\" class=\"size-medium wp-image-10705281\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/CaddyGrille-800x948.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/CaddyGrille-400x474.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/CaddyGrille-1440x1706.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/CaddyGrille.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/CaddyGrille-1180x1398.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/CaddyGrille-960x1137.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Hand-cranks like the one pictured were used to start cars like this 103-year-old Cadillac. \u003ccite>(Laura Klivans/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We may go 200 miles in a day over some desolate roads,” he says, often accompanied by a whole group in what the club calls a tour.\u003c/p>\n\u003cp>Ed’s wife, Karen, is also a club member. “People from that era, they lived such a slower life,” she says. “Families were closer and neighbors were closer.”\u003c/p>\n\u003cp>The Archers work to recreate this aesthetic, not only through their car, but in their home and even through how they dress.\u003c/p>\n\u003cp>Karen Archer gives me a tour of her outfit. “To start from the top, I have a parasol to keep the sun off my beautiful complexion,” she says. “I have a hat that’s from 1915. And my dress is about the same era. And of course a lady never went anywhere without her gloves on.”\u003c/p>\n\u003cp>She advises that when looking for period clothing, it’s best to closely inspect the condition of these 100-year-old items.\u003c/p>\n\u003cp>Ed Archer is dressed similarly. He dons “suspenders, a tie, a stick pin, cufflinks.” Back then, he says, “Nobody went around with open collars unless you were a real slob.” He completes his look with a handlebar mustache, maintained for 54 years.\u003c/p>\n\u003cp>While BAHCC members don’t have to dress in period clothing, they do need to have a love for these cars. The vehicles can be expensive, ranging from $8,000 into the millions, says Ed Archer.\u003c/p>\n\u003cfigure id=\"attachment_10700457\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/09/IMG_4554.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-10700457\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/09/IMG_4554-800x600.jpg\" alt=\"Club member John Morrison's 1913 Cadillac was restored after being found in a junkyard in 1948.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/09/IMG_4554-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/09/IMG_4554-400x300.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/09/IMG_4554-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/09/IMG_4554-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/09/IMG_4554.jpg 1280w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Club member John Morrison’s 1913 Cadillac was restored after being found in a junkyard in 1948. \u003ccite>(Laura Klivans/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Beyond the hefty price tag, the cars can be unpredictable. Bill Brommer, also a club member, says each vehicle has a distinct personality. He says his is cantankerous.\u003c/p>\n\u003cp>Brommer and his wife, Kaaren, had a business restoring antique cars, but they say they couldn’t fully enjoy the cars until they retired.\u003c/p>\n\u003cp>Bill Brommer restored his first car more than 50 years ago. It was a Model T that he later sold to a friend in Chicago.\u003c/p>\n\u003cp>Remarkably, the car found its way back to him when he spotted pictures of it on eBay a few years ago. “I said to my wife, ‘You have to come see these pictures. I think it’s the same car that I owned,’ ” Brommer says. “They had about 75 pictures of it and there was no question about it.”\u003c/p>\n\u003cp>Bill Brommer bought the car once again. Now, Kaaren Brommer says, he drives it whenever possible.\u003c/p>\n\u003cfigure id=\"attachment_10705283\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/HellaChillCaddy-800x500.jpg\" alt=\"BAHCC President Eric Lundquist (L) and club member John Morrison stand next to Morrison's 103-year-old Cadillac.\" width=\"800\" height=\"500\" class=\"size-medium wp-image-10705283\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/HellaChillCaddy-800x500.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/HellaChillCaddy-400x250.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/HellaChillCaddy-1440x899.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/HellaChillCaddy.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/HellaChillCaddy-1180x737.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/HellaChillCaddy-960x600.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">BAHCC President Eric Lundquist (L) and club member John Morrison stand next to Morrison’s 103-year-old Cadillac. \u003ccite>(Laura Klivans/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“He owned something like 40 to 45 cars — all different years, all different kinds,” Kaaren Brommer says. “For this one to find him after all these years, we definitely feel like it was fated for him to have it.”\u003c/p>\n\u003cp>Bill Brommer opens his car door and points out the minimal features. “Inside we have a wonderful dashboard that has one gauge on it. It says whether it’s generating current or not,” he says. “We have a speedometer. And besides that there’s no other instruments.”\u003c/p>\n\u003cp>There’s not even a gas gauge or a glove compartment. Three short pedals jut out of the floor — prehistoric versions of today’s neutral, reverse and brake.\u003c/p>\n\u003cp>“That’s why, when they talk about driving these cars, they call it dancing,” Kaaren Brommer says. The pedals make these cars much harder to manipulate, she says, “because you have to put your feet either on one or the other or all at the same time.”\u003c/p>\n\u003cp>The cars don’t brake well either. That’s part of the skill of driving, too — doing it defensively. On tours, parts fall off or the tires rimming the wooden spoke wheels go flat.\u003c/p>\n\u003cp>But club members say it’s worth the trouble — in part for the responses they receive driving down the road.\u003c/p>\n\u003cp>“We get a lot of high-fives, an awful lot of them,” Bill Brommer says. “Most people love them. They just love seeing these cars. And we like to show them off, too.”\u003c/p>\n\u003cp>Today, driving isn’t much about showing off or celebrating. For most, it’s a lonely commute with varying amounts of road rage.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But for Bay Area Horseless Carriage Club members, driving means feeling the wind on your face, the bumps beneath you, and the weight of the hunk of metal you command. It’s about the smiles and waves you exchange with people. It’s about the trip itself.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>On a warm Saturday in Union City, Gudveig Wixson takes in the Cadillac in front of her. It’s from 1913.\u003c/p>\n\u003cp>“I like this one because I was born, let me see here, 11 years after that,” Wixson says.\u003c/p>\n\u003cp>The 91-year-old is a resident of a Masonic senior home. She’s originally from Norway and grew up in a family that didn’t have a car. “So once in a while we would stop, and we’d look out the window because we saw a car.”\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/227719762″&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/227719762″'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Today members of the \u003ca href=\"http://www.bahcc.org/\" target=\"_blank\" rel=\"noopener\">Bay Area Horseless Carriage Club\u003c/a> (BAHCC) are showing off their beloved vehicles to senior home residents like Wixson. What she refers to as a car, they call a “horseless carriage.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“When you’re in a modern car, we’re all in a hurry,” says club member Ed Archer, “and we all jump on the freeway and go from point A to point B.”\u003c/p>\n\u003cp>But in a horseless carriage, with speeds maxing out at around 50 mph, Archer says it’s easier to take it slow.\u003c/p>\n\u003cfigure id=\"attachment_10705281\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/CaddyGrille-800x948.jpg\" alt=\"Hand-cranks like the one pictured were used to start cars like this 103-year-old Cadillac.\" width=\"800\" height=\"948\" class=\"size-medium wp-image-10705281\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/CaddyGrille-800x948.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/CaddyGrille-400x474.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/CaddyGrille-1440x1706.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/CaddyGrille.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/CaddyGrille-1180x1398.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/CaddyGrille-960x1137.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Hand-cranks like the one pictured were used to start cars like this 103-year-old Cadillac. \u003ccite>(Laura Klivans/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We may go 200 miles in a day over some desolate roads,” he says, often accompanied by a whole group in what the club calls a tour.\u003c/p>\n\u003cp>Ed’s wife, Karen, is also a club member. “People from that era, they lived such a slower life,” she says. “Families were closer and neighbors were closer.”\u003c/p>\n\u003cp>The Archers work to recreate this aesthetic, not only through their car, but in their home and even through how they dress.\u003c/p>\n\u003cp>Karen Archer gives me a tour of her outfit. “To start from the top, I have a parasol to keep the sun off my beautiful complexion,” she says. “I have a hat that’s from 1915. And my dress is about the same era. And of course a lady never went anywhere without her gloves on.”\u003c/p>\n\u003cp>She advises that when looking for period clothing, it’s best to closely inspect the condition of these 100-year-old items.\u003c/p>\n\u003cp>Ed Archer is dressed similarly. He dons “suspenders, a tie, a stick pin, cufflinks.” Back then, he says, “Nobody went around with open collars unless you were a real slob.” He completes his look with a handlebar mustache, maintained for 54 years.\u003c/p>\n\u003cp>While BAHCC members don’t have to dress in period clothing, they do need to have a love for these cars. The vehicles can be expensive, ranging from $8,000 into the millions, says Ed Archer.\u003c/p>\n\u003cfigure id=\"attachment_10700457\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/09/IMG_4554.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-10700457\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/09/IMG_4554-800x600.jpg\" alt=\"Club member John Morrison's 1913 Cadillac was restored after being found in a junkyard in 1948.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/09/IMG_4554-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/09/IMG_4554-400x300.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/09/IMG_4554-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/09/IMG_4554-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/09/IMG_4554.jpg 1280w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Club member John Morrison’s 1913 Cadillac was restored after being found in a junkyard in 1948. \u003ccite>(Laura Klivans/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Beyond the hefty price tag, the cars can be unpredictable. Bill Brommer, also a club member, says each vehicle has a distinct personality. He says his is cantankerous.\u003c/p>\n\u003cp>Brommer and his wife, Kaaren, had a business restoring antique cars, but they say they couldn’t fully enjoy the cars until they retired.\u003c/p>\n\u003cp>Bill Brommer restored his first car more than 50 years ago. It was a Model T that he later sold to a friend in Chicago.\u003c/p>\n\u003cp>Remarkably, the car found its way back to him when he spotted pictures of it on eBay a few years ago. “I said to my wife, ‘You have to come see these pictures. I think it’s the same car that I owned,’ ” Brommer says. “They had about 75 pictures of it and there was no question about it.”