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"content": "\u003cp>A federal judge in San Francisco is expected to hear arguments today on whether a lawsuit by three drivers against Uber should be certified as a class action and include all of the company's 160,000 drivers in California.\u003c/p>\n\u003cp>The suit, if successful, could have sweeping ramifications for Uber. It challenges the company's business model of outsourcing expenses and relying on drivers as independent contractors, and argues they should be treated as employees.\u003c/p>\n\u003cp>The three drivers allege they were misclassified as independent contractors and should be reimbursed for expenses, such as gas and car maintenance.\u003c/p>\n\u003cp>In March, U.S. District Judge Edward Chen \u003ca href=\"https://docs.justia.com/cases/federal/district-courts/california/candce/3:2013cv03826/269290/251\" target=\"_blank\">denied\u003c/a> Uber's motion to dismiss the suit, largely siding with drivers and rejecting the company's argument that it's a technology company, not a transportation company.\u003c/p>\n\u003cp>Chen said the drivers would not be employees if Uber could prove they don't provide a service for the company. But he said they do perform a service \"because Uber would not be a viable business model without its drivers.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>From Chen's order:\u003c/p>\n\u003cblockquote>\u003cp>Uber does not simply sell software; it sells rides. Uber is no more a “technology company” than Yellow Cab is a “technology company” because it uses CB radios to dispatch taxi cabs, John Deere is a “technology company” because it uses computers and robots to manufacture lawn mowers, or Domino Sugar is a “technology company” because it uses modern irrigation techniques to grow its sugar cane.\u003c/p>\u003c/blockquote>\n\u003cp>If Chen agrees to certify the suit as class action, it would be a momentous win for the plaintiffs and liability would be determined en masse instead of on an individual basis, said Reuel Schiller, a labor and employment law professor at UC Hastings.\u003c/p>\n\u003cp>Under that scenario, Schiller doubts Uber would try to settle the case, moving instead to a jury trial, where the company would continue its aggressive defense.\u003c/p>\n\u003cp>He said a decision \"in favor of a class of hundreds or thousands of drivers is going to force Uber to either change its business model or, quite frankly, go to the Legislature to get the law changed that allows them to function the way they want to function.\"\u003c/p>\n\u003cp>In June, \u003ca href=\"http://www.npr.org/sections/thetwo-way/2015/06/17/415262801/california-labor-commission-rules-uber-driver-is-an-employee-not-a-contractor\" target=\"_blank\">the California Labor Commission ruled\u003c/a> that an Uber driver should be classified as an employee, but a company spokeswoman said the ruling applies to only one person.\u003c/p>\n\u003cp>If Uber drivers are classified as employees, it would mean the company would have to withhold taxes and pay for things like unemployment, workers' compensation, Social Security and expenses.\u003c/p>\n\u003cp>\"I think [Uber] can well afford to provide its drivers with the protections they should have under the laws,\" Shannon Liss-Riordan, the attorney for the three drivers, told KQED earlier this year.\u003c/p>\n\u003cp>A lot of drivers, she said, get lured to Uber thinking they're going to make a lot of money, but don't realize the costs for gas and car maintenance.\u003c/p>\n\u003cp>\"There are a number of Uber drivers who are doing this full time, and this is their livelihood, and this is how they put food on the table and pay their rent and, and feed their families,\" Liss-Riordan \u003ca href=\"http://www.pbs.org/newshour/bb/independent-contractor-schemes-face-federal-crackdown/\">told the PBS Newshour.\u003c/a>\u003c/p>\n\u003cp>She suggests Uber reconfigure its system and take a bigger cut of the fare so it could cover the overhead, making it \"more transparent to drivers what amount they're going to have in their pocket at the end of the day.\"\u003c/p>\n\u003cp>Uber maintains that many drivers want to remain independent contractors because it allows a flexible work schedule, said David Plouffe, the former Democratic Party strategist who is now a chief adviser and board member at Uber.\u003c/p>\n\u003cp>\"Most of them are not planning to do this as a career. They're doing it to make a little extra money,\" Plouffe said. \"For them to lose that flexibility would be devastating because so many people are using it to make ends meet, to add a little additional income on top of a full-time job, or a spouse's job.\"\u003c/p>\n\u003cp>Plouffe was asked why drivers aren't given a choice to become full-time employees or independent contractors.\u003c/p>\n\u003cp>\"Even the drivers who drive, let's say 35, 40 hours a week, they still tell us very strongly that one of the reasons they've chosen to do this is the flexibility, so they're not told to drive a certain shift,\" he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Liss-Riordan said Chen would likely take Thursday's arguments under submission rather than rule from the bench.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A federal judge in San Francisco is expected to hear arguments today on whether a lawsuit by three drivers against Uber should be certified as a class action and include all of the company's 160,000 drivers in California.\u003c/p>\n\u003cp>The suit, if successful, could have sweeping ramifications for Uber. It challenges the company's business model of outsourcing expenses and relying on drivers as independent contractors, and argues they should be treated as employees.\u003c/p>\n\u003cp>The three drivers allege they were misclassified as independent contractors and should be reimbursed for expenses, such as gas and car maintenance.\u003c/p>\n\u003cp>In March, U.S. District Judge Edward Chen \u003ca href=\"https://docs.justia.com/cases/federal/district-courts/california/candce/3:2013cv03826/269290/251\" target=\"_blank\">denied\u003c/a> Uber's motion to dismiss the suit, largely siding with drivers and rejecting the company's argument that it's a technology company, not a transportation company.\u003c/p>\n\u003cp>Chen said the drivers would not be employees if Uber could prove they don't provide a service for the company. But he said they do perform a service \"because Uber would not be a viable business model without its drivers.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>From Chen's order:\u003c/p>\n\u003cblockquote>\u003cp>Uber does not simply sell software; it sells rides. Uber is no more a “technology company” than Yellow Cab is a “technology company” because it uses CB radios to dispatch taxi cabs, John Deere is a “technology company” because it uses computers and robots to manufacture lawn mowers, or Domino Sugar is a “technology company” because it uses modern irrigation techniques to grow its sugar cane.\u003c/p>\u003c/blockquote>\n\u003cp>If Chen agrees to certify the suit as class action, it would be a momentous win for the plaintiffs and liability would be determined en masse instead of on an individual basis, said Reuel Schiller, a labor and employment law professor at UC Hastings.\u003c/p>\n\u003cp>Under that scenario, Schiller doubts Uber would try to settle the case, moving instead to a jury trial, where the company would continue its aggressive defense.\u003c/p>\n\u003cp>He said a decision \"in favor of a class of hundreds or thousands of drivers is going to force Uber to either change its business model or, quite frankly, go to the Legislature to get the law changed that allows them to function the way they want to function.\"\u003c/p>\n\u003cp>In June, \u003ca href=\"http://www.npr.org/sections/thetwo-way/2015/06/17/415262801/california-labor-commission-rules-uber-driver-is-an-employee-not-a-contractor\" target=\"_blank\">the California Labor Commission ruled\u003c/a> that an Uber driver should be classified as an employee, but a company spokeswoman said the ruling applies to only one person.\u003c/p>\n\u003cp>If Uber drivers are classified as employees, it would mean the company would have to withhold taxes and pay for things like unemployment, workers' compensation, Social Security and expenses.\u003c/p>\n\u003cp>\"I think [Uber] can well afford to provide its drivers with the protections they should have under the laws,\" Shannon Liss-Riordan, the attorney for the three drivers, told KQED earlier this year.\u003c/p>\n\u003cp>A lot of drivers, she said, get lured to Uber thinking they're going to make a lot of money, but don't realize the costs for gas and car maintenance.\u003c/p>\n\u003cp>\"There are a number of Uber drivers who are doing this full time, and this is their livelihood, and this is how they put food on the table and pay their rent and, and feed their families,\" Liss-Riordan \u003ca href=\"http://www.pbs.org/newshour/bb/independent-contractor-schemes-face-federal-crackdown/\">told the PBS Newshour.\u003c/a>\u003c/p>\n\u003cp>She suggests Uber reconfigure its system and take a bigger cut of the fare so it could cover the overhead, making it \"more transparent to drivers what amount they're going to have in their pocket at the end of the day.\"\u003c/p>\n\u003cp>Uber maintains that many drivers want to remain independent contractors because it allows a flexible work schedule, said David Plouffe, the former Democratic Party strategist who is now a chief adviser and board member at Uber.\u003c/p>\n\u003cp>\"Most of them are not planning to do this as a career. They're doing it to make a little extra money,\" Plouffe said. \"For them to lose that flexibility would be devastating because so many people are using it to make ends meet, to add a little additional income on top of a full-time job, or a spouse's job.\"\u003c/p>\n\u003cp>Plouffe was asked why drivers aren't given a choice to become full-time employees or independent contractors.\u003c/p>\n\u003cp>\"Even the drivers who drive, let's say 35, 40 hours a week, they still tell us very strongly that one of the reasons they've chosen to do this is the flexibility, so they're not told to drive a certain shift,\" he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Liss-Riordan said Chen would likely take Thursday's arguments under submission rather than rule from the bench.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "In Menlo Park, Many Lose Cars After Driving with Suspended License",
"title": "In Menlo Park, Many Lose Cars After Driving with Suspended License",
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"content": "\u003cp>Rene Macedo Nolasco, a night shift worker, was driving home late at night on May 2 from his job at the Tesla Motors plant in Fremont when he noticed flashing lights in his rearview mirror. Twenty minutes later, a Menlo Park police officer had cited him for driving with a revoked license, a misdemeanor. His blue 2006 Audi, which he had purchased a few days before for $6,000, was towed to an impound lot.\u003c/p>\n\u003cp>Macedo Nolasco could have reclaimed his car in 30 days — if he'd had the money to cover the $60 to $80 daily tow yard storage charges, plus other fees.\u003c/p>\n\u003cp>“I’m not going to get it out from the impound lot because it’s too much money,” said Macedo Nolasco, 27, a father of two. The minimum amount he would have had to pay is $2,300, more than a third of the Audi’s value.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/217925814\" 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>Menlo Park police citations and vehicle impounds for driving with a suspended license nearly tripled from 2008 to 2014, making this misdemeanor the top crime in the city, according to a Peninsula Press analysis of data from the Police Department. Many impounded cars are never recovered by owners, according to interviews with drivers and supervisors at towing companies.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The majority of citations and impounds occurred on the east side of the city, where most of the regional commuter traffic zooms through. But police data also show that seven out of 10 drivers cited for a suspended license over a four-month time period were Latino or African-American.\u003c/p>\n\u003cp>Police say they are not targeting minorities. They attribute the steady rise in incidents to more policing aimed at responding to residents worried about safety, and point to a reduction in violent crime and traffic accidents last year as proof that the strategy is working. Drivers who have been cited say the rules and police attention make their lives harder and are unfairly resulting in stops and citations against Latinos and African-Americans.\u003c/p>\n\u003cp>Macedo Nolasco’s troubles began over seven years ago, when he gambled on driving with an expired registration and lost. Then he got other traffic citations that he couldn’t afford to pay, so his license was suspended. He could have taken the bus to work, but the trip takes over an hour, so he gambled again and kept driving — until that stop in May.\u003c/p>\n\u003cp>Now he usually takes the bus and relies on his mom to pick him up at 4 a.m. when his shift ends. She recently loaned him her van so that he could make the 17-mile trip to work, praying that he wouldn’t be stopped and get her car towed as well.\u003c/p>\n\u003cp>“It’s very stressful. It affects the whole family,” said his mother, Olga Nolasco, a house cleaner who just last year also saw her daughter Janet’s car get impounded because of a revoked license. “It’s not fair that they take their cars away. How are they going to get to work?”\u003c/p>\n\u003cp>Of the suspended license citations in Menlo Park, 71 percent resulted in police officers impounding the driver’s vehicle for the statutory 30-day period, according to police data from more than seven years, from 2008 to April 2015.\u003c/p>\n\u003cp>[youtube http://www.youtube.com/watch?v=OUFeUBHeZdA&w=560&h=315]\u003c/p>\n\u003cp>\u003cstrong>Many drivers lose their cars permanently\u003c/strong>\u003c/p>\n\u003cp>The impound costs in Menlo Park and in other Bay Area cities, such as San Francisco and San Jose, are significantly higher than in Los Angeles, Sacramento and San Diego, and sometimes add up to more than the car is worth, according to interviews and research into impound policies.\u003c/p>\n\u003cp>Fewer than half of the cars impounded for 30 days are picked up by owners and the numbers of owners retrieving their vehicles are significantly down from 2008, according to managers at three towing companies working with Menlo Park.\u003c/p>\n\u003cp>“Most of the cars that we tow for Menlo Park police get left and never get picked up,” said Jeff from Ed’s Cradle and Tow in Mountain View, who declined to give his last name.\u003c/p>\n\u003cp>Towers statewide are seeing a big drop in the number of owners retrieving their cars after a 30-day impound, said Quinn Piening, chairman of the California Tow Truck Association Greater Bay Area Chapter. Piening believes drivers with serial suspended license citations in particular opt out of paying for impound costs and surrender their cars.\u003c/p>\n\u003cp>“They go and buy another cheap vehicle and just drive it,” Piening said.\u003c/p>\n\u003cp>The vehicles left in the impound lots are sold by towing companies at auctions or to a junkyard. The lien sale proceeds go to cover the amount these companies charge for towing and daily storage. If the sale isn’t enough to cover that cost, the registered owners may lose their vehicle and still be on the hook for the rest of the tab.\u003c/p>\n\u003cp>Towing companies have a tough time recovering any remaining debt after a lien sale, said Piening, and as a result, his company — Central Towing & Transport — and others he knows of are not profiting as much as they used to from these tows six years ago. Contributing to lower profits is a drop in the total number of tows ordered by police for other violations in the five cities his company works with, he added.\u003c/p>\n\u003cp>“Tow companies are not getting rich in this business by any stretch of doing law enforcement work,” Piening said. “When we were towing 30-day impounds and the vehicles were valued at $5,000, that was one thing. But today we are towing vehicles that are valued under $1,000 and you can’t find people to buy them.”\u003c/p>\n\u003cp>Still, others believe that state law on impounds benefits tow yards at the expense of the public.\u003c/p>\n\u003cp>“Is it a good set of laws? Does it make sense from a public policy standpoint? Is it abused by people running tow yards?” asked Donald W. Cook, a Los Angeles-based attorney who is challenging the 30-day impound policy for unlicensed drivers in Los Angeles, Santa Rosa and other California cities. “The only answer is, of course, it’s abused.”\u003c/p>\n\u003cp>Cook said he is seeking a court order to make California release statewide records for vehicles impounded for 30 days, which are included in the Department of Justice Stolen Vehicle System database. Cook likens these types of impounds to “stealing people’s cars.”\u003c/p>\n\u003cp>“This 30-day impound statute is used to victimize the people who are most vulnerable to it. Basically the poor, a large segment of which are illegals,” added Cook, referring to undocumented drivers. “Many of them can’t afford it. They lose their vehicle and get nothing for it.”\u003c/p>\n\u003cp>The California Department of Motor Vehicles does not track relevant towing data, such as the reason cars end up at lien sale auctions, the local agency that ordered the impound in the first place or the ethnicity of drivers — making it difficult to estimate the ethnic makeup of license suspensions. The City of Menlo Park declined to disclose how many of those vehicles were retrieved by owners or more information about the drivers, citing privacy concerns.\u003c/p>\n\u003cp>But publicly available police logs from the last two months suggest these citations and impounds disproportionately impact minorities driving in Menlo Park: 68 percent were Latino, while 16 percent were African-American.\u003c/p>\n\u003cp>Menlo Park police Cmdr. Dave Bertini believes the issue has nothing to do with race, but has everything to do with income.\u003c/p>\n\u003cp>“If anybody were to suggest that this is going on for racial reasons, I think that’s asinine and bordering on slanderous,” said Bertini, who has been with the department since 2011.\u003c/p>\n\u003cp>Bertini said low-income drivers often come to the attention of officers because of mechanical failures of their cars, such as a broken tail light or excessive exhaust. They are also more likely than affluent drivers to have the DMV suspend their license, when they fail to appear in court or don’t pay traffic tickets.\u003c/p>\n\u003cp>In California, the original amounts of traffic tickets can double or triple because of various added-on fees, penalties and other mandatory payments.\u003c/p>\n\u003cp>A ticket with a $100 base fine, such as failure to carry proof of auto insurance, costs $490 after fees and assessments. The price jumps to $730, plus other court fees, if the driver misses the initial deadline to pay the ticket, according to the Uniform Bail and Penalty Schedules by the Judicial Council of California.\u003c/p>\n\u003cp>Many low-income drivers are unable to pay such fines. A recent survey by the Federal Reserve found that the majority of Americans with incomes of less than $40,000 a year would struggle to pay an emergency expense of $400.\u003c/p>\n\u003cp>In California, uncollected court-ordered debt for traffic and criminal offenses adds up to an estimated $10.2 billion, according to the Legislative Analyst’s Office.\u003c/p>\n\u003cp>When the California courts notify the DMV of two or more failures to pay or appear in court violations, the DMV suspends the driver’s license.\u003c/p>\n\u003cp>\u003cstrong>Low-income and minority drivers hit the hardest\u003c/strong>\u003c/p>\n\u003cp>Statewide, over 4 million people have their driver’s licenses suspended because they can’t afford to pay a traffic ticket or miss a court deadline, according to a recent report by the East Bay Community Law Center, the Lawyers' Committee for Civil Rights of the San Francisco Bay Area and other groups. This number excludes license suspensions because of driving under the influence.\u003c/p>\n\u003cp>The increasing cost of traffic tickets and the closing of court doors to drivers who miss a deadline are contributing to an explosion in the number of drivers whose licenses are revoked, according to the report. Some courts may have required full payment of a ticket before scheduling a court date, said Teresa Ruano, spokeswoman for the Judicial Council of California, which sets policy for the statewide court system.\u003c/p>\n\u003cp>To address rising concerns about access to justice, the council issued a new rule in June that allows drivers to fight a ticket in court without first having to deposit the full amount of the ticket. This policy change, which took effect immediately, does not apply to drivers who already missed a court deadline to appear or pay.\u003c/p>\n\u003cp>Gov. Jerry Brown has characterized the system that leads to drivers losing their licenses because they can’t pay fines or fail to appear in court as a “hellhole of desperation.” The Legislature approved in June a traffic amnesty program proposed by Brown that would help some drivers regain their licenses.\u003c/p>\n\u003cp>The issue is urgent as police citations and vehicle impounds for suspended licenses are hitting record numbers throughout the state, said Elisa Della-Piana, co-author of the report “Not Just a Ferguson Problem, How Traffic Courts Drive Inequality in California.” After the report was published in April, Della-Piana’s organization was contacted by people reporting more impounds in various cities.\u003c/p>\n\u003cp>“It happens disproportionately to people of color,” said Della-Piana, who is director of programs at the East Bay Community Law Center. She cited San Diego Police Department statistics showing that African-American and Latino drivers were stopped and searched at a higher rate than white drivers in 2014. “There’s clearly racial bias in traffic stops,” she said.\u003c/p>\n\u003cp>Getting a driver’s license suspended and the potential loss of a vehicle because of an impound hurts the livelihood of individuals, forcing some families into welfare, Della-Piana said.\u003c/p>\n\u003cp>“They can’t keep a job because the job requires them to drive,” Della-Piana said. “We see person after person who has an active job offer that they can’t take because they don’t have a driver’s license just because they couldn’t afford to pay a traffic ticket.”\u003c/p>\n\u003cp>\u003cstrong>Cycle of debt\u003c/strong>\u003c/p>\n\u003cp>Janet Campos, the sister of driver Rene Macedo Nolasco, missed her court date for an unpaid speeding ticket and had her license suspended. Last year, a Menlo Park police officer stopped her for failing to use a turn signal, and then cited her for driving while on a revoked license. He impounded her vehicle.\u003c/p>\n\u003cp>“Yeah, I was breaking the law. But it was just driving home,” said Campos, an unemployed mother of two boys. “I wasn’t drinking, I wasn’t on drugs. And to basically get my whole life turned around in one split second. … I mean, don’t make the law so hard.”\u003c/p>\n\u003cp>Campos and her husband, a construction worker, cobbled the thousands of dollars needed to retrieve their impounded car. But the couple can’t afford to pay additional fees to get her license reinstated, which she says ballooned to $2,100.\u003c/p>\n\u003cp>As she can’t legally drive, her options for finding employment are limited to minimum-wage jobs at a Walgreens and Safeway that are walking distance from her Hayward home. That in turn, dampens her prospects for earning enough money to pay for her driver’s license fines, she said.\u003c/p>\n\u003cp>“It’s just completely overwhelming,” said Campos, adding that she has struggled with depression after losing her license.\u003c/p>\n\u003cp>\u003cstrong>Alcohol-related accidents spur seizures and impound law\u003c/strong>\u003c/p>\n\u003cp>Prior to 1995, police officers lacked the authority to seize and impound the vehicles of motorists driving with a suspended license. Public furor over alcohol-related accidents and deaths prompted the California Legislature to approve a bill that would change that. The ensuing Vehicle Code section 14602.6 authorizes officers to seize and impound for 30 days the vehicles of drivers whose licenses were revoked because of DUIs and other violations, including failure to appear in court and pay traffic fines.\u003c/p>\n\u003cp>But statewide and local figures show that the majority of suspensions and citations are not due to DUIs.\u003c/p>\n\u003cp>In California, less than a third of the 439,750 court-ordered suspensions in 2014 were related to DUIs, according to the DMV. In Menlo Park, DUI offenses are related to just 15 percent of the suspended license citations since 2008.\u003c/p>\n\u003cp>Bertini, the Menlo Park police commander, recognizes that the rules for license suspensions and impounds have become “a vicious cycle” for drivers without the resources to pay fines.\u003c/p>\n\u003cp>Bertini, a former traffic officer, has seen firsthand the disproportionate impact citations can have on low-income drivers. His tickets came with a stern warning.\u003c/p>\n\u003cp>“Don’t ignore this. If you ignore this, bad things will happen because they’ll suspend your license, you’ll get a warrant, then you’ll be caught driving on a suspended license, then you’ll get arrested and then they’ll take your car,” Bertini recalled.\u003c/p>\n\u003cp>Bertini attributes the growing rise in incidents in Menlo Park to a renewed focus on public safety and traffic enforcement. After Facebook moved to the Belle Haven neighborhood on the east side of Menlo Park in 2011, the city held a series of meetings with Belle Haven residents concerned about gang shootings in the area and “people driving crazy,” Bertini said.\u003c/p>\n\u003cp>Between 2011 and 2013, all of Menlo Park’s 44 shootings — including three murders — were in Belle Haven or within a mile radius. But no violent gun incidents have occurred there or elsewhere in the city since January 2014.\u003c/p>\n\u003cp>These changes are developing as Belle Haven, where most Latino and African-American residents live, is undergoing swift gentrification. As elsewhere in the region, housing costs continue to rise and low-income residents move out.\u003c/p>\n\u003cp>\u003cstrong>City of drive-through traffic\u003c/strong>\u003c/p>\n\u003cp>Menlo Park realized they had a serious problem with traffic accidents a few years back. The city ranked among the top 10 in the state for fatal and injury collisions when compared with cities of similar size in 2012, the most recent figures by the California Office of Traffic Safety show.\u003c/p>\n\u003cp>That prompted the Menlo Park Police Department to reassign two officers to a previously defunct traffic unit in 2013, and to instruct patrol officers to do traffic enforcement with special focus on congested avenues on the east, as well as the less busy streets of Belle Haven, said Bertini.\u003c/p>\n\u003cp>As a result, most of the 1,819 citations during the last seven years took place in this part of the city. Few occurred in the affluent neighborhoods on the west side of Menlo Park.\u003c/p>\n\u003cp>In 2014, the number of traffic collisions dropped 20 percent from the year before, Bertini said.\u003c/p>\n\u003cp>“Because we saturated that area with police officers, they are going to make more stops,” Bertini said. “That is due to the fact that residents have been fed up and they want their community to be safe.”\u003c/p>\n\u003cp>Willert Waller, who grew up in Belle Haven, has noticed the heightened police presence.\u003c/p>\n\u003cp>“It’s like every other day coming home from work, I see somebody pulled over, no matter what time of the day,” said Waller, 48, adding that most of the people he sees police stop are Latino and African-American.\u003c/p>\n\u003cp>On April 20, Waller was stopped because his registration tags had just expired. His license had been revoked years back because of an unpaid ticket for driving without insurance and, as he recalls, unpaid child support.\u003c/p>\n\u003caside class=\"alignright\">\u003ca href=\"http://ww2.kqed.org/news/2015/08/05/one-mans-story-of-his-traffic-stop-in-menlo-park\" target=\"_blank\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/08/3090392251_b0c3016b94_o.jpg\" alt=\"\" width=\"350\">\u003c/a>\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/news/2015/08/05/one-mans-story-of-his-traffic-stop-in-menlo-park\" target=\"_blank\">\u003cbr>\n\u003c/a>\n\u003ch2>Hear Waller's Account of the Police Stop\u003c/h2>\n\u003cp>'I felt like he was pushing me,” says Waller. “With all these officer involved shootings and killings, I know right from wrong.'\u003c/p>\n\u003c/aside>\n\u003cp>“I knew I shouldn’t have been driving with a suspended license, but I have to work,” said Waller, who said he became current on his child support payments before the incident. “This was just a real big inconvenience to have that vehicle towed like that.”\u003c/p>\n\u003cp>Waller borrowed money from his mother, who recently retired, to get his driver’s license reinstated after paying $2,612 in late fines to the court. Owners who pay the entirety of their fines may regain their licenses and, in turn, get their cars out of the impound lot before 30 days, avoiding potentially hundreds of dollars in storage fees.\u003c/p>\n\u003cp>Waller’s car, a 2007 Cadillac, was in the tow lot for just 16 days. Still, he paid $1,280 in towing and storage fees to retrieve it.\u003c/p>\n\u003cp>“Who is making the profit out of low-income people?” he asked.\u003c/p>\n\u003cp>\u003cstrong>Towing and storage prices are a statewide patchwork\u003c/strong>\u003c/p>\n\u003cp>Menlo Park fees are comparable to those of other Bay Area cities but not to other areas of California. If Waller had been cited in Los Angeles he would have paid in towing and storage fees $790 for the same period of time — about 40 percent less than what he paid after being towed in Menlo Park.\u003c/p>\n\u003cp>The DMV says that rates are “generally established by an agreement between the law enforcement agency requesting the tow and the towing company.” That results in a patchy map of towing and vehicle storage fees, as rates vary dramatically throughout the state.\u003c/p>\n\u003cp>“If they are benefiting the tow yards with the statute that requires a 30-day impound, why isn’t the state regulating the exorbitant rates? Why aren’t they uniform throughout the state?” asked Cynthia Anderson-Barker, a civil rights lawyer who started a legal clinic to halt police impounds of vehicles owned by immigrant drivers in the city of Maywood, near Los Angeles.\u003c/p>\n\u003cp>In Menlo Park, the initial tow fee ranges from $200 to $240, while daily storage costs go from $60 to $80 depending on the company that does the tow, said Sgt. Matthew Ortega.\u003c/p>\n\u003cp>In addition, drivers with a suspended license citation, considered a misdemeanor that generally results in a “cite and release” arrest, must pay an additional $300 vehicle release fee to Menlo Park. That city fee also varies greatly throughout California. San Diego’s fee is $54, while Sacramento’s is $180, for example.\u003c/p>\n\u003cp>Ortega said that Menlo Park’s towing and storage prices are similar to the local California Highway Patrol fees. These range from $200 to $235 for the towing service, and $70 to $75 for daily storage, according to records from the Redwood City CHP Area Office.\u003c/p>\n\u003cp>The CHP does not keep a readily available list of the fees charged by the towing companies it employs throughout the state, but local commanders in each of the 103 offices make sure the fees are “reasonable for the area,” said Officer Daniel Hill from the California Highway Patrol, Golden Gate Division.\u003c/p>\n\u003cp>“We pick the average of those rates, and the outliers are cast off,” Hill said. The CHP does not charge an administrative fee to release impounded vehicles.\u003c/p>\n\u003cp>Menlo Park contracts with 12 towing companies that pay the city $100 for each 30-day tow the police orders. To sell a vehicle, these companies must first pay for a lien sale process fee of $70 or more, and auction sale costs.\u003c/p>\n\u003cp>“We are breaking even, maybe losing a little with the 30-day holds,” said Jamie from Redwood Auto, who declined to give his last name. “More than 50 percent of those cars go to the junkyard. These cars are in such bad shape … that’s usually what gets them pulled over.”\u003c/p>\n\u003cp>The junkyard pays about $200 per car, said Jamie.\u003c/p>\n\u003cp>One of the vehicles that will be auctioned off or sold to a junkyard is a minivan owned by a mother of five who earns about $1,600 a month working at a dry cleaners. Maria, who asked that her last name not be used because of her immigration status, paid $2,000 for her 2013 Ford Windstar two years ago. Now, she can’t afford to get it back from the impound lot, she said.\u003c/p>\n\u003cp>On April 22, while Maria drove with her 11-year old son near their home in Belle Haven, Menlo Park police pulled her over for an expired vehicle registration and then cited her for driving with a suspended license, Maria said.\u003c/p>\n\u003cp>“I know that I made a mistake,” said Maria in Spanish. “But I don’t think it’s fair that they took my van away.”\u003c/p>\n\u003cp>She has never held a California driver’s license, but her privilege to drive was still revoked if she hadn’t paid for previous traffic tickets, said Bertini. She could retrieve her vehicle from the tow yard if someone else who does have a valid California driver’s license acts as her agent, said Hill, the spokesman for the CHP.\u003c/p>\n\u003cp>Before 2015, Maria wouldn’t have been eligible for a California driver’s license. But now the state will issue licenses to unauthorized immigrants. Maria has been paying installments on her traffic fines for months. She still owes $350 but had hoped to pay the final amount so that she can get a license.\u003c/p>\n\u003cp>But since her vehicle was towed and she owes more money, that may never happen, she said.