\u003c/p>\n\u003cp>Bill Brommer bought the car once again. Now, Kaaren Brommer says, he drives it whenever possible.\u003c/p>\n\u003cfigure id=\"attachment_10705283\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/10/HellaChillCaddy-800x500.jpg\" alt=\"BAHCC President Eric Lundquist (L) and club member John Morrison stand next to Morrison's 103-year-old Cadillac.\" width=\"800\" height=\"500\" class=\"size-medium wp-image-10705283\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/HellaChillCaddy-800x500.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/HellaChillCaddy-400x250.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/HellaChillCaddy-1440x899.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/HellaChillCaddy.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/HellaChillCaddy-1180x737.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/10/HellaChillCaddy-960x600.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">BAHCC President Eric Lundquist (L) and club member John Morrison stand next to Morrison’s 103-year-old Cadillac. \u003ccite>(Laura Klivans/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“He owned something like 40 to 45 cars — all different years, all different kinds,” Kaaren Brommer says. “For this one to find him after all these years, we definitely feel like it was fated for him to have it.”\u003c/p>\n\u003cp>Bill Brommer opens his car door and points out the minimal features. “Inside we have a wonderful dashboard that has one gauge on it. It says whether it’s generating current or not,” he says. “We have a speedometer. And besides that there’s no other instruments.”\u003c/p>\n\u003cp>There’s not even a gas gauge or a glove compartment. Three short pedals jut out of the floor — prehistoric versions of today’s neutral, reverse and brake.\u003c/p>\n\u003cp>“That’s why, when they talk about driving these cars, they call it dancing,” Kaaren Brommer says. The pedals make these cars much harder to manipulate, she says, “because you have to put your feet either on one or the other or all at the same time.”\u003c/p>\n\u003cp>The cars don’t brake well either. That’s part of the skill of driving, too — doing it defensively. On tours, parts fall off or the tires rimming the wooden spoke wheels go flat.\u003c/p>\n\u003cp>But club members say it’s worth the trouble — in part for the responses they receive driving down the road.\u003c/p>\n\u003cp>“We get a lot of high-fives, an awful lot of them,” Bill Brommer says. “Most people love them. They just love seeing these cars. And we like to show them off, too.”\u003c/p>\n\u003cp>Today, driving isn’t much about showing off or celebrating. For most, it’s a lonely commute with varying amounts of road rage.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But for Bay Area Horseless Carriage Club members, driving means feeling the wind on your face, the bumps beneath you, and the weight of the hunk of metal you command. It’s about the smiles and waves you exchange with people. It’s about the trip itself.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Caltrans is ending its relationship with the main contractor of the San Francisco-Oakland Bay Bridge's new eastern span and will seek damages because of project delays and shoddy workmanship that plagued the $6.4 billion project.\u003c/p>\n\u003cp>The joint venture American Bridge/Fluor built many parts of the bridge, including a system of seismic stabilization rods that failed after installation on the bridge's east pier.\u003c/p>\n\u003cp>The Toll Bridge Program Oversight Committee unanimously approved the contract's conclusion Thursday, as well as a pair of motions that will allow Caltrans to seek damages against the builder and a joint-venture design firm.\u003c/p>\n\u003cp>\"This is a bittersweet day,\" committee chair Steve Heminger said. \"We are acknowledging folks made mistakes and folks need to pay for those mistakes.\"\u003c/p>\n\u003cp>Caltrans is seeking an $8 million credit from ABF, and filing an $8 million claim against joint-venture design firm T.Y. Lin International and Moffatt & Nichol. That's two-thirds of a $24 million failure of anchoring rods on the bridge's east pier. A committee \u003ca href=\"http://baybridgeinfo.org/sites/default/files/pdf/A354_report.pdf\" target=\"_blank\">investigation in 2013\u003c/a> found Caltrans was responsible for one-third of the failure.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/225457721\" 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>The agency is also withholding from ABF $1.5 million for delays in construction of the eastern span and $3 million to cover repairs of incorrectly installed anchor rod grout that appears to have allowed water to contact the bridge fasteners, potentially leading to corrosion. Caltrans is also looking to assess $2.7 million in damages against the builder for delays in completing the contract.\u003c/p>\n\u003cp>But the committee also approved a payment to the builder of up to $4.2 million for a change order that opened the new span early.\u003c/p>\n\u003cp>Rep. Mark DeSaulnier, an East Bay Democrat, says Caltrans should take responsibility for poorly managing the bridge's construction. As a former state senator, he chaired the Transportation and Housing Committee, where he called for an investigation. He says a joint Caltrans partnership with other transportation agencies also should have been overseeing the project.\u003c/p>\n\u003cp>\"First step is it’s good they’re holding the contractor accountable, consistent with the performance standards in that contract,\" DeSaulnier said. \"But I think the general public also should be very circumspect about holding them accountable as well.”\u003c/p>\n\u003cp>The committee also reserved the right to pursue additional claims against another joint-venture design firm, pending the results of an investigation into failed tower foundation rods that is currently underway.\u003c/p>\n\u003cp>Caltrans inspections found last fall more than 400 massive, high-strength steel rods anchoring the tower of the new eastern span were exposed to standing water for several years. A panel of experts determined the source of the water was poor grouting.\u003c/p>\n\u003cp>The 26-foot-long rods were designed to keep the tower from \"rotating,\" or tipping over, during a major earthquake. But engineering analysis indicated the \"rods are not critical to the bridge's performance and are a redundant system,\" according to Caltrans.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The agency reported last May that \u003ca href=\"http://ww2.kqed.org/news/2015/05/28/caltrans-crucial-bay-bridge-rods-pass-test\" target=\"_blank\">99 percent of the rods were still intact\u003c/a> after subjecting them to several weeks of \"pull test.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Caltrans is ending its relationship with the main contractor of the San Francisco-Oakland Bay Bridge's new eastern span and will seek damages because of project delays and shoddy workmanship that plagued the $6.4 billion project.\u003c/p>\n\u003cp>The joint venture American Bridge/Fluor built many parts of the bridge, including a system of seismic stabilization rods that failed after installation on the bridge's east pier.\u003c/p>\n\u003cp>The Toll Bridge Program Oversight Committee unanimously approved the contract's conclusion Thursday, as well as a pair of motions that will allow Caltrans to seek damages against the builder and a joint-venture design firm.\u003c/p>\n\u003cp>\"This is a bittersweet day,\" committee chair Steve Heminger said. \"We are acknowledging folks made mistakes and folks need to pay for those mistakes.\"\u003c/p>\n\u003cp>Caltrans is seeking an $8 million credit from ABF, and filing an $8 million claim against joint-venture design firm T.Y. Lin International and Moffatt & Nichol. That's two-thirds of a $24 million failure of anchoring rods on the bridge's east pier. A committee \u003ca href=\"http://baybridgeinfo.org/sites/default/files/pdf/A354_report.pdf\" target=\"_blank\">investigation in 2013\u003c/a> found Caltrans was responsible for one-third of the failure.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\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/225457721&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/225457721'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The agency is also withholding from ABF $1.5 million for delays in construction of the eastern span and $3 million to cover repairs of incorrectly installed anchor rod grout that appears to have allowed water to contact the bridge fasteners, potentially leading to corrosion. Caltrans is also looking to assess $2.7 million in damages against the builder for delays in completing the contract.\u003c/p>\n\u003cp>But the committee also approved a payment to the builder of up to $4.2 million for a change order that opened the new span early.\u003c/p>\n\u003cp>Rep. Mark DeSaulnier, an East Bay Democrat, says Caltrans should take responsibility for poorly managing the bridge's construction. As a former state senator, he chaired the Transportation and Housing Committee, where he called for an investigation. He says a joint Caltrans partnership with other transportation agencies also should have been overseeing the project.\u003c/p>\n\u003cp>\"First step is it’s good they’re holding the contractor accountable, consistent with the performance standards in that contract,\" DeSaulnier said. \"But I think the general public also should be very circumspect about holding them accountable as well.”\u003c/p>\n\u003cp>The committee also reserved the right to pursue additional claims against another joint-venture design firm, pending the results of an investigation into failed tower foundation rods that is currently underway.\u003c/p>\n\u003cp>Caltrans inspections found last fall more than 400 massive, high-strength steel rods anchoring the tower of the new eastern span were exposed to standing water for several years. A panel of experts determined the source of the water was poor grouting.\u003c/p>\n\u003cp>The 26-foot-long rods were designed to keep the tower from \"rotating,\" or tipping over, during a major earthquake. But engineering analysis indicated the \"rods are not critical to the bridge's performance and are a redundant system,\" according to Caltrans.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The agency reported last May that \u003ca href=\"http://ww2.kqed.org/news/2015/05/28/caltrans-crucial-bay-bridge-rods-pass-test\" target=\"_blank\">99 percent of the rods were still intact\u003c/a> after subjecting them to several weeks of \"pull test.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "For San Francisco Cab Drivers, Once-Treasured Medallions Now a Burden",