\u003c/p>\n\u003cp>\u003cstrong>Governor and Legislature push for changes \u003c/strong>\u003c/p>\n\u003cp>Last June, the Legislature approved the governor's plan for traffic debt amnesty program. It will allow drivers to get their license reinstated if they sign up to pay half of the amount they owe in fines for minor traffic infractions they received before 2013. The program could take effect as soon as Oct. 1, said H.D. Palmer, spokesman for the Department of Finance.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“It makes sense from a fiscal standpoint and a public policy standpoint,” Palmer said. “It is an opportunity for individuals to get their licenses back and that may be the one thing that gets them to either a paying job or a better-paying job.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Rene Macedo Nolasco, a night shift worker, was driving home late at night on May 2 from his job at the Tesla Motors plant in Fremont when he noticed flashing lights in his rearview mirror. Twenty minutes later, a Menlo Park police officer had cited him for driving with a revoked license, a misdemeanor. His blue 2006 Audi, which he had purchased a few days before for $6,000, was towed to an impound lot.\u003c/p>\n\u003cp>Macedo Nolasco could have reclaimed his car in 30 days — if he'd had the money to cover the $60 to $80 daily tow yard storage charges, plus other fees.\u003c/p>\n\u003cp>“I’m not going to get it out from the impound lot because it’s too much money,” said Macedo Nolasco, 27, a father of two. The minimum amount he would have had to pay is $2,300, more than a third of the Audi’s value.\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/217925814&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/217925814'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Menlo Park police citations and vehicle impounds for driving with a suspended license nearly tripled from 2008 to 2014, making this misdemeanor the top crime in the city, according to a Peninsula Press analysis of data from the Police Department. Many impounded cars are never recovered by owners, according to interviews with drivers and supervisors at towing companies.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The majority of citations and impounds occurred on the east side of the city, where most of the regional commuter traffic zooms through. But police data also show that seven out of 10 drivers cited for a suspended license over a four-month time period were Latino or African-American.\u003c/p>\n\u003cp>Police say they are not targeting minorities. They attribute the steady rise in incidents to more policing aimed at responding to residents worried about safety, and point to a reduction in violent crime and traffic accidents last year as proof that the strategy is working. Drivers who have been cited say the rules and police attention make their lives harder and are unfairly resulting in stops and citations against Latinos and African-Americans.\u003c/p>\n\u003cp>Macedo Nolasco’s troubles began over seven years ago, when he gambled on driving with an expired registration and lost. Then he got other traffic citations that he couldn’t afford to pay, so his license was suspended. He could have taken the bus to work, but the trip takes over an hour, so he gambled again and kept driving — until that stop in May.\u003c/p>\n\u003cp>Now he usually takes the bus and relies on his mom to pick him up at 4 a.m. when his shift ends. She recently loaned him her van so that he could make the 17-mile trip to work, praying that he wouldn’t be stopped and get her car towed as well.\u003c/p>\n\u003cp>“It’s very stressful. It affects the whole family,” said his mother, Olga Nolasco, a house cleaner who just last year also saw her daughter Janet’s car get impounded because of a revoked license. “It’s not fair that they take their cars away. How are they going to get to work?”\u003c/p>\n\u003cp>Of the suspended license citations in Menlo Park, 71 percent resulted in police officers impounding the driver’s vehicle for the statutory 30-day period, according to police data from more than seven years, from 2008 to April 2015.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/OUFeUBHeZdA'\n title='//www.youtube.com/embed/OUFeUBHeZdA'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Many drivers lose their cars permanently\u003c/strong>\u003c/p>\n\u003cp>The impound costs in Menlo Park and in other Bay Area cities, such as San Francisco and San Jose, are significantly higher than in Los Angeles, Sacramento and San Diego, and sometimes add up to more than the car is worth, according to interviews and research into impound policies.\u003c/p>\n\u003cp>Fewer than half of the cars impounded for 30 days are picked up by owners and the numbers of owners retrieving their vehicles are significantly down from 2008, according to managers at three towing companies working with Menlo Park.\u003c/p>\n\u003cp>“Most of the cars that we tow for Menlo Park police get left and never get picked up,” said Jeff from Ed’s Cradle and Tow in Mountain View, who declined to give his last name.\u003c/p>\n\u003cp>Towers statewide are seeing a big drop in the number of owners retrieving their cars after a 30-day impound, said Quinn Piening, chairman of the California Tow Truck Association Greater Bay Area Chapter. Piening believes drivers with serial suspended license citations in particular opt out of paying for impound costs and surrender their cars.\u003c/p>\n\u003cp>“They go and buy another cheap vehicle and just drive it,” Piening said.\u003c/p>\n\u003cp>The vehicles left in the impound lots are sold by towing companies at auctions or to a junkyard. The lien sale proceeds go to cover the amount these companies charge for towing and daily storage. If the sale isn’t enough to cover that cost, the registered owners may lose their vehicle and still be on the hook for the rest of the tab.\u003c/p>\n\u003cp>Towing companies have a tough time recovering any remaining debt after a lien sale, said Piening, and as a result, his company — Central Towing & Transport — and others he knows of are not profiting as much as they used to from these tows six years ago. Contributing to lower profits is a drop in the total number of tows ordered by police for other violations in the five cities his company works with, he added.\u003c/p>\n\u003cp>“Tow companies are not getting rich in this business by any stretch of doing law enforcement work,” Piening said. “When we were towing 30-day impounds and the vehicles were valued at $5,000, that was one thing. But today we are towing vehicles that are valued under $1,000 and you can’t find people to buy them.”\u003c/p>\n\u003cp>Still, others believe that state law on impounds benefits tow yards at the expense of the public.\u003c/p>\n\u003cp>“Is it a good set of laws? Does it make sense from a public policy standpoint? Is it abused by people running tow yards?” asked Donald W. Cook, a Los Angeles-based attorney who is challenging the 30-day impound policy for unlicensed drivers in Los Angeles, Santa Rosa and other California cities. “The only answer is, of course, it’s abused.”\u003c/p>\n\u003cp>Cook said he is seeking a court order to make California release statewide records for vehicles impounded for 30 days, which are included in the Department of Justice Stolen Vehicle System database. Cook likens these types of impounds to “stealing people’s cars.”\u003c/p>\n\u003cp>“This 30-day impound statute is used to victimize the people who are most vulnerable to it. Basically the poor, a large segment of which are illegals,” added Cook, referring to undocumented drivers. “Many of them can’t afford it. They lose their vehicle and get nothing for it.”\u003c/p>\n\u003cp>The California Department of Motor Vehicles does not track relevant towing data, such as the reason cars end up at lien sale auctions, the local agency that ordered the impound in the first place or the ethnicity of drivers — making it difficult to estimate the ethnic makeup of license suspensions. The City of Menlo Park declined to disclose how many of those vehicles were retrieved by owners or more information about the drivers, citing privacy concerns.\u003c/p>\n\u003cp>But publicly available police logs from the last two months suggest these citations and impounds disproportionately impact minorities driving in Menlo Park: 68 percent were Latino, while 16 percent were African-American.\u003c/p>\n\u003cp>Menlo Park police Cmdr. Dave Bertini believes the issue has nothing to do with race, but has everything to do with income.\u003c/p>\n\u003cp>“If anybody were to suggest that this is going on for racial reasons, I think that’s asinine and bordering on slanderous,” said Bertini, who has been with the department since 2011.\u003c/p>\n\u003cp>Bertini said low-income drivers often come to the attention of officers because of mechanical failures of their cars, such as a broken tail light or excessive exhaust. They are also more likely than affluent drivers to have the DMV suspend their license, when they fail to appear in court or don’t pay traffic tickets.\u003c/p>\n\u003cp>In California, the original amounts of traffic tickets can double or triple because of various added-on fees, penalties and other mandatory payments.\u003c/p>\n\u003cp>A ticket with a $100 base fine, such as failure to carry proof of auto insurance, costs $490 after fees and assessments. The price jumps to $730, plus other court fees, if the driver misses the initial deadline to pay the ticket, according to the Uniform Bail and Penalty Schedules by the Judicial Council of California.\u003c/p>\n\u003cp>Many low-income drivers are unable to pay such fines. A recent survey by the Federal Reserve found that the majority of Americans with incomes of less than $40,000 a year would struggle to pay an emergency expense of $400.\u003c/p>\n\u003cp>In California, uncollected court-ordered debt for traffic and criminal offenses adds up to an estimated $10.2 billion, according to the Legislative Analyst’s Office.\u003c/p>\n\u003cp>When the California courts notify the DMV of two or more failures to pay or appear in court violations, the DMV suspends the driver’s license.\u003c/p>\n\u003cp>\u003cstrong>Low-income and minority drivers hit the hardest\u003c/strong>\u003c/p>\n\u003cp>Statewide, over 4 million people have their driver’s licenses suspended because they can’t afford to pay a traffic ticket or miss a court deadline, according to a recent report by the East Bay Community Law Center, the Lawyers' Committee for Civil Rights of the San Francisco Bay Area and other groups. This number excludes license suspensions because of driving under the influence.\u003c/p>\n\u003cp>The increasing cost of traffic tickets and the closing of court doors to drivers who miss a deadline are contributing to an explosion in the number of drivers whose licenses are revoked, according to the report. Some courts may have required full payment of a ticket before scheduling a court date, said Teresa Ruano, spokeswoman for the Judicial Council of California, which sets policy for the statewide court system.\u003c/p>\n\u003cp>To address rising concerns about access to justice, the council issued a new rule in June that allows drivers to fight a ticket in court without first having to deposit the full amount of the ticket. This policy change, which took effect immediately, does not apply to drivers who already missed a court deadline to appear or pay.\u003c/p>\n\u003cp>Gov. Jerry Brown has characterized the system that leads to drivers losing their licenses because they can’t pay fines or fail to appear in court as a “hellhole of desperation.” The Legislature approved in June a traffic amnesty program proposed by Brown that would help some drivers regain their licenses.\u003c/p>\n\u003cp>The issue is urgent as police citations and vehicle impounds for suspended licenses are hitting record numbers throughout the state, said Elisa Della-Piana, co-author of the report “Not Just a Ferguson Problem, How Traffic Courts Drive Inequality in California.” After the report was published in April, Della-Piana’s organization was contacted by people reporting more impounds in various cities.\u003c/p>\n\u003cp>“It happens disproportionately to people of color,” said Della-Piana, who is director of programs at the East Bay Community Law Center. She cited San Diego Police Department statistics showing that African-American and Latino drivers were stopped and searched at a higher rate than white drivers in 2014. “There’s clearly racial bias in traffic stops,” she said.\u003c/p>\n\u003cp>Getting a driver’s license suspended and the potential loss of a vehicle because of an impound hurts the livelihood of individuals, forcing some families into welfare, Della-Piana said.\u003c/p>\n\u003cp>“They can’t keep a job because the job requires them to drive,” Della-Piana said. “We see person after person who has an active job offer that they can’t take because they don’t have a driver’s license just because they couldn’t afford to pay a traffic ticket.”\u003c/p>\n\u003cp>\u003cstrong>Cycle of debt\u003c/strong>\u003c/p>\n\u003cp>Janet Campos, the sister of driver Rene Macedo Nolasco, missed her court date for an unpaid speeding ticket and had her license suspended. Last year, a Menlo Park police officer stopped her for failing to use a turn signal, and then cited her for driving while on a revoked license. He impounded her vehicle.\u003c/p>\n\u003cp>“Yeah, I was breaking the law. But it was just driving home,” said Campos, an unemployed mother of two boys. “I wasn’t drinking, I wasn’t on drugs. And to basically get my whole life turned around in one split second. … I mean, don’t make the law so hard.”\u003c/p>\n\u003cp>Campos and her husband, a construction worker, cobbled the thousands of dollars needed to retrieve their impounded car. But the couple can’t afford to pay additional fees to get her license reinstated, which she says ballooned to $2,100.\u003c/p>\n\u003cp>As she can’t legally drive, her options for finding employment are limited to minimum-wage jobs at a Walgreens and Safeway that are walking distance from her Hayward home. That in turn, dampens her prospects for earning enough money to pay for her driver’s license fines, she said.\u003c/p>\n\u003cp>“It’s just completely overwhelming,” said Campos, adding that she has struggled with depression after losing her license.\u003c/p>\n\u003cp>\u003cstrong>Alcohol-related accidents spur seizures and impound law\u003c/strong>\u003c/p>\n\u003cp>Prior to 1995, police officers lacked the authority to seize and impound the vehicles of motorists driving with a suspended license. Public furor over alcohol-related accidents and deaths prompted the California Legislature to approve a bill that would change that. The ensuing Vehicle Code section 14602.6 authorizes officers to seize and impound for 30 days the vehicles of drivers whose licenses were revoked because of DUIs and other violations, including failure to appear in court and pay traffic fines.\u003c/p>\n\u003cp>But statewide and local figures show that the majority of suspensions and citations are not due to DUIs.\u003c/p>\n\u003cp>In California, less than a third of the 439,750 court-ordered suspensions in 2014 were related to DUIs, according to the DMV. In Menlo Park, DUI offenses are related to just 15 percent of the suspended license citations since 2008.\u003c/p>\n\u003cp>Bertini, the Menlo Park police commander, recognizes that the rules for license suspensions and impounds have become “a vicious cycle” for drivers without the resources to pay fines.\u003c/p>\n\u003cp>Bertini, a former traffic officer, has seen firsthand the disproportionate impact citations can have on low-income drivers. His tickets came with a stern warning.\u003c/p>\n\u003cp>“Don’t ignore this. If you ignore this, bad things will happen because they’ll suspend your license, you’ll get a warrant, then you’ll be caught driving on a suspended license, then you’ll get arrested and then they’ll take your car,” Bertini recalled.\u003c/p>\n\u003cp>Bertini attributes the growing rise in incidents in Menlo Park to a renewed focus on public safety and traffic enforcement. After Facebook moved to the Belle Haven neighborhood on the east side of Menlo Park in 2011, the city held a series of meetings with Belle Haven residents concerned about gang shootings in the area and “people driving crazy,” Bertini said.\u003c/p>\n\u003cp>Between 2011 and 2013, all of Menlo Park’s 44 shootings — including three murders — were in Belle Haven or within a mile radius. But no violent gun incidents have occurred there or elsewhere in the city since January 2014.\u003c/p>\n\u003cp>These changes are developing as Belle Haven, where most Latino and African-American residents live, is undergoing swift gentrification. As elsewhere in the region, housing costs continue to rise and low-income residents move out.\u003c/p>\n\u003cp>\u003cstrong>City of drive-through traffic\u003c/strong>\u003c/p>\n\u003cp>Menlo Park realized they had a serious problem with traffic accidents a few years back. The city ranked among the top 10 in the state for fatal and injury collisions when compared with cities of similar size in 2012, the most recent figures by the California Office of Traffic Safety show.