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"content": "\u003cp>Getting a taxi medallion used to be the dream for cab drivers in San Francisco. Not anymore.\u003c/p>\n\u003cp>A medallion is the license to own your own cab. It lets you drive when you want, or rent the license out to other cabbies and make some passive income. In the past, a medallion made you an entrepreneur, part of the middle class. So many people wanted one that they were hard to get. Drivers used to sit on a waiting list for more than 10 years. When their names finally came up, the city charged them $250,000 to buy one.\u003c/p>\n\u003cp>Now, because of pressure from companies like Uber and Lyft, cab drivers are scrambling to get out of the business. For the first time there is a waiting list to \u003cem>sell\u003c/em> medallions, not buy them. That means owners who want to get out of the industry can’t, at least not right away.\u003c/p>\n\u003cp>Harbir Batth is one of those drivers, and he feels cheated and trapped.\u003c/p>\n\u003caside class=\"pullquote alignright\">'We put all our lives into this career, and no one seems to give a damn about it.'\u003cbr>\n\u003ccite>Harbir Batth\u003c/cite>\u003c/aside>\n\u003cp>I rode with Batth in his cab on a Sunday. It was slow. We didn’t get a single fare for more than 20 minutes. It's almost always slow now, Batth says. But that wasn't always the case.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Before the Disruption\u003c/strong>\u003c/p>\n\u003cp>The money used to be good, Batth says. You could earn $4,000 to $5,000 a week if you worked six days, 10 or 11 hours a day. It was hard work and decent pay. This is what Batth expected from the United States.\u003c/p>\n\u003cp>Batth, 51, moved here from India in his 20s. Even though he had a law degree back home, he thought his chances of making a decent living would be better here.\u003c/p>\n\u003cp>“I was very excited,” Batth says. “I thought this was the land of opportunities.”\u003c/p>\n\u003cp>In the U.S., Batth had to start over from scratch, so he began driving cabs. His goal became to get a medallion. That way, he thought, he could earn enough money to send his kids to college. And, like many cab drivers, the medallion was his retirement plan. He figured he could make about $2,000 a month from the medallion after paying back the loan and expenses. So, he put his name on the list.\u003c/p>\n\u003cp>https://www.kqed.org/.stream/anon/radio/RDnews/2019/01/HarnettMedallionBurden92415.mp3\u003c/p>\n\u003cp>In 2012, more than 10 years after he signed on, Batth's name came up. He finally had the chance to buy a medallion. Batth borrowed money from friends and family and gathered up his savings to make a down payment. It was a moment he had been looking forward to for years. That moment has since become one of his greatest regrets.\u003c/p>\n\u003cp>As Batth was buying his medallion, the whole taxi world was getting turned upside down -- \"disrupted\" to use tech lingo, or “Ubered” as taxi drivers say. Lyfts and Ubers poured into the streets, all of them operating without medallions. Suddenly there was an explosion of competition that wasn’t playing by the same rules.\u003c/p>\n\u003cp>Batth couldn't believe it. He'd waited for years to buy a medallion. He was on the hook for a $250,000 loan, but he was competing with drivers who had paid nothing to get into the business. Why wasn’t the city regulating the new companies the same way it did the taxi business?\u003c/p>\n\u003cp>\u003cstrong>Ride Services Resist Regulations\u003c/strong>\u003c/p>\n\u003cp>Uber and Lyft have spent millions fighting regulations across the country. The ride-hailing companies in California are regulated by the state, and the rules generally aren't as tough or expensive as those imposed by cities like San Francisco.\u003c/p>\n\u003cp>“I thought ... there should be proper rules and regulations,” Batth says. “We have a very corrupt society back in India. With money, anything gets done. I never thought it would be the same in this country.”\u003c/p>\n\u003cp>Batth says all the new drivers from these companies have cut his income in half.\u003c/p>\n\u003cp>“There isn’t enough money coming in at home,” he says. “I’m getting old, and I don’t see a future.”\u003c/p>\n\u003cp>Batth has a son in college and a 9-year-old daughter in third grade. To cover the bills, his wife has started taking care of the elderly. She makes $10 an hour.\u003c/p>\n\u003cp>Batth wants to sell his medallion, but says the city has told him he might have to wait four years or more. The MTA says that, so far, about 600 people are on the list to sell their medallions. Batth is near the bottom of the list.\u003c/p>\n\u003cp>“We put all our lives into this career,” Batth says, “and no one seems to give a damn about it -- the MTA or the city. They're just ignoring us.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Batth say he's thinking about going back to India, where it will be cheaper to send his daughter to college. But right now he has to keep driving to pay for his medallion. It's right up on his dashboard, a little metal plate that stares him in the face every time he gets behind the wheel.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Getting a taxi medallion used to be the dream for cab drivers in San Francisco. Not anymore.\u003c/p>\n\u003cp>A medallion is the license to own your own cab. It lets you drive when you want, or rent the license out to other cabbies and make some passive income. In the past, a medallion made you an entrepreneur, part of the middle class. So many people wanted one that they were hard to get. Drivers used to sit on a waiting list for more than 10 years. When their names finally came up, the city charged them $250,000 to buy one.\u003c/p>\n\u003cp>Now, because of pressure from companies like Uber and Lyft, cab drivers are scrambling to get out of the business. For the first time there is a waiting list to \u003cem>sell\u003c/em> medallions, not buy them. That means owners who want to get out of the industry can’t, at least not right away.\u003c/p>\n\u003cp>Harbir Batth is one of those drivers, and he feels cheated and trapped.\u003c/p>\n\u003caside class=\"pullquote alignright\">'We put all our lives into this career, and no one seems to give a damn about it.'\u003cbr>\n\u003ccite>Harbir Batth\u003c/cite>\u003c/aside>\n\u003cp>I rode with Batth in his cab on a Sunday. It was slow. We didn’t get a single fare for more than 20 minutes. It's almost always slow now, Batth says. But that wasn't always the case.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Before the Disruption\u003c/strong>\u003c/p>\n\u003cp>The money used to be good, Batth says. You could earn $4,000 to $5,000 a week if you worked six days, 10 or 11 hours a day. It was hard work and decent pay. This is what Batth expected from the United States.\u003c/p>\n\u003cp>Batth, 51, moved here from India in his 20s. Even though he had a law degree back home, he thought his chances of making a decent living would be better here.\u003c/p>\n\u003cp>“I was very excited,” Batth says. “I thought this was the land of opportunities.”\u003c/p>\n\u003cp>In the U.S., Batth had to start over from scratch, so he began driving cabs. His goal became to get a medallion. That way, he thought, he could earn enough money to send his kids to college. And, like many cab drivers, the medallion was his retirement plan. He figured he could make about $2,000 a month from the medallion after paying back the loan and expenses. So, he put his name on the list.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In 2012, more than 10 years after he signed on, Batth's name came up. He finally had the chance to buy a medallion. Batth borrowed money from friends and family and gathered up his savings to make a down payment. It was a moment he had been looking forward to for years. That moment has since become one of his greatest regrets.\u003c/p>\n\u003cp>As Batth was buying his medallion, the whole taxi world was getting turned upside down -- \"disrupted\" to use tech lingo, or “Ubered” as taxi drivers say. Lyfts and Ubers poured into the streets, all of them operating without medallions. Suddenly there was an explosion of competition that wasn’t playing by the same rules.\u003c/p>\n\u003cp>Batth couldn't believe it. He'd waited for years to buy a medallion. He was on the hook for a $250,000 loan, but he was competing with drivers who had paid nothing to get into the business. Why wasn’t the city regulating the new companies the same way it did the taxi business?\u003c/p>\n\u003cp>\u003cstrong>Ride Services Resist Regulations\u003c/strong>\u003c/p>\n\u003cp>Uber and Lyft have spent millions fighting regulations across the country. The ride-hailing companies in California are regulated by the state, and the rules generally aren't as tough or expensive as those imposed by cities like San Francisco.\u003c/p>\n\u003cp>“I thought ... there should be proper rules and regulations,” Batth says. “We have a very corrupt society back in India. With money, anything gets done. I never thought it would be the same in this country.”\u003c/p>\n\u003cp>Batth says all the new drivers from these companies have cut his income in half.\u003c/p>\n\u003cp>“There isn’t enough money coming in at home,” he says. “I’m getting old, and I don’t see a future.”\u003c/p>\n\u003cp>Batth has a son in college and a 9-year-old daughter in third grade. To cover the bills, his wife has started taking care of the elderly. She makes $10 an hour.\u003c/p>\n\u003cp>Batth wants to sell his medallion, but says the city has told him he might have to wait four years or more. The MTA says that, so far, about 600 people are on the list to sell their medallions. Batth is near the bottom of the list.\u003c/p>\n\u003cp>“We put all our lives into this career,” Batth says, “and no one seems to give a damn about it -- the MTA or the city. They're just ignoring us.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Batth say he's thinking about going back to India, where it will be cheaper to send his daughter to college. But right now he has to keep driving to pay for his medallion. It's right up on his dashboard, a little metal plate that stares him in the face every time he gets behind the wheel.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Two San Francisco supervisors want the city to buy the site of the old Pagoda Palace Theater in North Beach to help pave the way for a possible future expansion of the city's Central Subway.\u003c/p>\n\u003cp>The push to purchase the site comes as its owner moves forward on turning the area into a \u003ca href=\"http://hoodline.com/2015/09/plans-moving-forward-for-luxury-condos-on-pagoda-theater-site\" target=\"_blank\">home for 19 luxury condominiums\u003c/a>, a move some believe could slow efforts to extend the \u003ca href=\"https://www.sfmta.com/projects-planning/projects/central-subway-project\" target=\"_blank\">Central Subway Project\u003c/a> all the way to Fisherman's Wharf.\u003c/p>\n\u003cp>Supervisors Julie Christensen and Scott Wiener on Thursday directed the San Francisco Department of Real Estate to appraise the site so that city officials could start talks with the owner.\u003c/p>\n\u003cp>\"We'd like to see it stay in play in the hopes that it could become a critical component of our efforts to extend the subway,\" Christensen, who represents the area, said Thursday.\u003c/p>\n\u003cp>Christensen and Wiener, who recently unveiled his \u003ca href=\"http://ww2.kqed.org/news/2015/09/08/scott-wiener-san-francisco-muni-subway-plan\" target=\"_blank\">push to expand subway service citywide\u003c/a>, want the site at Columbus and Powell streets to become a construction staging area and eventually an entrance for a subway station.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"The Pagoda theater is a critical site and the city needs to get it together and purchase it,\" Wiener said in a statement. \"We can't bury our heads in the sand and let this opportunity to purchase the site slip away.\"\u003c/p>\n\u003cp>The Pagoda Palace Theater was demolished in 2013, and boring machines for the subway project were extracted at the site. The parcel is also a rare undeveloped space in North Beach.\u003c/p>\n\u003cp>\"There are no more large open parcels in the district,\" Christensen said. \"The fact that this one is vacant is a very unique opportunity.\"\u003c/p>\n\u003cp>Christensen said the time is now for the city to move forward, even if the site is expensive.\u003c/p>\n\u003cp>\"What will it cost us if we don't do this now?\" she said.\u003c/p>\n\u003cp>But a representative for the site's owner said he wants construction on the housing project to begin soon. Martin Kirkwood, a real state broker for owner Joel Campos, said the city should look elsewhere.\u003c/p>\n\u003cp>\"There are several other alternative sites in North Beach for a subway station which are not about to be changed to new housing stock,\" Kirkwood said in an email. \"There are politicians talking about it right now, but it's campaign season.\"\u003c/p>\n\u003cp>Wiener is running for a seat in the state Senate and Christensen is campaigning to keep her seat on the board against former Supervisor Aaron Peskin.\u003c/p>\n\u003cp>Peskin agrees with Christensen that the project should eventually be expanded to Fisherman's Wharf and that the city should consider buying the Pagoda site, but he cautions against moving too fast.