\u003c/p>\n\u003cp>That prompted the Menlo Park Police Department to reassign two officers to a previously defunct traffic unit in 2013, and to instruct patrol officers to do traffic enforcement with special focus on congested avenues on the east, as well as the less busy streets of Belle Haven, said Bertini.\u003c/p>\n\u003cp>As a result, most of the 1,819 citations during the last seven years took place in this part of the city. Few occurred in the affluent neighborhoods on the west side of Menlo Park.\u003c/p>\n\u003cp>In 2014, the number of traffic collisions dropped 20 percent from the year before, Bertini said.\u003c/p>\n\u003cp>“Because we saturated that area with police officers, they are going to make more stops,” Bertini said. “That is due to the fact that residents have been fed up and they want their community to be safe.”\u003c/p>\n\u003cp>Willert Waller, who grew up in Belle Haven, has noticed the heightened police presence.\u003c/p>\n\u003cp>“It’s like every other day coming home from work, I see somebody pulled over, no matter what time of the day,” said Waller, 48, adding that most of the people he sees police stop are Latino and African-American.\u003c/p>\n\u003cp>On April 20, Waller was stopped because his registration tags had just expired. His license had been revoked years back because of an unpaid ticket for driving without insurance and, as he recalls, unpaid child support.\u003c/p>\n\u003caside class=\"alignright\">\u003ca href=\"http://ww2.kqed.org/news/2015/08/05/one-mans-story-of-his-traffic-stop-in-menlo-park\" target=\"_blank\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/08/3090392251_b0c3016b94_o.jpg\" alt=\"\" width=\"350\">\u003c/a>\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/news/2015/08/05/one-mans-story-of-his-traffic-stop-in-menlo-park\" target=\"_blank\">\u003cbr>\n\u003c/a>\n\u003ch2>Hear Waller's Account of the Police Stop\u003c/h2>\n\u003cp>'I felt like he was pushing me,” says Waller. “With all these officer involved shootings and killings, I know right from wrong.'\u003c/p>\n\u003c/aside>\n\u003cp>“I knew I shouldn’t have been driving with a suspended license, but I have to work,” said Waller, who said he became current on his child support payments before the incident. “This was just a real big inconvenience to have that vehicle towed like that.”\u003c/p>\n\u003cp>Waller borrowed money from his mother, who recently retired, to get his driver’s license reinstated after paying $2,612 in late fines to the court. Owners who pay the entirety of their fines may regain their licenses and, in turn, get their cars out of the impound lot before 30 days, avoiding potentially hundreds of dollars in storage fees.\u003c/p>\n\u003cp>Waller’s car, a 2007 Cadillac, was in the tow lot for just 16 days. Still, he paid $1,280 in towing and storage fees to retrieve it.\u003c/p>\n\u003cp>“Who is making the profit out of low-income people?” he asked.\u003c/p>\n\u003cp>\u003cstrong>Towing and storage prices are a statewide patchwork\u003c/strong>\u003c/p>\n\u003cp>Menlo Park fees are comparable to those of other Bay Area cities but not to other areas of California. If Waller had been cited in Los Angeles he would have paid in towing and storage fees $790 for the same period of time — about 40 percent less than what he paid after being towed in Menlo Park.\u003c/p>\n\u003cp>The DMV says that rates are “generally established by an agreement between the law enforcement agency requesting the tow and the towing company.” That results in a patchy map of towing and vehicle storage fees, as rates vary dramatically throughout the state.\u003c/p>\n\u003cp>“If they are benefiting the tow yards with the statute that requires a 30-day impound, why isn’t the state regulating the exorbitant rates? Why aren’t they uniform throughout the state?” asked Cynthia Anderson-Barker, a civil rights lawyer who started a legal clinic to halt police impounds of vehicles owned by immigrant drivers in the city of Maywood, near Los Angeles.\u003c/p>\n\u003cp>In Menlo Park, the initial tow fee ranges from $200 to $240, while daily storage costs go from $60 to $80 depending on the company that does the tow, said Sgt. Matthew Ortega.\u003c/p>\n\u003cp>In addition, drivers with a suspended license citation, considered a misdemeanor that generally results in a “cite and release” arrest, must pay an additional $300 vehicle release fee to Menlo Park. That city fee also varies greatly throughout California. San Diego’s fee is $54, while Sacramento’s is $180, for example.\u003c/p>\n\u003cp>Ortega said that Menlo Park’s towing and storage prices are similar to the local California Highway Patrol fees. These range from $200 to $235 for the towing service, and $70 to $75 for daily storage, according to records from the Redwood City CHP Area Office.\u003c/p>\n\u003cp>The CHP does not keep a readily available list of the fees charged by the towing companies it employs throughout the state, but local commanders in each of the 103 offices make sure the fees are “reasonable for the area,” said Officer Daniel Hill from the California Highway Patrol, Golden Gate Division.\u003c/p>\n\u003cp>“We pick the average of those rates, and the outliers are cast off,” Hill said. The CHP does not charge an administrative fee to release impounded vehicles.\u003c/p>\n\u003cp>Menlo Park contracts with 12 towing companies that pay the city $100 for each 30-day tow the police orders. To sell a vehicle, these companies must first pay for a lien sale process fee of $70 or more, and auction sale costs.\u003c/p>\n\u003cp>“We are breaking even, maybe losing a little with the 30-day holds,” said Jamie from Redwood Auto, who declined to give his last name. “More than 50 percent of those cars go to the junkyard. These cars are in such bad shape … that’s usually what gets them pulled over.”\u003c/p>\n\u003cp>The junkyard pays about $200 per car, said Jamie.\u003c/p>\n\u003cp>One of the vehicles that will be auctioned off or sold to a junkyard is a minivan owned by a mother of five who earns about $1,600 a month working at a dry cleaners. Maria, who asked that her last name not be used because of her immigration status, paid $2,000 for her 2013 Ford Windstar two years ago. Now, she can’t afford to get it back from the impound lot, she said.\u003c/p>\n\u003cp>On April 22, while Maria drove with her 11-year old son near their home in Belle Haven, Menlo Park police pulled her over for an expired vehicle registration and then cited her for driving with a suspended license, Maria said.\u003c/p>\n\u003cp>“I know that I made a mistake,” said Maria in Spanish. “But I don’t think it’s fair that they took my van away.”\u003c/p>\n\u003cp>She has never held a California driver’s license, but her privilege to drive was still revoked if she hadn’t paid for previous traffic tickets, said Bertini. She could retrieve her vehicle from the tow yard if someone else who does have a valid California driver’s license acts as her agent, said Hill, the spokesman for the CHP.\u003c/p>\n\u003cp>Before 2015, Maria wouldn’t have been eligible for a California driver’s license. But now the state will issue licenses to unauthorized immigrants. Maria has been paying installments on her traffic fines for months. She still owes $350 but had hoped to pay the final amount so that she can get a license.\u003c/p>\n\u003cp>But since her vehicle was towed and she owes more money, that may never happen, she said.\u003c/p>\n\u003cp>\u003cstrong>Governor and Legislature push for changes \u003c/strong>\u003c/p>\n\u003cp>Last June, the Legislature approved the governor's plan for traffic debt amnesty program. It will allow drivers to get their license reinstated if they sign up to pay half of the amount they owe in fines for minor traffic infractions they received before 2013. The program could take effect as soon as Oct. 1, said H.D. Palmer, spokesman for the Department of Finance.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It makes sense from a fiscal standpoint and a public policy standpoint,” Palmer said. “It is an opportunity for individuals to get their licenses back and that may be the one thing that gets them to either a paying job or a better-paying job.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Update:\u003c/strong> WHYY’s \u003ca href=\"https://twitter.com/BrianPHickey\" target=\"_blank\" rel=\"noopener\">Brian Hickey\u003c/a>‘s response to HitchBOT’s misadventure in his city: \u003ca href=\"http://www.newsworks.org/index.php/homepage-feature/item/84788-dont-you-dare-blame-philadelphia-for-hitchbots-death\" target=\"_blank\" rel=\"noopener\">Don’t you dare blame Philadelphia for HitchBOT’s death\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> After a bunch of really nice humans helped a hitchhiking robot traverse the length of Canada and most of Germany, the robot was going to try to make it from Massachusetts all the way to California.\u003c/p>\n\u003cp>HitchBOT is the brainchild of two Canadian social scientists. As Frauke Zeller and David Harris Smith \u003ca href=\"https://hbr.org/2014/12/what-a-hitchhiking-robot-can-teach-us-about-automated-coworkers\">explained it\u003c/a> in a piece for the Harvard Business Review, it was an experiment meant to spark a discussion “about trust, notions of safety, and about our attitude towards technology.”\u003c/p>\n\u003cp>For his third trip, hitchBOT, a cute robot with kitsch appeal derived from a bucket, a display and noodle appendages, was dropped off at the Peabody Essex Museum in Salem, Massachusetts, on July 17.\u003c/p>\n\u003cp>The first few days, things went smoothly: With the help of friendly humans, who gave hitchBOT a ride and also charged him, he \u003ca href=\"https://twitter.com/hillholliday/status/624754518782291968\">hit up Fenway Park\u003c/a> and Providence and New Haven and even crossed off the first item on his \u003ca href=\"http://m.hitchbot.me/usa/bucket-list/\">bucket list\u003c/a>: “See the lights in Times Square.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Eventually, he made it to Philadelphia, where Jesse Wellens, \u003ca href=\"https://www.youtube.com/user/BFvsGF\">of YouTube fame\u003c/a>, showed him around town in the early morning hours of Saturday. At 3:57 a.m. EDT on Saturday, Wellens tweeted that he was dropping hitchBOT off at Elfreth’s Alley, the oldest residential street in the U.S.\u003c/p>\n\u003cp>Unfortunately, that’s where hitchBOT’s journey ended.\u003c/p>\n\u003cp>\u003ca href=\"http://www.hitchbot.me/\">On his blog\u003c/a>, the robot wrote that his body was damaged but “my love for humans will never fade.”\u003c/p>\n\u003cp>Lauren O’Neil, a journalist for the CBC, capped the news with a terrible picture:\u003c/p>\n\u003cp>HitchBOT’s family — aka the researchers — issued this statement:\u003c/p>\n\u003cblockquote>\u003cp>“hitchBOT’s trip came to an end last night in Philadelphia after having spent a little over two weeks hitchhiking and visiting sites in Boston, Salem, Gloucester, Marblehead, and New York City. Unfortunately, hitchBOT was vandalized overnight in Philadelphia; sometimes bad things happen to good robots. We know that many of hitchBOT’s fans will be disappointed, but we want them to be assured that this great experiment is not over. For now we will focus on the question “what can be learned from this?” and explore future adventures for robots and humans.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003ca href=\"http://www.cbc.ca/news/canada/hamilton/news/hitchbot-returns-from-german-adventure-with-souvenirs-stories-1.2992755\">In an interview with the CBC back in March\u003c/a>, Smith said he hoped hitchBOT’s journey would lead to some introspection on the way society works.\u003c/p>\n\u003cp>Maybe, he said, it could spark discussion on some big questions like: “What kind of people are we? Are we kind? Do we live in a safe world, you know for the most part?”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Which leaves us with one question: What does this say about the U.S.?\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2015 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=A+Hitchhiking+Robot%27s+Journey+West+Ends+Early+...+In+Philadelphia&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\" alt=\"\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update:\u003c/strong> WHYY’s \u003ca href=\"https://twitter.com/BrianPHickey\" target=\"_blank\" rel=\"noopener\">Brian Hickey\u003c/a>‘s response to HitchBOT’s misadventure in his city: \u003ca href=\"http://www.newsworks.org/index.php/homepage-feature/item/84788-dont-you-dare-blame-philadelphia-for-hitchbots-death\" target=\"_blank\" rel=\"noopener\">Don’t you dare blame Philadelphia for HitchBOT’s death\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> After a bunch of really nice humans helped a hitchhiking robot traverse the length of Canada and most of Germany, the robot was going to try to make it from Massachusetts all the way to California.\u003c/p>\n\u003cp>HitchBOT is the brainchild of two Canadian social scientists. As Frauke Zeller and David Harris Smith \u003ca href=\"https://hbr.org/2014/12/what-a-hitchhiking-robot-can-teach-us-about-automated-coworkers\">explained it\u003c/a> in a piece for the Harvard Business Review, it was an experiment meant to spark a discussion “about trust, notions of safety, and about our attitude towards technology.”\u003c/p>\n\u003cp>For his third trip, hitchBOT, a cute robot with kitsch appeal derived from a bucket, a display and noodle appendages, was dropped off at the Peabody Essex Museum in Salem, Massachusetts, on July 17.\u003c/p>\n\u003cp>The first few days, things went smoothly: With the help of friendly humans, who gave hitchBOT a ride and also charged him, he \u003ca href=\"https://twitter.com/hillholliday/status/624754518782291968\">hit up Fenway Park\u003c/a> and Providence and New Haven and even crossed off the first item on his \u003ca href=\"http://m.hitchbot.me/usa/bucket-list/\">bucket list\u003c/a>: “See the lights in Times Square.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Eventually, he made it to Philadelphia, where Jesse Wellens, \u003ca href=\"https://www.youtube.com/user/BFvsGF\">of YouTube fame\u003c/a>, showed him around town in the early morning hours of Saturday. At 3:57 a.m. EDT on Saturday, Wellens tweeted that he was dropping hitchBOT off at Elfreth’s Alley, the oldest residential street in the U.S.\u003c/p>\n\u003cp>Unfortunately, that’s where hitchBOT’s journey ended.\u003c/p>\n\u003cp>\u003ca href=\"http://www.hitchbot.me/\">On his blog\u003c/a>, the robot wrote that his body was damaged but “my love for humans will never fade.”\u003c/p>\n\u003cp>Lauren O’Neil, a journalist for the CBC, capped the news with a terrible picture:\u003c/p>\n\u003cp>HitchBOT’s family — aka the researchers — issued this statement:\u003c/p>\n\u003cblockquote>\u003cp>“hitchBOT’s trip came to an end last night in Philadelphia after having spent a little over two weeks hitchhiking and visiting sites in Boston, Salem, Gloucester, Marblehead, and New York City. Unfortunately, hitchBOT was vandalized overnight in Philadelphia; sometimes bad things happen to good robots. We know that many of hitchBOT’s fans will be disappointed, but we want them to be assured that this great experiment is not over. For now we will focus on the question “what can be learned from this?” and explore future adventures for robots and humans.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003ca href=\"http://www.cbc.ca/news/canada/hamilton/news/hitchbot-returns-from-german-adventure-with-souvenirs-stories-1.2992755\">In an interview with the CBC back in March\u003c/a>, Smith said he hoped hitchBOT’s journey would lead to some introspection on the way society works.\u003c/p>\n\u003cp>Maybe, he said, it could spark discussion on some big questions like: “What kind of people are we? Are we kind? Do we live in a safe world, you know for the most part?”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Which leaves us with one question: What does this say about the U.S.?\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2015 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=A+Hitchhiking+Robot%27s+Journey+West+Ends+Early+...+In+Philadelphia&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\" alt=\"\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>UPDATE: By a 75 to 0 vote on Saturday, the shuttle bus drivers for Apple, eBay, Yahoo and Zynga approved the contract proposal improving wages and benefits.\u003c/strong>\u003c/p>\n\u003cp>A new labor movement in Silicon Valley continues to roll.\u003c/p>\n\u003cp>On Saturday, close to 200 bus drivers who shuttle tech workers to and from work for Apple, Yahoo, eBay, Zynga and others will vote on their first union contract to improve wages and benefits.\u003c/p>\n\u003cp>The drivers joined the Teamsters in February and the union has been negotiating with their employer, \u003ca href=\"http://www.compasstransportation.net/\" target=\"_blank\" rel=\"noopener\">Compass Transportation\u003c/a>, which has bus yards in San Jose and South San Francisco.\u003c/p>\n\u003cp>Doug Bloch, political director of Teamsters Joint Council 7, wouldn’t disclose details of the wage and benefit package, but said terms were similar to a contract reached with Loop Transportation and 87 Facebook drivers in February.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Those terms included pay increases to $21-$25 an hour and rising to $22.50-$28.50 an hour in three years. On average, drivers now make $18 an hour. The terms also included shift differential pay and a six-hour minimum for drivers who don’t want to work split shifts.\u003c/p>\n\u003cp>“They want the playing field leveled. They want what Facebook Teamster shuttle bus drivers got earlier this year,” Bloch said.\u003c/p>\n\u003cp>If the drivers approve the proposed package, Compass will have to take it back to the tech companies for their approval. Bloch said that will be the biggest challenge.\u003c/p>\n\u003cp>“It’s going to increase the cost of doing business for Compass, so they’re going to want more from the tech companies,” he said. “And are the companies willing to shoulder the extra costs that come along with that?”\u003c/p>\n\u003cp>Bryan O’Connell, Compass senior vice president, said in an email: “Our negotiations with the Teamsters Local 853 are ongoing and we will continue to negotiate in good faith to find a solution that is workable for our clients, our employees and Compass.”\u003c/p>\n\u003cp>Saturday’s vote comes against the background of \u003ca href=\"http://ww2.kqed.org/news/2015/07/14/growing-labor-movement-shakes-up-silicon-valley\" target=\"_blank\" rel=\"noopener\">a growing labor movement\u003c/a> in Silicon Valley. A coalition of labor unions, faith leaders and community-based organizations has been orchestrating a campaign to improve wages and benefits for service workers.\u003c/p>\n\u003cp>Under the name of Silicon Valley Rising, they have been holding demonstrations in front of tech companies and their vendors, supporting worker legislation and promoting livable wages, affordable housing and corporate responsibility.\u003c/p>\n\u003cp>On Monday, more than 140 workers at Google Express in Palo Alto filed to \u003ca href=\"http://teamster.org/news/2015/07/google-express-workers-file-representation-teamsters-union\" target=\"_blank\" rel=\"noopener\">join the Teamsters\u003c/a>. These workers receive goods, break them down and package them to be delivered to customers who buy things through Google shopping.\u003c/p>\n\u003cp>The employees make between $13 and $17 an hour with no benefits, Bloch said. They are employed by Adecco, a staffing agency based in Jacksonville, Fla.\u003c/p>\n\u003cp>Bloch charged that there isn’t job stability. Google Express employees, he said, work for a year and then are notified in a mass email about whether they will be employed the next year. “After two years, they are let go,” he said.\u003c/p>\n\u003cp>A spokeswoman for Google said in an email that the company won’t comment on Google Express employees’ plans to unionize. Adecco didn’t return phone calls.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Bloch said he expected a union vote in late August.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>UPDATE: By a 75 to 0 vote on Saturday, the shuttle bus drivers for Apple, eBay, Yahoo and Zynga approved the contract proposal improving wages and benefits.\u003c/strong>\u003c/p>\n\u003cp>A new labor movement in Silicon Valley continues to roll.\u003c/p>\n\u003cp>On Saturday, close to 200 bus drivers who shuttle tech workers to and from work for Apple, Yahoo, eBay, Zynga and others will vote on their first union contract to improve wages and benefits.\u003c/p>\n\u003cp>The drivers joined the Teamsters in February and the union has been negotiating with their employer, \u003ca href=\"http://www.compasstransportation.net/\" target=\"_blank\" rel=\"noopener\">Compass Transportation\u003c/a>, which has bus yards in San Jose and South San Francisco.\u003c/p>\n\u003cp>Doug Bloch, political director of Teamsters Joint Council 7, wouldn’t disclose details of the wage and benefit package, but said terms were similar to a contract reached with Loop Transportation and 87 Facebook drivers in February.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Those terms included pay increases to $21-$25 an hour and rising to $22.50-$28.50 an hour in three years. On average, drivers now make $18 an hour. The terms also included shift differential pay and a six-hour minimum for drivers who don’t want to work split shifts.\u003c/p>\n\u003cp>“They want the playing field leveled. They want what Facebook Teamster shuttle bus drivers got earlier this year,” Bloch said.\u003c/p>\n\u003cp>If the drivers approve the proposed package, Compass will have to take it back to the tech companies for their approval. Bloch said that will be the biggest challenge.\u003c/p>\n\u003cp>“It’s going to increase the cost of doing business for Compass, so they’re going to want more from the tech companies,” he said. “And are the companies willing to shoulder the extra costs that come along with that?”\u003c/p>\n\u003cp>Bryan O’Connell, Compass senior vice president, said in an email: “Our negotiations with the Teamsters Local 853 are ongoing and we will continue to negotiate in good faith to find a solution that is workable for our clients, our employees and Compass.”\u003c/p>\n\u003cp>Saturday’s vote comes against the background of \u003ca href=\"http://ww2.kqed.org/news/2015/07/14/growing-labor-movement-shakes-up-silicon-valley\" target=\"_blank\" rel=\"noopener\">a growing labor movement\u003c/a> in Silicon Valley. A coalition of labor unions, faith leaders and community-based organizations has been orchestrating a campaign to improve wages and benefits for service workers.\u003c/p>\n\u003cp>Under the name of Silicon Valley Rising, they have been holding demonstrations in front of tech companies and their vendors, supporting worker legislation and promoting livable wages, affordable housing and corporate responsibility.\u003c/p>\n\u003cp>On Monday, more than 140 workers at Google Express in Palo Alto filed to \u003ca href=\"http://teamster.org/news/2015/07/google-express-workers-file-representation-teamsters-union\" target=\"_blank\" rel=\"noopener\">join the Teamsters\u003c/a>. These workers receive goods, break them down and package them to be delivered to customers who buy things through Google shopping.\u003c/p>\n\u003cp>The employees make between $13 and $17 an hour with no benefits, Bloch said. They are employed by Adecco, a staffing agency based in Jacksonville, Fla.\u003c/p>\n\u003cp>Bloch charged that there isn’t job stability. Google Express employees, he said, work for a year and then are notified in a mass email about whether they will be employed the next year. “After two years, they are let go,” he said.\u003c/p>\n\u003cp>A spokeswoman for Google said in an email that the company won’t comment on Google Express employees’ plans to unionize. Adecco didn’t return phone calls.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Bloch said he expected a union vote in late August.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>BART riders are bracing for \u003ca href=\"http://www.bart.gov/news/articles/2015/news20150624-0\">a weekend without train service\u003c/a> between San Francisco and the East Bay as crews prepare to replace hundreds of rail ties in the Transbay Tube.\u003c/p>\n\u003cp>On Thursday, BART officials repeated what they've been telling passengers for weeks: Traffic's going to be a mess, so don't cross the bay unless travel is essential.\u003c/p>\n\u003cp>\"The Bay Bridge will be extremely crowded and we’re strongly recommending people stay on their side of the bay,\" says Taylor Huckaby, a BART spokesman. So far, he believes most riders are getting the message.\u003c/p>\n\u003cp>Trains will not be running between West Oakland and San Francisco Saturday and Sunday so workers can install more than 900 new rail ties and replace rails inside the tube. Service is scheduled to resume Monday morning at 4 a.m.\u003c/p>\n\u003cp>For those who do need to cross the bay, a fleet of more than 80 buses from various Bay Area transit agencies will be available to shuttle riders between 19th Street Station in Oakland and the temporary Transbay Terminal in San Francisco. However, riders are being warned to expect delays. Huckaby says buses will run once a minute.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Buses at 19th Street Station will have direct access to the Bay Bridge via West Grand Avenue. In San Francisco, bus riders will be able to walk two blocks to Embarcadero Station and catch a BART train headed to Millbrae.\u003c/p>\n\u003cp>BART officials stress that while trains won't be running through the tube, added train service will be available on each side of the bay. Huckaby says BART officials have been working to correct some miscommunication among passengers that the entire system was going to shut down.\u003c/p>\n\u003cp>\"That’s not the message we’re trying to get out. If you stay on your side of the bay, there will still be BART,\" says Huckaby.\u003c/p>\n\u003cp>An army of volunteers in yellow vests will be available to help guide passengers to buses and stations. Paratransit service will be available for riders with disabilities. Extra ferry service will also be provided.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>BART officials are also planning another Transbay Tube shutdown for Labor Day weekend next month, from Sept. 5-7.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART riders are bracing for \u003ca href=\"http://www.bart.gov/news/articles/2015/news20150624-0\">a weekend without train service\u003c/a> between San Francisco and the East Bay as crews prepare to replace hundreds of rail ties in the Transbay Tube.\u003c/p>\n\u003cp>On Thursday, BART officials repeated what they've been telling passengers for weeks: Traffic's going to be a mess, so don't cross the bay unless travel is essential.\u003c/p>\n\u003cp>\"The Bay Bridge will be extremely crowded and we’re strongly recommending people stay on their side of the bay,\" says Taylor Huckaby, a BART spokesman. So far, he believes most riders are getting the message.\u003c/p>\n\u003cp>Trains will not be running between West Oakland and San Francisco Saturday and Sunday so workers can install more than 900 new rail ties and replace rails inside the tube. Service is scheduled to resume Monday morning at 4 a.m.\u003c/p>\n\u003cp>For those who do need to cross the bay, a fleet of more than 80 buses from various Bay Area transit agencies will be available to shuttle riders between 19th Street Station in Oakland and the temporary Transbay Terminal in San Francisco. However, riders are being warned to expect delays. Huckaby says buses will run once a minute.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Buses at 19th Street Station will have direct access to the Bay Bridge via West Grand Avenue. In San Francisco, bus riders will be able to walk two blocks to Embarcadero Station and catch a BART train headed to Millbrae.\u003c/p>\n\u003cp>BART officials stress that while trains won't be running through the tube, added train service will be available on each side of the bay. Huckaby says BART officials have been working to correct some miscommunication among passengers that the entire system was going to shut down.\u003c/p>\n\u003cp>\"That’s not the message we’re trying to get out. If you stay on your side of the bay, there will still be BART,\" says Huckaby.\u003c/p>\n\u003cp>An army of volunteers in yellow vests will be available to help guide passengers to buses and stations. Paratransit service will be available for riders with disabilities. Extra ferry service will also be provided.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>BART officials are also planning another Transbay Tube shutdown for Labor Day weekend next month, from Sept. 5-7.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>WASHINGTON — Federal safety investigators said Tuesday the crash of a Virgin Galactic spaceship last October was caused by a catastrophic structural failure triggered when the co-pilot unlocked the craft’s braking system early.\u003c/p>\n\u003cp>National Transportation Safety Board investigators said the resulting aerodynamic forces caused the brakes to actually be applied without any further action by the crew. Investigators said no safeguards were built into the system to overcome the error of the co-pilot.\u003c/p>\n\u003cp>The spaceship \u003ca href=\"http://ww2.kqed.org/news/2014/10/31/virgin-galactics-spaceshiptwo-destroyed-in-test-flight\" target=\"_blank\" rel=\"noopener\">broke apart over the Mojave Desert\u003c/a> during a test flight on Oct. 31, 2014. The accident killed the co-pilot and seriously injured the pilot.\u003c/p>\n\u003cp>NTSB officials said early in the investigation that the co-pilot prematurely unlocked equipment designed to slow the descent of the spacecraft during initial re-entry. Simply unlocking the spacecraft’s brakes shouldn’t have applied them, but that happened anyway.\u003c/p>\n\u003cp>In determining the probable cause of the accident, board members were focused on prioritizing the lack of systems put in place to mitigate or overcome human error. Scaled Composites developed the craft for Virgin Galactic, and NTSB member Robert Sumwalt said the company “put all its eggs in the basket” of the crew doing everything correctly.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“My point is that a single-point human failure has to be anticipated,” Sumwalt said. “The system has to be designed to compensate for the error.”\u003c/p>\n\u003cp>NTSB chairman Christopher Hart said he hoped the investigation will prevent such an accident from happening again. He said the NTSB learned “with a high degree of certainty the events that resulted in the breakup.”\u003c/p>\n\u003cp>“Many of the safety issues that we will hear about today arose not from the novelty of a space launch test flight, but from human factors that were already known elsewhere in transportation,” Hart said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Virgin Galactic has been proceeding with its plans for space flight and is now building another craft. Company officials have said in recent months that their commitment to commercial spacecraft has not waivered despite the crash and they expect the company to resume test flights later this year. Eventually, the company envisions flights with six passengers climbing more than 62 miles above Earth.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>WASHINGTON — Federal safety investigators said Tuesday the crash of a Virgin Galactic spaceship last October was caused by a catastrophic structural failure triggered when the co-pilot unlocked the craft’s braking system early.\u003c/p>\n\u003cp>National Transportation Safety Board investigators said the resulting aerodynamic forces caused the brakes to actually be applied without any further action by the crew. Investigators said no safeguards were built into the system to overcome the error of the co-pilot.\u003c/p>\n\u003cp>The spaceship \u003ca href=\"http://ww2.kqed.org/news/2014/10/31/virgin-galactics-spaceshiptwo-destroyed-in-test-flight\" target=\"_blank\" rel=\"noopener\">broke apart over the Mojave Desert\u003c/a> during a test flight on Oct. 31, 2014. The accident killed the co-pilot and seriously injured the pilot.\u003c/p>\n\u003cp>NTSB officials said early in the investigation that the co-pilot prematurely unlocked equipment designed to slow the descent of the spacecraft during initial re-entry. Simply unlocking the spacecraft’s brakes shouldn’t have applied them, but that happened anyway.\u003c/p>\n\u003cp>In determining the probable cause of the accident, board members were focused on prioritizing the lack of systems put in place to mitigate or overcome human error. Scaled Composites developed the craft for Virgin Galactic, and NTSB member Robert Sumwalt said the company “put all its eggs in the basket” of the crew doing everything correctly.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“My point is that a single-point human failure has to be anticipated,” Sumwalt said. “The system has to be designed to compensate for the error.”\u003c/p>\n\u003cp>NTSB chairman Christopher Hart said he hoped the investigation will prevent such an accident from happening again. He said the NTSB learned “with a high degree of certainty the events that resulted in the breakup.”\u003c/p>\n\u003cp>“Many of the safety issues that we will hear about today arose not from the novelty of a space launch test flight, but from human factors that were already known elsewhere in transportation,” Hart said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Virgin Galactic has been proceeding with its plans for space flight and is now building another craft. Company officials have said in recent months that their commitment to commercial spacecraft has not waivered despite the crash and they expect the company to resume test flights later this year. Eventually, the company envisions flights with six passengers climbing more than 62 miles above Earth.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Applying Lessons From 2013 Strike to Upcoming Transbay Closures",