\u003c/p>\n\u003cp>\"If the city rushes to do that, they may end up paying too high a price,\" Peskin said. \"I am skeptical that the development is imminent.\"\u003c/p>\n\u003cp>He added, \"I think this is a ploy by the owner of that property to get top dollar.\"\u003c/p>\n\u003cp>Christensen's proposal could help her election chances, said Jason McDaniel, a political science professor at San Francisco State University.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"It clearly signals her strong support for the Central Subway, which is very popular in that district and especially in the Asian-American community,\" McDaniel said in an email.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Two San Francisco supervisors want the city to buy the site of the old Pagoda Palace Theater in North Beach to help pave the way for a possible future expansion of the city's Central Subway.\u003c/p>\n\u003cp>The push to purchase the site comes as its owner moves forward on turning the area into a \u003ca href=\"http://hoodline.com/2015/09/plans-moving-forward-for-luxury-condos-on-pagoda-theater-site\" target=\"_blank\">home for 19 luxury condominiums\u003c/a>, a move some believe could slow efforts to extend the \u003ca href=\"https://www.sfmta.com/projects-planning/projects/central-subway-project\" target=\"_blank\">Central Subway Project\u003c/a> all the way to Fisherman's Wharf.\u003c/p>\n\u003cp>Supervisors Julie Christensen and Scott Wiener on Thursday directed the San Francisco Department of Real Estate to appraise the site so that city officials could start talks with the owner.\u003c/p>\n\u003cp>\"We'd like to see it stay in play in the hopes that it could become a critical component of our efforts to extend the subway,\" Christensen, who represents the area, said Thursday.\u003c/p>\n\u003cp>Christensen and Wiener, who recently unveiled his \u003ca href=\"http://ww2.kqed.org/news/2015/09/08/scott-wiener-san-francisco-muni-subway-plan\" target=\"_blank\">push to expand subway service citywide\u003c/a>, want the site at Columbus and Powell streets to become a construction staging area and eventually an entrance for a subway station.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"The Pagoda theater is a critical site and the city needs to get it together and purchase it,\" Wiener said in a statement. \"We can't bury our heads in the sand and let this opportunity to purchase the site slip away.\"\u003c/p>\n\u003cp>The Pagoda Palace Theater was demolished in 2013, and boring machines for the subway project were extracted at the site. The parcel is also a rare undeveloped space in North Beach.\u003c/p>\n\u003cp>\"There are no more large open parcels in the district,\" Christensen said. \"The fact that this one is vacant is a very unique opportunity.\"\u003c/p>\n\u003cp>Christensen said the time is now for the city to move forward, even if the site is expensive.\u003c/p>\n\u003cp>\"What will it cost us if we don't do this now?\" she said.\u003c/p>\n\u003cp>But a representative for the site's owner said he wants construction on the housing project to begin soon. Martin Kirkwood, a real state broker for owner Joel Campos, said the city should look elsewhere.\u003c/p>\n\u003cp>\"There are several other alternative sites in North Beach for a subway station which are not about to be changed to new housing stock,\" Kirkwood said in an email. \"There are politicians talking about it right now, but it's campaign season.\"\u003c/p>\n\u003cp>Wiener is running for a seat in the state Senate and Christensen is campaigning to keep her seat on the board against former Supervisor Aaron Peskin.\u003c/p>\n\u003cp>Peskin agrees with Christensen that the project should eventually be expanded to Fisherman's Wharf and that the city should consider buying the Pagoda site, but he cautions against moving too fast.\u003c/p>\n\u003cp>\"If the city rushes to do that, they may end up paying too high a price,\" Peskin said. \"I am skeptical that the development is imminent.\"\u003c/p>\n\u003cp>He added, \"I think this is a ploy by the owner of that property to get top dollar.\"\u003c/p>\n\u003cp>Christensen's proposal could help her election chances, said Jason McDaniel, a political science professor at San Francisco State University.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"It clearly signals her strong support for the Central Subway, which is very popular in that district and especially in the Asian-American community,\" McDaniel said in an email.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Majority of S.F. Supervisors Back 'Idaho Stop' Proposal for Cyclists",
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"content": "\u003cp>\u003cem>Updated to include Tuesday's comments by San Francisco Police Chief Greg Suhr (12:55 p.m., 9/22/15)\u003c/em>\u003c/p>\n\u003cp>At least six of the 11 members of the San Francisco Board of Supervisors back a proposed ordinance that would, in effect, allow bicyclists in the city to roll through stop signs as long as they take care to \"safely yield\" to pedestrians and other traffic.\u003c/p>\n\u003cp>Supervisors John Avalos, Eric Mar and Jane Kim are co-sponsoring the proposed ordinance, which would make strict enforcement of stop signs for cyclists the Police Department's lowest priority. Avalos is expected to introduce the legislation at Tuesday's board meeting.\u003c/p>\n\u003cp>\"It shouldn't be the police's top priority to enforce the law for cyclists who actually yield to pedestrians but don't come to a complete stop at intersections,\" Avalos said in an interview.\u003c/p>\n\u003cp>\"There are other places to put their resources that will have a much greater impact on protecting pedestrians,\" he added, stressing the Police Department should focus more on citing drivers who endanger pedestrians by cruising through stop signs and running stoplights.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The legislation was prompted in part by \u003ca href=\"http://ww2.kqed.org/news/2015/07/17/san-francisco-police-plan-crackdown-on-bicyclists-on-popular-routes\" target=\"_blank\">a planned police crackdown\u003c/a> on bicyclists rolling through stop signs along The Wiggle and other popular cycling routes. The new proposal embraces the \"\u003ca href=\"http://velonews.competitor.com/2015/05/news/legally-speaking-with-bob-mionske-the-idaho-stop_371067\" target=\"_blank\">Idaho stop\u003c/a>,\" which allows cyclists to treat stop signs as yield signs.\u003c/p>\n\u003cp>But not everyone's on board with the plan to relax stop sign enforcement in the city.\u003c/p>\n\u003cp>\"Stop signs are pretty simple. They say stop,\" Police Chief Greg Suhr said during a visit to the University of San Francisco. \"They don't say yield, they don't say slow down.\"\u003c/p>\n\u003cp>Speaking of cyclists who roll through stop signs, Suhr said \"if they are in violation, they will be cited.\"\u003c/p>\n\u003cp>But he noted that only about 1 percent of the department's traffic citations are handed out to cyclists.\u003c/p>\n\u003cp>Supervisor Norman Yee said he'll vote against the proposal. He argues that it's not clear enough and that everyone who uses the roads should follow the rules.\u003c/p>\n\u003cp>\"We do have laws that govern traffic,\" Yee said. \"I prefer that out there in the traffic, everybody follows the same rules. People who share the streets should follow our laws. What I worry about is the safety of all people, and that comes first before any one lobbyist group.\"\u003c/p>\n\u003cp>The city's leading lobbying group for cyclists, the San Francisco Bicycle Coalition, has endorsed the idea. In a press release Monday, the coalition called the proposed \"a groundbreaking streets safety measure.\"\u003c/p>\n\u003cp>Mayor Ed Lee has not said whether he'd support an Idaho stop ordinance -- though he sounded cool to the idea when cyclists \u003ca href=\"http://sf.streetsblog.org/2015/07/29/mayor-on-bike-demo-i-wont-bend-to-interests-who-disregard-safety/\" target=\"_blank\">staged a July protest\u003c/a> against the Police Department's plan for stricter stop sign enforcement.\u003c/p>\n\u003cp>\"I'm not going to be bending to interests that simply want to disregard public safety,\" Lee said. \"That’s not what our city should be doing.\"\u003c/p>\n\u003cp>The board's stop sign proposal needs nine votes to override a mayoral veto. Avalos said he's confident the ordinance can win that supermajority support. But at least three members of the Board of Supervisors have said they're undecided on the proposal.\u003c/p>\n\u003cp>Supervisor Mark Farrell wants to see the proposed language of the ordinance before backing it. But he is likely leaning toward supporting it, aide Jess Montejano said in an email.\u003c/p>\n\u003cp>Supervisor Malia Cohen has not yet taken a position on the issue, said aide Yoyo Chan. \"We are still continuing to hear from all perspectives,\" Chan said in an email.\u003c/p>\n\u003cp>Supervisor Julie Christensen has also not taken a position. Aide Gary McCoy said the supervisor and her office are still discussing the legislation with other advocates and residents in her district.\u003c/p>\n\u003cp>Aides to Supervisor Katy Tang did not reply to a request for comment.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Alex Helmick and Tara Siler contributed to this post. \u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated to include Tuesday's comments by San Francisco Police Chief Greg Suhr (12:55 p.m., 9/22/15)\u003c/em>\u003c/p>\n\u003cp>At least six of the 11 members of the San Francisco Board of Supervisors back a proposed ordinance that would, in effect, allow bicyclists in the city to roll through stop signs as long as they take care to \"safely yield\" to pedestrians and other traffic.\u003c/p>\n\u003cp>Supervisors John Avalos, Eric Mar and Jane Kim are co-sponsoring the proposed ordinance, which would make strict enforcement of stop signs for cyclists the Police Department's lowest priority. Avalos is expected to introduce the legislation at Tuesday's board meeting.\u003c/p>\n\u003cp>\"It shouldn't be the police's top priority to enforce the law for cyclists who actually yield to pedestrians but don't come to a complete stop at intersections,\" Avalos said in an interview.\u003c/p>\n\u003cp>\"There are other places to put their resources that will have a much greater impact on protecting pedestrians,\" he added, stressing the Police Department should focus more on citing drivers who endanger pedestrians by cruising through stop signs and running stoplights.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The legislation was prompted in part by \u003ca href=\"http://ww2.kqed.org/news/2015/07/17/san-francisco-police-plan-crackdown-on-bicyclists-on-popular-routes\" target=\"_blank\">a planned police crackdown\u003c/a> on bicyclists rolling through stop signs along The Wiggle and other popular cycling routes. The new proposal embraces the \"\u003ca href=\"http://velonews.competitor.com/2015/05/news/legally-speaking-with-bob-mionske-the-idaho-stop_371067\" target=\"_blank\">Idaho stop\u003c/a>,\" which allows cyclists to treat stop signs as yield signs.\u003c/p>\n\u003cp>But not everyone's on board with the plan to relax stop sign enforcement in the city.\u003c/p>\n\u003cp>\"Stop signs are pretty simple. They say stop,\" Police Chief Greg Suhr said during a visit to the University of San Francisco. \"They don't say yield, they don't say slow down.\"\u003c/p>\n\u003cp>Speaking of cyclists who roll through stop signs, Suhr said \"if they are in violation, they will be cited.\"\u003c/p>\n\u003cp>But he noted that only about 1 percent of the department's traffic citations are handed out to cyclists.\u003c/p>\n\u003cp>Supervisor Norman Yee said he'll vote against the proposal. He argues that it's not clear enough and that everyone who uses the roads should follow the rules.\u003c/p>\n\u003cp>\"We do have laws that govern traffic,\" Yee said. \"I prefer that out there in the traffic, everybody follows the same rules. People who share the streets should follow our laws. What I worry about is the safety of all people, and that comes first before any one lobbyist group.\"\u003c/p>\n\u003cp>The city's leading lobbying group for cyclists, the San Francisco Bicycle Coalition, has endorsed the idea. In a press release Monday, the coalition called the proposed \"a groundbreaking streets safety measure.\"\u003c/p>\n\u003cp>Mayor Ed Lee has not said whether he'd support an Idaho stop ordinance -- though he sounded cool to the idea when cyclists \u003ca href=\"http://sf.streetsblog.org/2015/07/29/mayor-on-bike-demo-i-wont-bend-to-interests-who-disregard-safety/\" target=\"_blank\">staged a July protest\u003c/a> against the Police Department's plan for stricter stop sign enforcement.\u003c/p>\n\u003cp>\"I'm not going to be bending to interests that simply want to disregard public safety,\" Lee said. \"That’s not what our city should be doing.\"\u003c/p>\n\u003cp>The board's stop sign proposal needs nine votes to override a mayoral veto. Avalos said he's confident the ordinance can win that supermajority support. But at least three members of the Board of Supervisors have said they're undecided on the proposal.\u003c/p>\n\u003cp>Supervisor Mark Farrell wants to see the proposed language of the ordinance before backing it. But he is likely leaning toward supporting it, aide Jess Montejano said in an email.\u003c/p>\n\u003cp>Supervisor Malia Cohen has not yet taken a position on the issue, said aide Yoyo Chan. \"We are still continuing to hear from all perspectives,\" Chan said in an email.\u003c/p>\n\u003cp>Supervisor Julie Christensen has also not taken a position. Aide Gary McCoy said the supervisor and her office are still discussing the legislation with other advocates and residents in her district.\u003c/p>\n\u003cp>Aides to Supervisor Katy Tang did not reply to a request for comment.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Alex Helmick and Tara Siler contributed to this post. \u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "The Future of Ferry Service in the Bay Area: More Routes and B-Uber?",
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"content": "\u003cp>Bay Area ferry ridership across all lines is up. Way up. In fact, a third of people riding ferries this year weren't doing that last year, according to Jim Wunderman, president and CEO of the \u003ca href=\"http://www.bayareacouncil.org/\" target=\"_blank\">Bay Area Council\u003c/a> and recent appointee to the \u003ca href=\"http://sanfranciscobayferry.com/weta\" target=\"_blank\">San Francisco Bay Area Water Emergency Transportation Authority \u003c/a>(WETA), which operates the \u003ca href=\"http://sanfranciscobayferry.com/\" target=\"_blank\">San Francisco Bay Ferry\u003c/a> service.\u003c/p>\n\u003cp>That increase in ridership has created long lines and left some would-be riders stranded. Recently, \u003ca href=\"http://www.kqed.org/radio/programs/forum/\" target=\"_blank\">KQED's \u003cem>Forum\u003c/em>\u003c/a> convened Wunderman, Kevin Connolly, a development manager for WETA, and Priya David Clemens of the Golden Gate Bridge, Highway and Transportation District to find out about the future of water transportation in the Bay Area.\u003c/p>\n\u003cp>Listeners called and wrote in with questions about expanding current ferry service, new routes and other things. Here's a sampling, with their respective answers.\u003c/p>\n\u003cp>Editor's notes: Some questions and answers have been edited for length.\u003c/p>\n\u003cp>\u003cstrong>\"I've heard whispers about new ports and ferry service to places like Antioch, Benicia, Martinez, Hercules. What's your take on what the vision is for ferry services built out in the North Bay?\"\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"I had a call or a note yesterday from Mayor Schroder in Martinez and we're going to sit down, have a cup of coffee and talk about Martinez. The chairman of the Transportation Committee in the Assembly, Jim Frazier from Antioch, has long been an advocate for bringing services out that way, and I think it all makes sense. But it also has to make economic and fiscal sense. Right now, you have an agency that's a bit of a stepchild. It came later than other agencies, and you know these agencies compete for the same pots of funds. We're here to advocate. We're not saying that ferry service is necessarily more important than everybody else, but we want for services to be on an even playing field with others, and we're going to fight for that.\" -- Jim Wunderman\u003c/p>\n\u003cp>\u003cstrong>\"What about ferry service South of Market and in the South Bay?\"\u003c/strong>\u003c/p>\n\u003cp>“Water transportation looks to be a really good potential alternative for the north-south commute. And companies have spoken to us about opportunities where private funding could be leveraged. And there is an interest, of course, as you move south in San Francisco to take a look at places like the 16th Street Pier for UCSF and the future Warriors arena, and then to the south, down past South San Francisco. Redwood City has funding and is really interested in having regular ferry service. We’re looking at some sites to the south of that as well. So the future is certainly a southward expansion at the same time that we continue to look for new sites to the east and to the north.” -- Jim Wunderman\u003c/p>\n\u003cp>\u003cstrong>\"Any plan to begin ferry service to Alviso in San Jose?\"\u003c/strong>\u003c/p>\n\u003cp>\"The bay doesn't necessarily look from the bottom as it looks from the top. What we need to do is explore these opportunities and see what is realistic. Dredging would certainly be involved in a significant way in order to get there. There was an Alviso terminal in our plan back in the 1990s. There's no reason why the South Bay, which has Santa Clara County with the largest population in the region, shouldn't have water transportation service available. But we have to take into consideration the environment and the realities of the bay itself.\" -- Jim Wunderman\u003c/p>\n\u003cp>\u003cstrong>\"Whatever happened to plans for ferry service from Hercules to San Francisco?\"\u003c/strong>\u003c/p>\n\u003cp>\"There's no reason why we can't begin building outwardly. This is something that can be done. We do need to have some thoughtful funding and, you know, this isn't just for ferry service. We need in this region a major investment in transportation. We've been working up in the special session of the Legislature to try to get more funding on a statewide basis, of which we'll get our share. I suspect within the next few years we'll see numerous sales tax measures on several county ballots, including Contra Costa County: I believe another regional measure, regional Measure 3, another bridge toll. WETA gets the largest portion of its funding from regional Measure 2 and that's not just for ferries, it's for a mass transportation system, of which water transportation is a critical integral part.\" -- Jim Wunderman\u003c/p>\n\u003cp>\u003cstrong>\"The expense of the ferry makes it impossible for me to use.\"\u003c/strong>\u003c/p>\n\u003cp>\"As BART and other transit operators have increased their fares over the years, our fare just increased for the first time this July since 2008. So, we actually have stayed steady. If you're leaving from our Oakland service, it's a $4.75 one-way trip on the ferry. If you take an express bus, it's $4.20. If you take BART, it's about $3.80. So they're fairly comparable. It's about a dollar more from BART, about 50 cents more from the bus. The perception [of expense] may be greater than the reality. In terms of what we offer in discounts, if you have a Clipper Card, which most low-income people do, they get a 25 percent discount with the Clipper Card. We have a half-fare for seniors.\" -- Jim Wunderman\u003c/p>\n\u003cp>\u003cstrong>\"Is there any consideration of having ferry service between the East Bay and Marin County?\"\u003c/strong>\u003c/p>\n\u003cp>\"This question comes up quite a bit. ... Once we have a network of terminals throughout the bay, there's really no barrier to boats going to different places. The barrier today is that every boat that is operable is in service to San Francisco between the East Bay and San Francisco, and every boat is full. So we just really can't spare a boat.\" -- Kevin Connolly\u003c/p>\n\u003cp>\"I agree. And beyond that, the future of water transportation isn't nor shouldn't be limited to public services. Where there is demand, we're beginning to see private services come to the fore, and maybe the possibility to have smaller boats connecting places like the Oakland estuary or Alameda with Marin County. So we're starting to see point-to-point services and on-demand services using smartphones and things like that. Those could probably be good partners with the public services offered by Golden Gate and WETA.\" -- Jim Wunderman\u003c/p>\n\u003cp>\u003cstrong>\"One problem with the ferry is public transportation to the ferry system. Buses from Corte Madera and Mill Valley only go to the ferry by going up to San Rafael, and changing buses to go back to the ferry. That literally doubles the time getting to the ferry.\"\u003c/strong>\u003c/p>\n\u003cp>\"The whole idea of the plan is to create an integrated system of mass transportation in the Bay Area so that people aren't stuck and can use the services that are offered. You know this isn't limited to ferry service. We have 28 separate transportation agencies in the Bay Area, I think that's the current number, that don't do a very good job of coordinating with each other, in planning with each other. On the whole, part of the role of the \u003ca href=\"http://www.bayareacouncil.org/\" target=\"_blank\">Bay Area Council\u003c/a> is to try to work really hard to improve that.\" -- Jim Wunderman\u003c/p>\n\u003cp>\u003cstrong>\"You know, I'm hearing all this talk and I got dollar signs in my eyes. I'm thinking about starting a new business called 'B-Uber. Boat Uber.' What would be the problem with me getting started with a boat and sending people back and forth where they need to be as a business?\"\u003c/strong>\u003c/p>\n\u003cp>\"Well, we have a member called \u003ca href=\"http://tidelinewatertaxi.com/\" target=\"_blank\">TideLine\u003c/a> that's operating today, so you know this isn't a new idea. And it's part of the disruptive ingenuity that makes the Bay Area so successful. And why not? There's a lot of places where a smaller boat can go today that a ferry will never be able to go because of the draft and so forth. Some combination of places where ferries can land in coordination with smaller boats provides, ultimately, a way for people to use the waterfront in ways that they haven't been able to do. If you go to Vancouver, you can see that [model] today. \" -- Jim Wunderman\u003c/p>\n\u003cp>You can listen to the complete show here:\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>https://soundcloud.com/kqedforum/increased-ferry-ridership\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Bay Area ferry ridership across all lines is up. Way up. In fact, a third of people riding ferries this year weren't doing that last year, according to Jim Wunderman, president and CEO of the \u003ca href=\"http://www.bayareacouncil.org/\" target=\"_blank\">Bay Area Council\u003c/a> and recent appointee to the \u003ca href=\"http://sanfranciscobayferry.com/weta\" target=\"_blank\">San Francisco Bay Area Water Emergency Transportation Authority \u003c/a>(WETA), which operates the \u003ca href=\"http://sanfranciscobayferry.com/\" target=\"_blank\">San Francisco Bay Ferry\u003c/a> service.\u003c/p>\n\u003cp>That increase in ridership has created long lines and left some would-be riders stranded. Recently, \u003ca href=\"http://www.kqed.org/radio/programs/forum/\" target=\"_blank\">KQED's \u003cem>Forum\u003c/em>\u003c/a> convened Wunderman, Kevin Connolly, a development manager for WETA, and Priya David Clemens of the Golden Gate Bridge, Highway and Transportation District to find out about the future of water transportation in the Bay Area.