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"content": "\u003cp>No matter how they're distributed, shifting some 100,000 BART riders to other transit systems is going to cause some headaches, delays and traffic.\u003c/p>\n\u003cp>So BART and other transit system authorities are encouraging commuters to stay home on the first weekends of August and September (Labor Day weekend) when, for the first time ever, train service between San Francisco and the East Bay will be \u003ca href=\"http://www.bart.gov/news/articles/2015/news20150624-0\" target=\"_blank\">halted\u003c/a> for repairs.\u003c/p>\n\u003caside class=\"pullquote alignright\">'With 100,000 transbay BART riders being displaced, there will be traffic. We encourage people to stay on their side of the bay.'\u003ccite>Bob Franklin\u003cbr>\nBART Manager, Customer Access and Accessibility\u003c/cite>\u003c/aside>\n\u003cp>\"This is a unique opportunity,\" BART spokesman Jim Allison said of the closure to replace 932 track ties and close to half a mile of rail between West Oakland Station and the Transbay Tube. \"They’re going to use every second that they have, and they’re going to make sure that they get out of the way in time for the morning commute when that weekday rolls around again.\"\u003c/p>\n\u003cp>For those who can't abort travel plans, BART is contracting with AC Transit, Muni in San Francisco, SamTrans and Golden Gate Transit for 94 buses to carry a typical Labor Day's worth of BART riders over the Bay Bridge.\u003c/p>\n\u003cp>\"We assembled a public transit dream team of bus operators,\" said Bob Franklin, the BART department manager in charge of organizing the tangle of agreements with other transit agencies to form the \"bus bridge.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Bay Area public transit veterans, and really anyone who tried to get around here during two \u003ca href=\"http://ww2.kqed.org/news/tag/bart-strike\" target=\"_blank\">strikes\u003c/a> in 2013 that shut down the system for days, will remember it's not the first time BART has tried to set up a bus bridge across the bay.\u003c/p>\n\u003cfigure id=\"attachment_10610199\" class=\"wp-caption alignright\" style=\"max-width: 1041px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295.jpg\">\u003cimg class=\"wp-image-10610199 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295.jpg\" alt=\"A map showing BART's "bus bridge" planned between 19th Street Oakland Station and the Transbay Terminal in San Francisco during Aug. 1 and 2 and Sept. 5-7 repairs that will close will the Transbay Tube.\" width=\"1041\" height=\"735\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295.jpg 1041w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295-400x282.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295-800x565.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295-960x678.jpg 960w\" sizes=\"(max-width: 1041px) 100vw, 1041px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A map showing BART's bus bridge planned between 19th Street Oakland Station and the Transbay Terminal in San Francisco during Aug. 1 and 2 and Sept. 5-7 repairs that will close will the Transbay Tube. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Bus capacity lined up for Aug. 1-2 and Sept. 5-7 is more than eight times what BART put together during the most recent strike, according to Franklin.\u003c/p>\n\u003cp>But that doesn't mean the commute will be smooth. The buses, plus an anticipated 15,000 to 20,000 more vehicles crossing the Bay Bridge, are expected to snarl traffic.\u003c/p>\n\u003cp>\"With 100,000 transbay BART riders being displaced, there will be traffic,\" Franklin said. \"We encourage people to stay on their side of the bay.\"\u003c/p>\n\u003cp>Caltrans is pitching in with more toll takers and facilitating exclusive on- and off-ramps for the buses.\u003c/p>\n\u003cp>Sean Nozzari, Caltrans deputy director of traffic operations, said typical Bay Bridge weekend delays of 15 to 20 minutes could \"easily double to about 30 to 60 minutes.\"\u003c/p>\n\u003cp>\"What we need motorists to do is to help avoid any nonessential trips across the bridge,\" he said. \"If they do have to travel, we ask that they allow additional time during their travel and use alternate routes.\"\u003c/p>\n\u003cp>Allison said crossover tracks between West Oakland Station and the Transbay Tube haven't been used since January, when track inspectors noted many of the ties anchoring them had started to work loose.\u003c/p>\n\u003cp>\"Should we have a major service disruption, say in the Transbay Tube or anywhere between West Oakland Station and Montgomery Street Station, the people who dispatch our trains and move train traffic around have no flexibility,\" Allison said.\u003c/p>\n\u003cp>The crossover tracks allow trains to switch sides before dropping beneath the bay.\u003c/p>\n\u003cfigure id=\"attachment_10610202\" class=\"wp-caption alignleft\" style=\"max-width: 1280px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/IMG_30581.jpg\">\u003cimg class=\"size-full wp-image-10610202\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/IMG_30581.jpg\" alt=\"A sticker on a fare gate at North Berkeley BART advertises an upcoming disruption to transbay train service on Aug. 1 and 2 and Sept. 5-7.\" width=\"1280\" height=\"960\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581.jpg 1280w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581-960x720.jpg 960w\" sizes=\"(max-width: 1280px) 100vw, 1280px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A sticker on a fare gate at North Berkeley BART advertises upcoming disruption to transbay train service on Aug. 1-2 and Sept. 5-7. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"This is something that we can only do in an intense, very quick period of time,\" Allison said.\u003c/p>\n\u003cp>The repairs, which will also include rail replacements in the Transbay Tube, are expected to cost $2 million.\u003c/p>\n\u003cp>The final cost of bus bridge and support staff for the closures isn't finalized, but the BART Board of Directors is scheduled to \u003ca href=\"http://www.bart.gov/sites/default/files/docs/agendas/07-23-15%20Agenda%20Packet.pdf\" target=\"_blank\">vote Thursday\u003c/a> on authorizing expenditures of $500,000 per day for each bus operator during the closure, plus $1 million for the Metropolitan Transportation Commission, which coordinates regional transportation and is deploying Caltrans and CHP for the closures, and $200,000 for city permits and other municipal-level expenses.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Franklin said he's requesting about double what he hopes the bus bridge will cost, but BART staff need the authority to spend the extra money if something goes wrong.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>No matter how they're distributed, shifting some 100,000 BART riders to other transit systems is going to cause some headaches, delays and traffic.\u003c/p>\n\u003cp>So BART and other transit system authorities are encouraging commuters to stay home on the first weekends of August and September (Labor Day weekend) when, for the first time ever, train service between San Francisco and the East Bay will be \u003ca href=\"http://www.bart.gov/news/articles/2015/news20150624-0\" target=\"_blank\">halted\u003c/a> for repairs.\u003c/p>\n\u003caside class=\"pullquote alignright\">'With 100,000 transbay BART riders being displaced, there will be traffic. We encourage people to stay on their side of the bay.'\u003ccite>Bob Franklin\u003cbr>\nBART Manager, Customer Access and Accessibility\u003c/cite>\u003c/aside>\n\u003cp>\"This is a unique opportunity,\" BART spokesman Jim Allison said of the closure to replace 932 track ties and close to half a mile of rail between West Oakland Station and the Transbay Tube. \"They’re going to use every second that they have, and they’re going to make sure that they get out of the way in time for the morning commute when that weekday rolls around again.\"\u003c/p>\n\u003cp>For those who can't abort travel plans, BART is contracting with AC Transit, Muni in San Francisco, SamTrans and Golden Gate Transit for 94 buses to carry a typical Labor Day's worth of BART riders over the Bay Bridge.\u003c/p>\n\u003cp>\"We assembled a public transit dream team of bus operators,\" said Bob Franklin, the BART department manager in charge of organizing the tangle of agreements with other transit agencies to form the \"bus bridge.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Bay Area public transit veterans, and really anyone who tried to get around here during two \u003ca href=\"http://ww2.kqed.org/news/tag/bart-strike\" target=\"_blank\">strikes\u003c/a> in 2013 that shut down the system for days, will remember it's not the first time BART has tried to set up a bus bridge across the bay.\u003c/p>\n\u003cfigure id=\"attachment_10610199\" class=\"wp-caption alignright\" style=\"max-width: 1041px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295.jpg\">\u003cimg class=\"wp-image-10610199 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295.jpg\" alt=\"A map showing BART's "bus bridge" planned between 19th Street Oakland Station and the Transbay Terminal in San Francisco during Aug. 1 and 2 and Sept. 5-7 repairs that will close will the Transbay Tube.\" width=\"1041\" height=\"735\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295.jpg 1041w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295-400x282.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295-800x565.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295-960x678.jpg 960w\" sizes=\"(max-width: 1041px) 100vw, 1041px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A map showing BART's bus bridge planned between 19th Street Oakland Station and the Transbay Terminal in San Francisco during Aug. 1 and 2 and Sept. 5-7 repairs that will close will the Transbay Tube. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Bus capacity lined up for Aug. 1-2 and Sept. 5-7 is more than eight times what BART put together during the most recent strike, according to Franklin.\u003c/p>\n\u003cp>But that doesn't mean the commute will be smooth. The buses, plus an anticipated 15,000 to 20,000 more vehicles crossing the Bay Bridge, are expected to snarl traffic.\u003c/p>\n\u003cp>\"With 100,000 transbay BART riders being displaced, there will be traffic,\" Franklin said. \"We encourage people to stay on their side of the bay.\"\u003c/p>\n\u003cp>Caltrans is pitching in with more toll takers and facilitating exclusive on- and off-ramps for the buses.\u003c/p>\n\u003cp>Sean Nozzari, Caltrans deputy director of traffic operations, said typical Bay Bridge weekend delays of 15 to 20 minutes could \"easily double to about 30 to 60 minutes.\"\u003c/p>\n\u003cp>\"What we need motorists to do is to help avoid any nonessential trips across the bridge,\" he said. \"If they do have to travel, we ask that they allow additional time during their travel and use alternate routes.\"\u003c/p>\n\u003cp>Allison said crossover tracks between West Oakland Station and the Transbay Tube haven't been used since January, when track inspectors noted many of the ties anchoring them had started to work loose.\u003c/p>\n\u003cp>\"Should we have a major service disruption, say in the Transbay Tube or anywhere between West Oakland Station and Montgomery Street Station, the people who dispatch our trains and move train traffic around have no flexibility,\" Allison said.\u003c/p>\n\u003cp>The crossover tracks allow trains to switch sides before dropping beneath the bay.\u003c/p>\n\u003cfigure id=\"attachment_10610202\" class=\"wp-caption alignleft\" style=\"max-width: 1280px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/IMG_30581.jpg\">\u003cimg class=\"size-full wp-image-10610202\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/IMG_30581.jpg\" alt=\"A sticker on a fare gate at North Berkeley BART advertises an upcoming disruption to transbay train service on Aug. 1 and 2 and Sept. 5-7.\" width=\"1280\" height=\"960\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581.jpg 1280w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581-960x720.jpg 960w\" sizes=\"(max-width: 1280px) 100vw, 1280px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A sticker on a fare gate at North Berkeley BART advertises upcoming disruption to transbay train service on Aug. 1-2 and Sept. 5-7. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"This is something that we can only do in an intense, very quick period of time,\" Allison said.\u003c/p>\n\u003cp>The repairs, which will also include rail replacements in the Transbay Tube, are expected to cost $2 million.\u003c/p>\n\u003cp>The final cost of bus bridge and support staff for the closures isn't finalized, but the BART Board of Directors is scheduled to \u003ca href=\"http://www.bart.gov/sites/default/files/docs/agendas/07-23-15%20Agenda%20Packet.pdf\" target=\"_blank\">vote Thursday\u003c/a> on authorizing expenditures of $500,000 per day for each bus operator during the closure, plus $1 million for the Metropolitan Transportation Commission, which coordinates regional transportation and is deploying Caltrans and CHP for the closures, and $200,000 for city permits and other municipal-level expenses.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Franklin said he's requesting about double what he hopes the bus bridge will cost, but BART staff need the authority to spend the extra money if something goes wrong.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Flood Destroys Bridge, Severs Interstate 10 in Southern California",
"title": "Flood Destroys Bridge, Severs Interstate 10 in Southern California",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>LOS ANGELES — Interstate 10, one of the main routes connecting California and Arizona, remained severed Monday after weekend flooding destroyed a highway bridge and caused severe damage to the roadway.\u003c/p>\n\u003cp>The collapse Sunday afternoon of the bridge near Desert Center -- about 180 miles east of Los Angeles and 50 miles west of Blythe, on the Arizona state line -- left one driver injured, stranded numerous motorists and complicated travel for countless others for what officials warned could be a long time.\u003c/p>\n\u003cp>The closure will force drivers seeking to use I-10 to travel between Los Angeles and Phoenix to use detours that could add more than 160 miles to their trips. Caltrans said Monday that at least one other bridge along the desert freeway suffered damage, and that it would closely inspect a 30-mile stretch of the road.\u003c/p>\n\u003cp>Caltrans spokesman Will Shuck said Monday that no safety issues were found with the 48-year-old bridge during an inspection on March 17. The bridge failed as a reported 6.7 inches of rain fell on Desert Center on Sunday.\u003c/p>\n\u003cp>The rains came amid a second day of showers and thunderstorms in Southern and Central California that were setting rainfall records in what is historically the state's driest month. Forecasters expected scattered rain through Monday as the remnants of a tropical storm off Baja California continued to push north.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The eastbound bridge gave way just after 4:30 p.m., with the structure ending up in the roaring torrent below.\u003c/p>\n\u003cp>The westbound section of the freeway was also closed. The roadway was intact but extremely undermined by flooding and could need just-as-extensive rebuilding, Terri Kasinga, a Caltrans spokeswoman.\u003c/p>\n\u003cp>One driver had to be rescued from a pickup that crashed in the collapse and was taken to a hospital with moderate injuries, the Riverside County Fire Department said.\u003c/p>\n\u003cp>Hundreds of other cars were stranded immediately after the collapse, but the California Highway Patrol worked to divert them and it wasn't clear if any remained, Kasinga said.\u003c/p>\n\u003cp>No time frame was given for when either side of the freeway would reopen as Caltrans examines the site.\u003c/p>\n\u003cp>Transportation officials recommended westbound travelers on the Arizona side of the collapse use U.S. 95, from Quartzsite, on I-10, to Yuma, on I-8; on the west side of the demolished bridge, eastbound travelers were advised to use state Highways 86 or 111 to detour from Coachella, on I-10, to El Centro, on I-8.\u003c/p>\n\u003cp>Each of those detours would add 160 or so miles to the normal 375-mile trip from L.A. to Phoenix on I-10.\u003c/p>\n\u003cp>Rain fell Sunday afternoon in parts of Los Angeles County's mountains, the valley north and inland urban areas to the east as remnants of tropical storm Dolores brought warm, muggy conditions northward.\u003c/p>\n\u003cp>The showers forced the Los Angeles Angels' first rainout in 20 years and the San Diego Padres' first rainout since 2006.\u003c/p>\n\u003cp>Saturday's rainfall broke records in at least 11 locations, including five places that had the most rain ever recorded on any day in July, said National Weather Service meteorologist Joe Sirard.\u003c/p>\n\u003cp>July is typically the driest month of the year in Southern California. Because of that, Saturday's 0.36 inch of rain in downtown Los Angeles exceeded the 0.24 inch recorded July 14, 1886, which had been the wettest July day in nearly 130 years.\u003c/p>\n\u003cp>Ramona in San Diego County received 4.1 inches of rain in the 48 hours ending at 7 p.m. Sunday, while Pinyon Pines in Riverside County got 3.28 inches. Running Springs and Lake Arrowhead in the San Bernardino Mountains had more than 2½ inches, while Kearny Mesa in San Diego received 2.39 inches.\u003c/p>\n\u003cp>Besides the flash floods, the storm brought power outages and turned Los Angeles County's typically packed coast into empty stretches of sand when the threat of lightning forced authorities to close 70 miles of beaches.\u003c/p>\n\u003cp>The summer storm has helped firefighters advance on two wildfires that broke out Friday, including one that forced the closure of another key Southern California freeway.\u003c/p>\n\u003cp>Interstate 15 in the mountainous Cajon Pass northeast of Los Angeles was shut down after flames swept across lanes, torching vehicles and sending people running for safety. All lanes were open Monday on the main artery between Southern California and Las Vegas, and the blaze was 75 percent contained.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>AP Writer Chris Weber in Los Angeles contributed to this story.\u003c/em>\u003c/p>\n\n",