\u003c/p>\n\u003cp>Listeners called and wrote in with questions about expanding current ferry service, new routes and other things. Here's a sampling, with their respective answers.\u003c/p>\n\u003cp>Editor's notes: Some questions and answers have been edited for length.\u003c/p>\n\u003cp>\u003cstrong>\"I've heard whispers about new ports and ferry service to places like Antioch, Benicia, Martinez, Hercules. What's your take on what the vision is for ferry services built out in the North Bay?\"\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"I had a call or a note yesterday from Mayor Schroder in Martinez and we're going to sit down, have a cup of coffee and talk about Martinez. The chairman of the Transportation Committee in the Assembly, Jim Frazier from Antioch, has long been an advocate for bringing services out that way, and I think it all makes sense. But it also has to make economic and fiscal sense. Right now, you have an agency that's a bit of a stepchild. It came later than other agencies, and you know these agencies compete for the same pots of funds. We're here to advocate. We're not saying that ferry service is necessarily more important than everybody else, but we want for services to be on an even playing field with others, and we're going to fight for that.\" -- Jim Wunderman\u003c/p>\n\u003cp>\u003cstrong>\"What about ferry service South of Market and in the South Bay?\"\u003c/strong>\u003c/p>\n\u003cp>“Water transportation looks to be a really good potential alternative for the north-south commute. And companies have spoken to us about opportunities where private funding could be leveraged. And there is an interest, of course, as you move south in San Francisco to take a look at places like the 16th Street Pier for UCSF and the future Warriors arena, and then to the south, down past South San Francisco. Redwood City has funding and is really interested in having regular ferry service. We’re looking at some sites to the south of that as well. So the future is certainly a southward expansion at the same time that we continue to look for new sites to the east and to the north.” -- Jim Wunderman\u003c/p>\n\u003cp>\u003cstrong>\"Any plan to begin ferry service to Alviso in San Jose?\"\u003c/strong>\u003c/p>\n\u003cp>\"The bay doesn't necessarily look from the bottom as it looks from the top. What we need to do is explore these opportunities and see what is realistic. Dredging would certainly be involved in a significant way in order to get there. There was an Alviso terminal in our plan back in the 1990s. There's no reason why the South Bay, which has Santa Clara County with the largest population in the region, shouldn't have water transportation service available. But we have to take into consideration the environment and the realities of the bay itself.\" -- Jim Wunderman\u003c/p>\n\u003cp>\u003cstrong>\"Whatever happened to plans for ferry service from Hercules to San Francisco?\"\u003c/strong>\u003c/p>\n\u003cp>\"There's no reason why we can't begin building outwardly. This is something that can be done. We do need to have some thoughtful funding and, you know, this isn't just for ferry service. We need in this region a major investment in transportation. We've been working up in the special session of the Legislature to try to get more funding on a statewide basis, of which we'll get our share. I suspect within the next few years we'll see numerous sales tax measures on several county ballots, including Contra Costa County: I believe another regional measure, regional Measure 3, another bridge toll. WETA gets the largest portion of its funding from regional Measure 2 and that's not just for ferries, it's for a mass transportation system, of which water transportation is a critical integral part.\" -- Jim Wunderman\u003c/p>\n\u003cp>\u003cstrong>\"The expense of the ferry makes it impossible for me to use.\"\u003c/strong>\u003c/p>\n\u003cp>\"As BART and other transit operators have increased their fares over the years, our fare just increased for the first time this July since 2008. So, we actually have stayed steady. If you're leaving from our Oakland service, it's a $4.75 one-way trip on the ferry. If you take an express bus, it's $4.20. If you take BART, it's about $3.80. So they're fairly comparable. It's about a dollar more from BART, about 50 cents more from the bus. The perception [of expense] may be greater than the reality. In terms of what we offer in discounts, if you have a Clipper Card, which most low-income people do, they get a 25 percent discount with the Clipper Card. We have a half-fare for seniors.\" -- Jim Wunderman\u003c/p>\n\u003cp>\u003cstrong>\"Is there any consideration of having ferry service between the East Bay and Marin County?\"\u003c/strong>\u003c/p>\n\u003cp>\"This question comes up quite a bit. ... Once we have a network of terminals throughout the bay, there's really no barrier to boats going to different places. The barrier today is that every boat that is operable is in service to San Francisco between the East Bay and San Francisco, and every boat is full. So we just really can't spare a boat.\" -- Kevin Connolly\u003c/p>\n\u003cp>\"I agree. And beyond that, the future of water transportation isn't nor shouldn't be limited to public services. Where there is demand, we're beginning to see private services come to the fore, and maybe the possibility to have smaller boats connecting places like the Oakland estuary or Alameda with Marin County. So we're starting to see point-to-point services and on-demand services using smartphones and things like that. Those could probably be good partners with the public services offered by Golden Gate and WETA.\" -- Jim Wunderman\u003c/p>\n\u003cp>\u003cstrong>\"One problem with the ferry is public transportation to the ferry system. Buses from Corte Madera and Mill Valley only go to the ferry by going up to San Rafael, and changing buses to go back to the ferry. That literally doubles the time getting to the ferry.\"\u003c/strong>\u003c/p>\n\u003cp>\"The whole idea of the plan is to create an integrated system of mass transportation in the Bay Area so that people aren't stuck and can use the services that are offered. You know this isn't limited to ferry service. We have 28 separate transportation agencies in the Bay Area, I think that's the current number, that don't do a very good job of coordinating with each other, in planning with each other. On the whole, part of the role of the \u003ca href=\"http://www.bayareacouncil.org/\" target=\"_blank\">Bay Area Council\u003c/a> is to try to work really hard to improve that.\" -- Jim Wunderman\u003c/p>\n\u003cp>\u003cstrong>\"You know, I'm hearing all this talk and I got dollar signs in my eyes. I'm thinking about starting a new business called 'B-Uber. Boat Uber.' What would be the problem with me getting started with a boat and sending people back and forth where they need to be as a business?\"\u003c/strong>\u003c/p>\n\u003cp>\"Well, we have a member called \u003ca href=\"http://tidelinewatertaxi.com/\" target=\"_blank\">TideLine\u003c/a> that's operating today, so you know this isn't a new idea. And it's part of the disruptive ingenuity that makes the Bay Area so successful. And why not? There's a lot of places where a smaller boat can go today that a ferry will never be able to go because of the draft and so forth. Some combination of places where ferries can land in coordination with smaller boats provides, ultimately, a way for people to use the waterfront in ways that they haven't been able to do. If you go to Vancouver, you can see that [model] today. \" -- Jim Wunderman\u003c/p>\n\u003cp>You can listen to the complete show here:\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>An ambitious goal to reduce California’s oil consumption by 50 percent over the next 15 years has been dropped from \u003ca href=\"http://ww2.kqed.org/news/2015/08/16/the-big-battles-to-watch-in-final-2015-debates-california-state-legislature/\" target=\"_blank\" rel=\"noopener\">key climate change legislation\u003c/a>, Gov. Jerry Brown and legislative leaders announced Wednesday, a victim of a \u003ca href=\"http://www.californiadriversalliance.org/\" target=\"_blank\" rel=\"noopener\">bitter campaign\u003c/a> waged against the bill by petroleum companies.\u003c/p>\n\u003cp>Brown said the oil industry had “won the skirmish but will lose the war,” insisting the state can still reach the 50 percent target through its existing regulatory structure, without immediately enshrining the target into law.\u003c/p>\n\u003cp>“Nothing is a bigger threat than climate change,” a defiant Brown said late Wednesday afternoon, two days before the end of the legislative session — the deadline for \u003ca href=\"http://www.leginfo.ca.gov/cgi-bin/postquery?bill_number=sb_350&sess=CUR&house=B&author=de_le%F3n_%3Cde_leon%3E\" target=\"_blank\" rel=\"noopener\">Senate Bill 350\u003c/a> to get a vote this year.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘California is not going to miss a beat … The only difference is my zeal has been intensified to a maximum degree.’ \u003ccite>Gov. Jerry Brown\u003c/cite>\u003c/aside>\n\u003cp>The governor and SB350’s main architect, Senate leader Kevin de León, D-Los Angeles, said the oil industry’s main goal was actually to include provisions in SB350 that would strip power from the \u003ca href=\"http://www.arb.ca.gov/homepage.htm\" target=\"_blank\" rel=\"noopener\">California Air Resources Board\u003c/a>, the regulatory agency that has overseen the state’s ambitious push toward reducing greenhouse gas emissions. The board has been a frequent target of Republicans and business groups opposed to the state’s already-ambitious climate change laws.\u003c/p>\n\u003cp>“Look, we had a long discussion. It’s very simple — if we said, ‘Turn every rule that the ARB makes over to the Legislature,’ then we get the bill, if we don’t do that, then (they) kill it,” Brown said of negotiations with oil companies in recent days.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But he added, “California is not going to miss a beat, be very clear about that. We don’t have a declaration in statute, but we have absolutely the same authority we had going forward. The only difference is my zeal has been intensified to a maximum degree, and nothing is going to stop the state from pushing forward.”\u003c/p>\n\u003cp>[soundcloud url=”https://api.soundcloud.com/tracks/223254040″ 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>The biggest hurdle for Brown, de León and liberal Democrats ended up being \u003ca href=\"http://www.latimes.com/local/great-reads/la-me-pol-c1-henry-perea-20150902-story.html\" target=\"_blank\" rel=\"noopener\">moderate members of their own party \u003c/a>— particularly in the state Assembly — who sided with critics of the Air Resources Board.\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘With the clocks ticking, the stakes are way too high to let the perfect be the enemy of the great.’ \u003ccite>Senate leader Kevin de León\u003c/cite>\u003c/aside>\n\u003cp>An hour before the governor’s news conference, Modesto Democratic Assemblyman Adam Gray — \u003ca href=\"http://www.mercedsunstar.com/opinion/opn-columns-blogs/article34530081.html\" target=\"_blank\" rel=\"noopener\">who penned an opinion piece against \u003c/a>SB350 — stood up on the Assembly floor to urge lawmakers to demand more say in the air board’s decisions.\u003c/p>\n\u003cp>The governor hit back at his news conference, saying a drastic shift in oil consumption would fundamentally change the world’s economy and that it’s no surprise there was a big fight when he proposed “cutting sales of the most powerful industry in the world by 50 percent.”\u003c/p>\n\u003cp>“What we did do in this bill, however, is not cave in to the last-minute effort by big oil to strip the power of the Air Resources Board,” Brown said. “Make no mistake about it, this is a titanic struggle that will go on for years and decades. But at the end, science, the religious leadership of the world, ordinary people will triumph.”