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"datePublished": "2015-07-20T08:28:50-07:00",
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"nprByline": "\u003cstrong>Andrew Dalton and Tami Abdollah\u003cbr /> Associated Press\u003cstrong>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>LOS ANGELES — Interstate 10, one of the main routes connecting California and Arizona, remained severed Monday after weekend flooding destroyed a highway bridge and caused severe damage to the roadway.\u003c/p>\n\u003cp>The collapse Sunday afternoon of the bridge near Desert Center -- about 180 miles east of Los Angeles and 50 miles west of Blythe, on the Arizona state line -- left one driver injured, stranded numerous motorists and complicated travel for countless others for what officials warned could be a long time.\u003c/p>\n\u003cp>The closure will force drivers seeking to use I-10 to travel between Los Angeles and Phoenix to use detours that could add more than 160 miles to their trips. Caltrans said Monday that at least one other bridge along the desert freeway suffered damage, and that it would closely inspect a 30-mile stretch of the road.\u003c/p>\n\u003cp>Caltrans spokesman Will Shuck said Monday that no safety issues were found with the 48-year-old bridge during an inspection on March 17. The bridge failed as a reported 6.7 inches of rain fell on Desert Center on Sunday.\u003c/p>\n\u003cp>The rains came amid a second day of showers and thunderstorms in Southern and Central California that were setting rainfall records in what is historically the state's driest month. Forecasters expected scattered rain through Monday as the remnants of a tropical storm off Baja California continued to push north.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The eastbound bridge gave way just after 4:30 p.m., with the structure ending up in the roaring torrent below.\u003c/p>\n\u003cp>The westbound section of the freeway was also closed. The roadway was intact but extremely undermined by flooding and could need just-as-extensive rebuilding, Terri Kasinga, a Caltrans spokeswoman.\u003c/p>\n\u003cp>One driver had to be rescued from a pickup that crashed in the collapse and was taken to a hospital with moderate injuries, the Riverside County Fire Department said.\u003c/p>\n\u003cp>Hundreds of other cars were stranded immediately after the collapse, but the California Highway Patrol worked to divert them and it wasn't clear if any remained, Kasinga said.\u003c/p>\n\u003cp>No time frame was given for when either side of the freeway would reopen as Caltrans examines the site.\u003c/p>\n\u003cp>Transportation officials recommended westbound travelers on the Arizona side of the collapse use U.S. 95, from Quartzsite, on I-10, to Yuma, on I-8; on the west side of the demolished bridge, eastbound travelers were advised to use state Highways 86 or 111 to detour from Coachella, on I-10, to El Centro, on I-8.\u003c/p>\n\u003cp>Each of those detours would add 160 or so miles to the normal 375-mile trip from L.A. to Phoenix on I-10.\u003c/p>\n\u003cp>Rain fell Sunday afternoon in parts of Los Angeles County's mountains, the valley north and inland urban areas to the east as remnants of tropical storm Dolores brought warm, muggy conditions northward.\u003c/p>\n\u003cp>The showers forced the Los Angeles Angels' first rainout in 20 years and the San Diego Padres' first rainout since 2006.\u003c/p>\n\u003cp>Saturday's rainfall broke records in at least 11 locations, including five places that had the most rain ever recorded on any day in July, said National Weather Service meteorologist Joe Sirard.\u003c/p>\n\u003cp>July is typically the driest month of the year in Southern California. Because of that, Saturday's 0.36 inch of rain in downtown Los Angeles exceeded the 0.24 inch recorded July 14, 1886, which had been the wettest July day in nearly 130 years.\u003c/p>\n\u003cp>Ramona in San Diego County received 4.1 inches of rain in the 48 hours ending at 7 p.m. Sunday, while Pinyon Pines in Riverside County got 3.28 inches. Running Springs and Lake Arrowhead in the San Bernardino Mountains had more than 2½ inches, while Kearny Mesa in San Diego received 2.39 inches.\u003c/p>\n\u003cp>Besides the flash floods, the storm brought power outages and turned Los Angeles County's typically packed coast into empty stretches of sand when the threat of lightning forced authorities to close 70 miles of beaches.\u003c/p>\n\u003cp>The summer storm has helped firefighters advance on two wildfires that broke out Friday, including one that forced the closure of another key Southern California freeway.\u003c/p>\n\u003cp>Interstate 15 in the mountainous Cajon Pass northeast of Los Angeles was shut down after flames swept across lanes, torching vehicles and sending people running for safety. All lanes were open Monday on the main artery between Southern California and Las Vegas, and the blaze was 75 percent contained.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>AP Writer Chris Weber in Los Angeles contributed to this story.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco Police Plan Crackdown on Bicyclists on Popular Routes",
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"content": "\u003cp>The captain of the San Francisco Police Department's \u003ca href=\"http://sf-police.org/index.aspx?page=832\">Park Station\u003c/a> is \u003ca href=\"http://www.sfexaminer.com/clamping-down-on-cyclists-police-and-bike-riders-clash-over-new-enforcement-near-panhandle/\">planning a crackdown\u003c/a> on bike riders who roll through stop signs on some of the city's most popular bike routes, saying \"protection of life\" is his top priority. But bike advocates say police should focus traffic enforcement on the greatest threat to lives: dangerous behavior by drivers.\u003c/p>\n\u003cp>The comments by Capt. John Sanford were made at a community meeting Tuesday night, according to \u003ca href=\"http://hoodline.com/2015/06/rule-breaking-cyclists-top-agenda-at-sfpd-park-station-community-meeting\">Hoodline\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Traffic enforcement teams will consist of bicycle officers and marked police vehicles, said Sanford, who reported that district officers have given 38 traffic citations to cyclists between January and May. \"I am not too shy to say that it is a problem,\" said Sanford, who encouraged attendees to spread the word that a crackdown is in the works. \"Tell your friends to slow, stop and obey,\" he said.\u003c/p>\u003c/blockquote>\n\u003cp>SFPD spokesman Albie Esparza confirms the department is planning targeted enforcement against people who bike in the Park police district, which includes The Wiggle, Panhandle and Golden Gate Park.\u003c/p>\n\u003cp>In addition to drivers, \"we do see a large number of pedestrians and bicyclists who are also committing violations, and we cannot simply turn a blind eye and just ignore that,\" Esparza says.\u003c/p>\n\u003cp>But bike advocates say SFPD s\u003cspan style=\"line-height: 1.5\">hould focus on the top five traffic violations by drivers that cause the most deaths and injuries on the streets. Police pledged to have those violations account for 50 percent of all citations, as part of \u003ca href=\"http://ww2.kqed.org/news/2014/03/06/sf-takes-step-toward-goal-of-zero-traffic-deaths-in-10-years/\">the city's Vision Zero goal \u003c/a>to end all traffic deaths by 2024. \u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Taking\u003ca href=\"http://www.sfbike.org/news/sfpds-park-station-diverting-resources-away-from-vision-zero/\"> \u003c/a>enforcement resources away from the most troublesome driving behaviors is dangerous in itself, says Chris Cassidy, communications director for the \u003ca href=\"http://www.sfbike.org/\">San Francisco Bicycle Coalition.\u003c/a>\u003c/p>\n\u003cp>\"Frankly, we're concerned about people living in, and going through The Wiggle, Golden Gate Park and Inner Sunset if there's any diversion of traffic resources away from Vision Zero,\" says Cassidy.\u003c/p>\n\u003cp>A \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/vision-zero-san-francisco.pdf\">study by the San Francisco Municipal Transportation Agency\u003c/a> found drivers at fault in two-thirds of severe and fatal traffic collisions.\u003c/p>\n\u003cp>Esparza says the department does plan to stay focused on the five most dangerous driving violations: speeding, running red lights, failing to yield to pedestrians, failing to yield while making turns and ignoring stop signs. But he says the department will continue to do targeted enforcement against bicyclists just like it does against people who drive and walk.\u003c/p>\n\u003cp>\"This portion is going to be educating enforcement of bicycle laws to make sure we have people educated, and also enforce the laws to change behaviors, so we can see safer roadways,\" he says.\u003c/p>\n\u003cp>Cassidy says the crackdown would be a change in tactics by Park Station. After receiving complaints, the previous captain would alert the bike coalition so it could increase \u003ca href=\"https://www.sfbike.org/our-work/safety-education/\">education efforts.\u003c/a>\u003c/p>\n\u003cp>\"SFPD has been fantastic citywide at increasing their focus on the five deadliest traffic behaviors,\" says Cassidy. \"Recent comments from the Park Station are really an aberration from SFPD's work towards eliminating traffic deaths.\"\u003c/p>\n\u003cp>Cassidy says the SFBC encourages bicyclists to follow the \u003ca href=\"https://www.sfbike.org/resources/bicycle-law/rules-of-the-road/\">rules of the road\u003c/a>. But\u003ca href=\"http://sf.streetsblog.org/2015/07/16/new-sfpd-park-station-captains-bike-crackdown-wont-make-streets-safer/\"> Streetsblog San Francisco\u003c/a> points out:\u003c/p>\n\u003cblockquote>\u003cp>The stop sign law in every state \u003ca href=\"http://bikeportland.org/2009/01/14/idaho-stop-law-faq-13387\">except Idaho\u003c/a> assumes that \u003ca href=\"http://sf.streetsblog.org/2012/07/20/bikes-are-not-cars-why-california-needs-an-idaho-stop-law/\">bicycles are just like cars\u003c/a>, creating the unrealistic expectation that someone on a bike should make a full stop at every stop sign, even when they are clearly not violating anybody else’s right-of-way.\u003c/p>\n\u003cp>The letter of the law leads to an unproductive fixation on the way that people naturally negotiate stop signs on a bike: by slowing, checking for traffic, and being prepared to yield to others.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>Esparza did not indicate when the crackdown would begin.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The captain of the San Francisco Police Department's \u003ca href=\"http://sf-police.org/index.aspx?page=832\">Park Station\u003c/a> is \u003ca href=\"http://www.sfexaminer.com/clamping-down-on-cyclists-police-and-bike-riders-clash-over-new-enforcement-near-panhandle/\">planning a crackdown\u003c/a> on bike riders who roll through stop signs on some of the city's most popular bike routes, saying \"protection of life\" is his top priority. But bike advocates say police should focus traffic enforcement on the greatest threat to lives: dangerous behavior by drivers.\u003c/p>\n\u003cp>The comments by Capt. John Sanford were made at a community meeting Tuesday night, according to \u003ca href=\"http://hoodline.com/2015/06/rule-breaking-cyclists-top-agenda-at-sfpd-park-station-community-meeting\">Hoodline\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Traffic enforcement teams will consist of bicycle officers and marked police vehicles, said Sanford, who reported that district officers have given 38 traffic citations to cyclists between January and May. \"I am not too shy to say that it is a problem,\" said Sanford, who encouraged attendees to spread the word that a crackdown is in the works. \"Tell your friends to slow, stop and obey,\" he said.\u003c/p>\u003c/blockquote>\n\u003cp>SFPD spokesman Albie Esparza confirms the department is planning targeted enforcement against people who bike in the Park police district, which includes The Wiggle, Panhandle and Golden Gate Park.\u003c/p>\n\u003cp>In addition to drivers, \"we do see a large number of pedestrians and bicyclists who are also committing violations, and we cannot simply turn a blind eye and just ignore that,\" Esparza says.\u003c/p>\n\u003cp>But bike advocates say SFPD s\u003cspan style=\"line-height: 1.5\">hould focus on the top five traffic violations by drivers that cause the most deaths and injuries on the streets. Police pledged to have those violations account for 50 percent of all citations, as part of \u003ca href=\"http://ww2.kqed.org/news/2014/03/06/sf-takes-step-toward-goal-of-zero-traffic-deaths-in-10-years/\">the city's Vision Zero goal \u003c/a>to end all traffic deaths by 2024. \u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Taking\u003ca href=\"http://www.sfbike.org/news/sfpds-park-station-diverting-resources-away-from-vision-zero/\"> \u003c/a>enforcement resources away from the most troublesome driving behaviors is dangerous in itself, says Chris Cassidy, communications director for the \u003ca href=\"http://www.sfbike.org/\">San Francisco Bicycle Coalition.\u003c/a>\u003c/p>\n\u003cp>\"Frankly, we're concerned about people living in, and going through The Wiggle, Golden Gate Park and Inner Sunset if there's any diversion of traffic resources away from Vision Zero,\" says Cassidy.\u003c/p>\n\u003cp>A \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/vision-zero-san-francisco.pdf\">study by the San Francisco Municipal Transportation Agency\u003c/a> found drivers at fault in two-thirds of severe and fatal traffic collisions.\u003c/p>\n\u003cp>Esparza says the department does plan to stay focused on the five most dangerous driving violations: speeding, running red lights, failing to yield to pedestrians, failing to yield while making turns and ignoring stop signs. But he says the department will continue to do targeted enforcement against bicyclists just like it does against people who drive and walk.\u003c/p>\n\u003cp>\"This portion is going to be educating enforcement of bicycle laws to make sure we have people educated, and also enforce the laws to change behaviors, so we can see safer roadways,\" he says.\u003c/p>\n\u003cp>Cassidy says the crackdown would be a change in tactics by Park Station. After receiving complaints, the previous captain would alert the bike coalition so it could increase \u003ca href=\"https://www.sfbike.org/our-work/safety-education/\">education efforts.\u003c/a>\u003c/p>\n\u003cp>\"SFPD has been fantastic citywide at increasing their focus on the five deadliest traffic behaviors,\" says Cassidy. \"Recent comments from the Park Station are really an aberration from SFPD's work towards eliminating traffic deaths.\"\u003c/p>\n\u003cp>Cassidy says the SFBC encourages bicyclists to follow the \u003ca href=\"https://www.sfbike.org/resources/bicycle-law/rules-of-the-road/\">rules of the road\u003c/a>. But\u003ca href=\"http://sf.streetsblog.org/2015/07/16/new-sfpd-park-station-captains-bike-crackdown-wont-make-streets-safer/\"> Streetsblog San Francisco\u003c/a> points out:\u003c/p>\n\u003cblockquote>\u003cp>The stop sign law in every state \u003ca href=\"http://bikeportland.org/2009/01/14/idaho-stop-law-faq-13387\">except Idaho\u003c/a> assumes that \u003ca href=\"http://sf.streetsblog.org/2012/07/20/bikes-are-not-cars-why-california-needs-an-idaho-stop-law/\">bicycles are just like cars\u003c/a>, creating the unrealistic expectation that someone on a bike should make a full stop at every stop sign, even when they are clearly not violating anybody else’s right-of-way.\u003c/p>\n\u003cp>The letter of the law leads to an unproductive fixation on the way that people naturally negotiate stop signs on a bike: by slowing, checking for traffic, and being prepared to yield to others.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>Esparza did not indicate when the crackdown would begin.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "California Regulators Hit Uber With $7.3 Million Fine -- and a Threat",