\u003c/p>\n\u003cp>A somber de León said that while Brown doesn’t need legislative authority to push a reduction in oil consumption, having it in law would ensure the state continues in that direction in future years. He noted that SB350 still includes other ambitious mandates, including a steep increase in renewable energy.\u003c/p>\n\u003cp>“We reached for something grand and something doable, while the world once again waited to take its cues from California. But in the end, with two days left, we could not cut through the \u003ca href=\"http://www.latimes.com/local/politics/la-me-pol-ad-war-20150904-story.html\" target=\"_blank\" rel=\"noopener\">multimillion-dollar smoke screen \u003c/a>created by a single interest group with a singular motive and a bottomless war chest,” he said. “But with the clocks ticking, the stakes are way too high to let the perfect be the enemy of the great.”\u003c/p>\n\u003cp>The leader of the Western States Petroleum Association, which led the SB350 opposition, said the agency and its members “remain committed” to working with state leaders on the issue but did take a position on the amended legislation.\u003c/p>\n\u003cp>“Today’s announcement was an acknowledgement that California’s energy future, economic competitiveness, and environment are inextricably linked,” said WSPA president Catherine Reheis-Boyd in a written statement. “Californians are best served by inclusive energy policy and by a legislative body that retains authority on issues so critically important to jobs, communities and our way of life.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Speaker Toni Atkins, D-San Diego, said she’s hopeful that the amended bill will pass the Assembly before legislators go home for the year on Friday.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>An ambitious goal to reduce California’s oil consumption by 50 percent over the next 15 years has been dropped from \u003ca href=\"http://ww2.kqed.org/news/2015/08/16/the-big-battles-to-watch-in-final-2015-debates-california-state-legislature/\" target=\"_blank\" rel=\"noopener\">key climate change legislation\u003c/a>, Gov. Jerry Brown and legislative leaders announced Wednesday, a victim of a \u003ca href=\"http://www.californiadriversalliance.org/\" target=\"_blank\" rel=\"noopener\">bitter campaign\u003c/a> waged against the bill by petroleum companies.\u003c/p>\n\u003cp>Brown said the oil industry had “won the skirmish but will lose the war,” insisting the state can still reach the 50 percent target through its existing regulatory structure, without immediately enshrining the target into law.\u003c/p>\n\u003cp>“Nothing is a bigger threat than climate change,” a defiant Brown said late Wednesday afternoon, two days before the end of the legislative session — the deadline for \u003ca href=\"http://www.leginfo.ca.gov/cgi-bin/postquery?bill_number=sb_350&sess=CUR&house=B&author=de_le%F3n_%3Cde_leon%3E\" target=\"_blank\" rel=\"noopener\">Senate Bill 350\u003c/a> to get a vote this year.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘California is not going to miss a beat … The only difference is my zeal has been intensified to a maximum degree.’ \u003ccite>Gov. Jerry Brown\u003c/cite>\u003c/aside>\n\u003cp>The governor and SB350’s main architect, Senate leader Kevin de León, D-Los Angeles, said the oil industry’s main goal was actually to include provisions in SB350 that would strip power from the \u003ca href=\"http://www.arb.ca.gov/homepage.htm\" target=\"_blank\" rel=\"noopener\">California Air Resources Board\u003c/a>, the regulatory agency that has overseen the state’s ambitious push toward reducing greenhouse gas emissions. The board has been a frequent target of Republicans and business groups opposed to the state’s already-ambitious climate change laws.\u003c/p>\n\u003cp>“Look, we had a long discussion. It’s very simple — if we said, ‘Turn every rule that the ARB makes over to the Legislature,’ then we get the bill, if we don’t do that, then (they) kill it,” Brown said of negotiations with oil companies in recent days.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But he added, “California is not going to miss a beat, be very clear about that. We don’t have a declaration in statute, but we have absolutely the same authority we had going forward. The only difference is my zeal has been intensified to a maximum degree, and nothing is going to stop the state from pushing forward.”\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/223254040″&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/223254040″'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The biggest hurdle for Brown, de León and liberal Democrats ended up being \u003ca href=\"http://www.latimes.com/local/great-reads/la-me-pol-c1-henry-perea-20150902-story.html\" target=\"_blank\" rel=\"noopener\">moderate members of their own party \u003c/a>— particularly in the state Assembly — who sided with critics of the Air Resources Board.\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘With the clocks ticking, the stakes are way too high to let the perfect be the enemy of the great.’ \u003ccite>Senate leader Kevin de León\u003c/cite>\u003c/aside>\n\u003cp>An hour before the governor’s news conference, Modesto Democratic Assemblyman Adam Gray — \u003ca href=\"http://www.mercedsunstar.com/opinion/opn-columns-blogs/article34530081.html\" target=\"_blank\" rel=\"noopener\">who penned an opinion piece against \u003c/a>SB350 — stood up on the Assembly floor to urge lawmakers to demand more say in the air board’s decisions.\u003c/p>\n\u003cp>The governor hit back at his news conference, saying a drastic shift in oil consumption would fundamentally change the world’s economy and that it’s no surprise there was a big fight when he proposed “cutting sales of the most powerful industry in the world by 50 percent.”\u003c/p>\n\u003cp>“What we did do in this bill, however, is not cave in to the last-minute effort by big oil to strip the power of the Air Resources Board,” Brown said. “Make no mistake about it, this is a titanic struggle that will go on for years and decades. But at the end, science, the religious leadership of the world, ordinary people will triumph.”\u003c/p>\n\u003cp>A somber de León said that while Brown doesn’t need legislative authority to push a reduction in oil consumption, having it in law would ensure the state continues in that direction in future years. He noted that SB350 still includes other ambitious mandates, including a steep increase in renewable energy.\u003c/p>\n\u003cp>“We reached for something grand and something doable, while the world once again waited to take its cues from California. But in the end, with two days left, we could not cut through the \u003ca href=\"http://www.latimes.com/local/politics/la-me-pol-ad-war-20150904-story.html\" target=\"_blank\" rel=\"noopener\">multimillion-dollar smoke screen \u003c/a>created by a single interest group with a singular motive and a bottomless war chest,” he said. “But with the clocks ticking, the stakes are way too high to let the perfect be the enemy of the great.”\u003c/p>\n\u003cp>The leader of the Western States Petroleum Association, which led the SB350 opposition, said the agency and its members “remain committed” to working with state leaders on the issue but did take a position on the amended legislation.\u003c/p>\n\u003cp>“Today’s announcement was an acknowledgement that California’s energy future, economic competitiveness, and environment are inextricably linked,” said WSPA president Catherine Reheis-Boyd in a written statement. “Californians are best served by inclusive energy policy and by a legislative body that retains authority on issues so critically important to jobs, communities and our way of life.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Speaker Toni Atkins, D-San Diego, said she’s hopeful that the amended bill will pass the Assembly before legislators go home for the year on Friday.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Transportation Fix Delayed, Bills Move Forward As Legislature Nears Deadline",
"title": "Transportation Fix Delayed, Bills Move Forward As Legislature Nears Deadline",
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"content": "\u003cp>The halfway point of the California Legislature's final sprint for 2015 offered several examples of a long-standing maxim inside the hallways of the state Capitol: The hardest, most controversial proposals are almost always left until the very end.\u003c/p>\n\u003cp>Wednesday's debates in the state Assembly and Senate saw dozens of bills with final (or almost final) actions taken by lawmakers. And it saw a major shift on two topics: A concession to the oil industry on the year's biggest climate change legislation, and a delay in finding a solution to long-term funding for California's transportation needs.\u003c/p>\n\u003cp>The delay on transportation was a clear signal of how tough the issue had become as the end-of-session deadline approached.\u003c/p>\n\u003cp>And so Assembly Speaker Toni Atkins, D-San Diego, told reporters late Wednesday that transportation funding would be pushed over until the fall -- after lawmakers have concluded their regular work -- for a closer look by a to-be-announced special legislative committee.\u003c/p>\n\u003cp>\"(The state Senate leader) and I will be forming a conference committee to continue to work on transportation, so that we respond to the stakeholders up and down the state -- business, labor, local elected officials, to get that done,\" said Atkins.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The effort failed to find enough Republicans in the Legislature willing to endorse new taxes or fees to help fund what has been estimated to be a $6 billion annual shortfall in keeping up with road, highway and transit needs.\u003c/p>\n\u003cp>Meantime, a number of other bills cleared key hurdles, or went to the governor's desk, on Wednesday.\u003c/p>\n\u003cp>\u003cstrong>End-of-Life Choices\u003c/strong>: The day's most intense debate ended with the Assembly \u003ca href=\"http://ww2.kqed.org/stateofhealth/2015/09/04/physician-assisted-suicide-bill-advances-with-new-sunset-clause/\" target=\"_blank\">approving the closely watched bill\u003c/a> to allow doctors to prescribe life-ending medication, and the proposal now headed to the state Senate. ABX2-15 by Assemblywoman Susan Talamantes Eggman, D-Stockton, was the focus of a floor debate that lasted some two hours. There was no clean split along party lines, with some Democrats opposed and a few Republicans in support.\u003c/p>\n\u003cp>\"I certainly don't take this lightly,\" said Eggman in her closing remarks, offered while fighting back tears. Other legislators also grew emotional during the debate.\u003c/p>\n\u003cp>Supporters say it remains unclear whether the bill will next have one final policy committee hearing before the Legislature adjourns Friday night, or whether it heads directly to the Senate floor.\u003c/p>\n\u003cp>\u003cstrong>No Toll For Walking On The Golden Gate Bridge\u003c/strong>: The body overseeing the Golden Gate Bridge may soon be barred from imposing a toll on walkers and bikers, after the Legislature sent the governor\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201520160AB40\" target=\"_blank\"> Assembly Bill 40\u003c/a> Wednesday.\u003c/p>\n\u003cp>The bill by San Francisco Democratic Assemblyman Phil Ting, if signed by Brown, would prohibit sidewalk tolls for pedestrians and cyclists crossing the Golden Gate and state-owned toll bridges. The cash-strapped bridge district has twice voted to study such a fee, but Ting sought to tie the ban to the subject du jour in Sacramento: Climate change.\u003c/p>\n\u003cp>“The impact of foot and pedal power cannot be overlooked as we strive to combat climate change. We should not discourage these healthy transportation alternatives by nickel-and-diming people who are part of the solution,” he said in a written statement.\u003c/p>\n\u003cp>\u003cstrong>State Funded Recounts In Close Elections\u003c/strong>: Lawmakers sent the governor a bill debated now for more than a year, sparked by 2014's close contest in the race for state controller. Assembly Bill 44 by Assemblyman Kevin Mullin, D-South San Francisco, allows the governor to order a recount in any statewide race (either for a statewide office or a ballot measure) where the gap between second and third place for candidates, or passage and defeat for a ballot measure, is either less than 1,000 votes or 0.00015 of the votes cast.\u003c/p>\n\u003cp>\u003cstrong>Abortion Clinic Access\u003c/strong>: Legislation to allow independent primary care clinics -- including those that offer abortion services -- to secure a state license cleared the state Senate and headed back for a final vote in the Assembly ... but not before sparking some heated fireworks.\u003c/p>\n\u003cp>State Sen. Richard Pan, D-Sacramento, said that \u003ca href=\"http://www.leginfo.ca.gov/pub/15-16/bill/asm/ab_1151-1200/ab_1177_cfa_20150908_162020_sen_floor.html\" target=\"_blank\">Assembly Bill 1177\u003c/a> is an attempt to help clinics that can't get a license because no nearby hospital will sign an agreement for transferring patients.\u003c/p>\n\u003cp>\"It's become politicized,\" said Pan, a physician. \"Because of that politicization, people have been denied reproductive services.\"\u003c/p>\n\u003cp>But Republicans accused Democrats of trying to expand these services at a risk to women. And one senator angrily suggested he was being criticized for speaking out.\u003c/p>\n\u003cp>\"Some of my colleagues on this floor believe I have to have a uterus to have an opinion,\" said Sen. Joel Anderson, R-Alpine.\u003c/p>\n\u003cp>\u003cstrong>Racial Profiling Bill\u003c/strong>: The Senate passed a bill that would drastically expand the data collected and made public by police departments -- one aimed at improving relations between law enforcement and communities of color.\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201520160AB953\" target=\"_blank\">Assembly Bill 953\u003c/a> \u003cspan style=\"font-weight: 400\">would require all police agencies to report extensive data on each contact they make with a member of the public, including the perceived race and ethnicity of the person. \u003c/span>\u003cspan style=\"font-weight: 400\">The information would be handed over to the State Attorney General’s Office, where a new body would be charged with improving racial sensitivity in law enforcement. \u003c/span>\u003c/p>\n\u003cp>While Republican lawmakers said the bill would distract police officers from their job of policing, and insisted that racial bias problems among law enforcement officers have improved, Sen. Holly Mitchell, D-Los Angeles, pushed back.\u003c/p>\n\u003cp>Mitchell said the only way to improve communication between the public and police is to have real data on which to base those talks.\u003c/p>\n\u003cp>\"The reality is that 1,000 Californians lost their lives at the hands of law enforcement between 2008 and 2012. Twenty percent of them were African-American, in a state where the population of African-Americans is less than 6 percent,\" she said. \"T\u003cspan style=\"font-weight: 400\">he time has come to have a clear conversation with law enforcement about what we as society no longer accept, and that's racial profiling by those who indeed take an oath to protect and serve us all equally.\"\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The bill faces one more vote before it can be sent to Brown. \u003c/span>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The halfway point of the California Legislature's final sprint for 2015 offered several examples of a long-standing maxim inside the hallways of the state Capitol: The hardest, most controversial proposals are almost always left until the very end.\u003c/p>\n\u003cp>Wednesday's debates in the state Assembly and Senate saw dozens of bills with final (or almost final) actions taken by lawmakers. And it saw a major shift on two topics: A concession to the oil industry on the year's biggest climate change legislation, and a delay in finding a solution to long-term funding for California's transportation needs.\u003c/p>\n\u003cp>The delay on transportation was a clear signal of how tough the issue had become as the end-of-session deadline approached.\u003c/p>\n\u003cp>And so Assembly Speaker Toni Atkins, D-San Diego, told reporters late Wednesday that transportation funding would be pushed over until the fall -- after lawmakers have concluded their regular work -- for a closer look by a to-be-announced special legislative committee.\u003c/p>\n\u003cp>\"(The state Senate leader) and I will be forming a conference committee to continue to work on transportation, so that we respond to the stakeholders up and down the state -- business, labor, local elected officials, to get that done,\" said Atkins.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The effort failed to find enough Republicans in the Legislature willing to endorse new taxes or fees to help fund what has been estimated to be a $6 billion annual shortfall in keeping up with road, highway and transit needs.\u003c/p>\n\u003cp>Meantime, a number of other bills cleared key hurdles, or went to the governor's desk, on Wednesday.\u003c/p>\n\u003cp>\u003cstrong>End-of-Life Choices\u003c/strong>: The day's most intense debate ended with the Assembly \u003ca href=\"http://ww2.kqed.org/stateofhealth/2015/09/04/physician-assisted-suicide-bill-advances-with-new-sunset-clause/\" target=\"_blank\">approving the closely watched bill\u003c/a> to allow doctors to prescribe life-ending medication, and the proposal now headed to the state Senate. ABX2-15 by Assemblywoman Susan Talamantes Eggman, D-Stockton, was the focus of a floor debate that lasted some two hours. There was no clean split along party lines, with some Democrats opposed and a few Republicans in support.\u003c/p>\n\u003cp>\"I certainly don't take this lightly,\" said Eggman in her closing remarks, offered while fighting back tears. Other legislators also grew emotional during the debate.\u003c/p>\n\u003cp>Supporters say it remains unclear whether the bill will next have one final policy committee hearing before the Legislature adjourns Friday night, or whether it heads directly to the Senate floor.\u003c/p>\n\u003cp>\u003cstrong>No Toll For Walking On The Golden Gate Bridge\u003c/strong>: The body overseeing the Golden Gate Bridge may soon be barred from imposing a toll on walkers and bikers, after the Legislature sent the governor\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201520160AB40\" target=\"_blank\"> Assembly Bill 40\u003c/a> Wednesday.\u003c/p>\n\u003cp>The bill by San Francisco Democratic Assemblyman Phil Ting, if signed by Brown, would prohibit sidewalk tolls for pedestrians and cyclists crossing the Golden Gate and state-owned toll bridges. The cash-strapped bridge district has twice voted to study such a fee, but Ting sought to tie the ban to the subject du jour in Sacramento: Climate change.\u003c/p>\n\u003cp>“The impact of foot and pedal power cannot be overlooked as we strive to combat climate change. We should not discourage these healthy transportation alternatives by nickel-and-diming people who are part of the solution,” he said in a written statement.\u003c/p>\n\u003cp>\u003cstrong>State Funded Recounts In Close Elections\u003c/strong>: Lawmakers sent the governor a bill debated now for more than a year, sparked by 2014's close contest in the race for state controller. Assembly Bill 44 by Assemblyman Kevin Mullin, D-South San Francisco, allows the governor to order a recount in any statewide race (either for a statewide office or a ballot measure) where the gap between second and third place for candidates, or passage and defeat for a ballot measure, is either less than 1,000 votes or 0.00015 of the votes cast.\u003c/p>\n\u003cp>\u003cstrong>Abortion Clinic Access\u003c/strong>: Legislation to allow independent primary care clinics -- including those that offer abortion services -- to secure a state license cleared the state Senate and headed back for a final vote in the Assembly ... but not before sparking some heated fireworks.\u003c/p>\n\u003cp>State Sen. Richard Pan, D-Sacramento, said that \u003ca href=\"http://www.leginfo.ca.gov/pub/15-16/bill/asm/ab_1151-1200/ab_1177_cfa_20150908_162020_sen_floor.html\" target=\"_blank\">Assembly Bill 1177\u003c/a> is an attempt to help clinics that can't get a license because no nearby hospital will sign an agreement for transferring patients.\u003c/p>\n\u003cp>\"It's become politicized,\" said Pan, a physician. \"Because of that politicization, people have been denied reproductive services.\"\u003c/p>\n\u003cp>But Republicans accused Democrats of trying to expand these services at a risk to women. And one senator angrily suggested he was being criticized for speaking out.\u003c/p>\n\u003cp>\"Some of my colleagues on this floor believe I have to have a uterus to have an opinion,\" said Sen. Joel Anderson, R-Alpine.\u003c/p>\n\u003cp>\u003cstrong>Racial Profiling Bill\u003c/strong>: The Senate passed a bill that would drastically expand the data collected and made public by police departments -- one aimed at improving relations between law enforcement and communities of color.\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201520160AB953\" target=\"_blank\">Assembly Bill 953\u003c/a> \u003cspan style=\"font-weight: 400\">would require all police agencies to report extensive data on each contact they make with a member of the public, including the perceived race and ethnicity of the person. \u003c/span>\u003cspan style=\"font-weight: 400\">The information would be handed over to the State Attorney General’s Office, where a new body would be charged with improving racial sensitivity in law enforcement. \u003c/span>\u003c/p>\n\u003cp>While Republican lawmakers said the bill would distract police officers from their job of policing, and insisted that racial bias problems among law enforcement officers have improved, Sen. Holly Mitchell, D-Los Angeles, pushed back.\u003c/p>\n\u003cp>Mitchell said the only way to improve communication between the public and police is to have real data on which to base those talks.\u003c/p>\n\u003cp>\"The reality is that 1,000 Californians lost their lives at the hands of law enforcement between 2008 and 2012. Twenty percent of them were African-American, in a state where the population of African-Americans is less than 6 percent,\" she said. \"T\u003cspan style=\"font-weight: 400\">he time has come to have a clear conversation with law enforcement about what we as society no longer accept, and that's racial profiling by those who indeed take an oath to protect and serve us all equally.\"\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The bill faces one more vote before it can be sent to Brown. \u003c/span>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
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"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"radiolab": {
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},
"rightnowish": {
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"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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},
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"tagline": "Real stories with killer beats",
"info": "The Snap Judgment radio show and podcast mixes real stories with killer beats to produce cinematic, dramatic radio. Snap's musical brand of storytelling dares listeners to see the world through the eyes of another. This is storytelling... with a BEAT!! Snap first aired on public radio stations nationwide in July 2010. Today, Snap Judgment airs on over 450 public radio stations and is brought to the airwaves by KQED & PRX.",
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"soldout": {
"id": "soldout",
"title": "SOLD OUT: Rethinking Housing in America",
"tagline": "A new future for housing",
"info": "Sold Out: Rethinking Housing in America",
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