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"content": "\u003cp>Ride-service juggernaut Uber is facing a $7.3 million fine for refusing to give California regulators information about its business practices, including accident details and how accessible vehicles are to disabled riders.\u003c/p>\n\u003cp>The fine, levied against Rasier-CA, a subsidiary of Uber Technologies that operates the UberX ride service, was part of a ruling by an administrative law judge at the California Public Utilities Commission. The agency granted Uber and competitors like Lyft formal permission to operate in 2013, but required them to report certain data on their operations.\u003c/p>\n\u003cp>In Wednesday's ruling, Administrative Law Judge Karen V. Clopton found Rasier-CA in contempt of the the agency's reporting requirement. Her decision gives Rasier 30 days to pay the penalty and comply with reporting requirements or see its operating license in California suspended.\u003c/p>\n\u003cp>Clopton agreed with utility commission staff who said Uber has not filed all required reports, specifically about how often it provided disabled-accessible vehicles when requested, places where drivers tend to turn down ride requests, and the causes of accidents.\u003c/p>\n\u003cp>Uber had argued that it provided sufficient information to the commission. The judge acknowledged that Uber provided some information but said it was not enough.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In a written statement, Uber spokeswoman Eva Behrend called the ruling and fine \"deeply disappointing\" and said the company would appeal.\u003c/p>\n\u003cp>\"Uber has already provided substantial amounts of data to the California Public Utilities Commission, information we have provided elsewhere with no complaints,\" Behrend wrote, adding that submitting more detailed information could affect the privacy of passengers and drivers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Uber has previously tussled with public officials. In Portland, Oregon, for example it had an extended disagreement with the city that led it to suspend operations. In France, Uber suspended its low-cost service following an escalating legal dispute and sometimes-violent tensions with traditional French taxi drivers. French authorities had ordered the service — called UberPop — shut down, but Uber refused, pending a legal decision at a top French court.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Ride-service juggernaut Uber is facing a $7.3 million fine for refusing to give California regulators information about its business practices, including accident details and how accessible vehicles are to disabled riders.\u003c/p>\n\u003cp>The fine, levied against Rasier-CA, a subsidiary of Uber Technologies that operates the UberX ride service, was part of a ruling by an administrative law judge at the California Public Utilities Commission. The agency granted Uber and competitors like Lyft formal permission to operate in 2013, but required them to report certain data on their operations.\u003c/p>\n\u003cp>In Wednesday's ruling, Administrative Law Judge Karen V. Clopton found Rasier-CA in contempt of the the agency's reporting requirement. Her decision gives Rasier 30 days to pay the penalty and comply with reporting requirements or see its operating license in California suspended.\u003c/p>\n\u003cp>Clopton agreed with utility commission staff who said Uber has not filed all required reports, specifically about how often it provided disabled-accessible vehicles when requested, places where drivers tend to turn down ride requests, and the causes of accidents.\u003c/p>\n\u003cp>Uber had argued that it provided sufficient information to the commission. The judge acknowledged that Uber provided some information but said it was not enough.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In a written statement, Uber spokeswoman Eva Behrend called the ruling and fine \"deeply disappointing\" and said the company would appeal.\u003c/p>\n\u003cp>\"Uber has already provided substantial amounts of data to the California Public Utilities Commission, information we have provided elsewhere with no complaints,\" Behrend wrote, adding that submitting more detailed information could affect the privacy of passengers and drivers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Uber has previously tussled with public officials. In Portland, Oregon, for example it had an extended disagreement with the city that led it to suspend operations. In France, Uber suspended its low-cost service following an escalating legal dispute and sometimes-violent tensions with traditional French taxi drivers. French authorities had ordered the service — called UberPop — shut down, but Uber refused, pending a legal decision at a top French court.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>When someone calls this summer a special one in Sacramento, it doesn't mean what it might everywhere else. In the capital city, it's primed to be a season where some of the most complicated policy issues have been teed up for legislative action.\u003c/p>\n\u003cp>But is all of this too heavy of a political lift?\u003c/p>\n\u003cp>This week's California Politics Podcast takes a closer look at the issues and challenges involved in two special legislative sessions called by Gov. Jerry Brown: One on funding roads and infrastructure, the other on funding health-related services.\u003c/p>\n\u003cp>The challenge will be in finding the tax dollars needed -- billions of them -- to fix the problems.\u003c/p>\n\u003cp>I'm joined by Anthony York of the Grizzly Bear Project and Marisa Lagos of KQED News.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>When someone calls this summer a special one in Sacramento, it doesn't mean what it might everywhere else. In the capital city, it's primed to be a season where some of the most complicated policy issues have been teed up for legislative action.\u003c/p>\n\u003cp>But is all of this too heavy of a political lift?\u003c/p>\n\u003cp>This week's California Politics Podcast takes a closer look at the issues and challenges involved in two special legislative sessions called by Gov. Jerry Brown: One on funding roads and infrastructure, the other on funding health-related services.\u003c/p>\n\u003cp>The challenge will be in finding the tax dollars needed -- billions of them -- to fix the problems.\u003c/p>\n\u003cp>I'm joined by Anthony York of the Grizzly Bear Project and Marisa Lagos of KQED News.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Doyle Drive, San Francisco’s historic access road to the Golden Gate Bridge, will be closed to traffic from Thursday until next Monday as crews work on the new Presidio Parkway, \u003ca href=\"http://goldengate.org/news/doyleclosure/doyle-drive-closure-july-2015.php\" target=\"_blank\" rel=\"noopener\">according to\u003c/a> the Golden Gate Bridge Highway and Transportation District.\u003c/p>\n\u003cp>The road will be closed in both directions starting at 10 p.m. Thursday and is scheduled to open to the public at 5 a.m. Monday.\u003c/p>\n\u003cp>During the closure, crews will finalize roadway connections and transfer traffic to the permanent new \u003ca href=\"http://www.presidioparkway.org/\" target=\"_blank\" rel=\"noopener\">Presidio Parkway\u003c/a>.\u003c/p>\n\u003cp>The California Highway Patrol anticipates delays of up to four hours during peak commute periods and is urging drivers to build in extra time or use alternate routes.\u003c/p>\n\u003cp>The parkway features the Main Post and Battery tunnels, which are covered with landscaping to preserve the natural beauty of the Presidio.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The parkway also has new bridges and new ramps that enable easier access to the Presidio and the Marina District, as well as between state Highway 1 and U.S. Highway 101.\u003c/p>\n\u003cp>While the Golden Gate Bridge will remain open throughout the extended closure, motorists will not be able to access the bridge from Highway 101 in San Francisco.\u003c/p>\n\u003cp>Motorists are urged to take the San Francisco-Oakland Bay Bridge to avoid the Golden Gate Bridge.\u003c/p>\n\u003cp>The southeast parking lot at the bridge visitors plaza will also be closed between Thursday and Monday, and tour buses will not be allowed to pick up or drop off passengers in that lot.\u003c/p>\n\u003cp>Traffic will still be able to travel on Highway 1 onto 19th Avenue and from Merchant Road to Lincoln Boulevard, but motorists should expect major delays, with the Friday commute hours expected to be particularly backed up.\u003c/p>\n\u003cfigure id=\"attachment_10593358\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/closurequickmap.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/closurequickmap-800x520.jpg\" alt=\"This map shows the scope of the Doyle Drive closure.\" width=\"800\" height=\"520\" class=\"size-medium wp-image-10593358\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/closurequickmap-800x520.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/closurequickmap-400x260.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/closurequickmap-960x624.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/closurequickmap.jpg 989w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">This map shows the scope of the Doyle Drive closure. \u003ccite>(Courtesy of Presidio Parkway Project)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The public is urged to take public transportation instead of driving personal vehicles across the Golden Gate Bridge.\u003c/p>\n\u003cp>Golden Gate Transit bus and Golden Gate Ferry service will be running, but there will be no San Francisco MUNI service at the Golden Gate Bridge during the closure.\u003c/p>\n\u003cp>Golden Gate Transit will run modified weekday service on Friday and will not operate Routes 92 and 93. Some stops will not be served during the closure over the weekend.\u003c/p>\n\u003cp>Golden Gate Ferry will add service throughout the weekend on the Larkspur and Sausalito routes.\u003c/p>\n\u003cp>Additional late-night trips will run on Friday from Larkspur. Additional early-morning and late-night trips from Larkspur will also run on Saturday and Sunday.\u003c/p>\n\u003cp>On Saturday and Sunday, late-night trips will also run from Sausalito. The Giants Ferry will also operate between Larkspur and AT&T Park.\u003c/p>\n\u003cp>Michael Cabanatuan’s story in the \u003ca href=\"http://www.sfgate.com/news/article/Doyle-Drive-closure-opens-golden-era-of-Presidio-6371689.php\" target=\"_blank\" rel=\"noopener\">San Francisco Chronicle\u003c/a> today describes what driving on the new Doyle Drive will be like:\u003c/p>\n\u003cblockquote>\u003cp>It won’t be much like the drive on the old Doyle Drive — and only a little like the temporary roadway in use the past three years — and there’s a whole weekend to get through without no roadway at all.\u003c/p>\n\u003cp>Facing the biggest changes: motorists heading toward the bridge from San Francisco. The beginning of the trip will seem the same, as they’ll get onto Presidio Parkway as they do now, but then almost immediately they will cross a small bridge over what will become an extension of the Crissy Field Marsh — it will feel a bit like a bump.\u003c/p>\n\u003cp>Almost immediately, drivers will speed into the first of two new tunnels, emerge where the temporary bypass once was and make a straight shot uphill, to the second tunnel. Nothing like twisting through the narrow lanes of the old road that often felt dangerously like bumper cars.\u003c/p>\u003c/blockquote>\n\u003cp>Originally constructed in 1936, Doyle Drive was deemed structurally and seismically unsafe, prompting construction of the Presidio Parkway that began in 2009.\u003c/p>\n\u003cp>In 2012, traffic was shifted onto a seismically safe temporary bypass, but after this weekend’s closure, the temporary bypass will no longer be used and will soon be deconstructed.\u003c/p>\n\u003cp>The Presidio Parkway project is expected to be fully completed in 2016.\u003c/p>\n\u003cp>Here’s an overview of the project:\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=q4Kjkw6Wf7k\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This post contains reporting from Bay City News.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Doyle Drive, San Francisco’s historic access road to the Golden Gate Bridge, will be closed to traffic from Thursday until next Monday as crews work on the new Presidio Parkway, \u003ca href=\"http://goldengate.org/news/doyleclosure/doyle-drive-closure-july-2015.php\" target=\"_blank\" rel=\"noopener\">according to\u003c/a> the Golden Gate Bridge Highway and Transportation District.\u003c/p>\n\u003cp>The road will be closed in both directions starting at 10 p.m. Thursday and is scheduled to open to the public at 5 a.m. Monday.\u003c/p>\n\u003cp>During the closure, crews will finalize roadway connections and transfer traffic to the permanent new \u003ca href=\"http://www.presidioparkway.org/\" target=\"_blank\" rel=\"noopener\">Presidio Parkway\u003c/a>.\u003c/p>\n\u003cp>The California Highway Patrol anticipates delays of up to four hours during peak commute periods and is urging drivers to build in extra time or use alternate routes.\u003c/p>\n\u003cp>The parkway features the Main Post and Battery tunnels, which are covered with landscaping to preserve the natural beauty of the Presidio.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The parkway also has new bridges and new ramps that enable easier access to the Presidio and the Marina District, as well as between state Highway 1 and U.S. Highway 101.\u003c/p>\n\u003cp>While the Golden Gate Bridge will remain open throughout the extended closure, motorists will not be able to access the bridge from Highway 101 in San Francisco.\u003c/p>\n\u003cp>Motorists are urged to take the San Francisco-Oakland Bay Bridge to avoid the Golden Gate Bridge.\u003c/p>\n\u003cp>The southeast parking lot at the bridge visitors plaza will also be closed between Thursday and Monday, and tour buses will not be allowed to pick up or drop off passengers in that lot.\u003c/p>\n\u003cp>Traffic will still be able to travel on Highway 1 onto 19th Avenue and from Merchant Road to Lincoln Boulevard, but motorists should expect major delays, with the Friday commute hours expected to be particularly backed up.\u003c/p>\n\u003cfigure id=\"attachment_10593358\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/closurequickmap.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/closurequickmap-800x520.jpg\" alt=\"This map shows the scope of the Doyle Drive closure.\" width=\"800\" height=\"520\" class=\"size-medium wp-image-10593358\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/closurequickmap-800x520.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/closurequickmap-400x260.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/closurequickmap-960x624.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/closurequickmap.jpg 989w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">This map shows the scope of the Doyle Drive closure. \u003ccite>(Courtesy of Presidio Parkway Project)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The public is urged to take public transportation instead of driving personal vehicles across the Golden Gate Bridge.\u003c/p>\n\u003cp>Golden Gate Transit bus and Golden Gate Ferry service will be running, but there will be no San Francisco MUNI service at the Golden Gate Bridge during the closure.\u003c/p>\n\u003cp>Golden Gate Transit will run modified weekday service on Friday and will not operate Routes 92 and 93. Some stops will not be served during the closure over the weekend.\u003c/p>\n\u003cp>Golden Gate Ferry will add service throughout the weekend on the Larkspur and Sausalito routes.\u003c/p>\n\u003cp>Additional late-night trips will run on Friday from Larkspur. Additional early-morning and late-night trips from Larkspur will also run on Saturday and Sunday.\u003c/p>\n\u003cp>On Saturday and Sunday, late-night trips will also run from Sausalito. The Giants Ferry will also operate between Larkspur and AT&T Park.\u003c/p>\n\u003cp>Michael Cabanatuan’s story in the \u003ca href=\"http://www.sfgate.com/news/article/Doyle-Drive-closure-opens-golden-era-of-Presidio-6371689.php\" target=\"_blank\" rel=\"noopener\">San Francisco Chronicle\u003c/a> today describes what driving on the new Doyle Drive will be like:\u003c/p>\n\u003cblockquote>\u003cp>It won’t be much like the drive on the old Doyle Drive — and only a little like the temporary roadway in use the past three years — and there’s a whole weekend to get through without no roadway at all.\u003c/p>\n\u003cp>Facing the biggest changes: motorists heading toward the bridge from San Francisco. The beginning of the trip will seem the same, as they’ll get onto Presidio Parkway as they do now, but then almost immediately they will cross a small bridge over what will become an extension of the Crissy Field Marsh — it will feel a bit like a bump.\u003c/p>\n\u003cp>Almost immediately, drivers will speed into the first of two new tunnels, emerge where the temporary bypass once was and make a straight shot uphill, to the second tunnel. Nothing like twisting through the narrow lanes of the old road that often felt dangerously like bumper cars.\u003c/p>\u003c/blockquote>\n\u003cp>Originally constructed in 1936, Doyle Drive was deemed structurally and seismically unsafe, prompting construction of the Presidio Parkway that began in 2009.\u003c/p>\n\u003cp>In 2012, traffic was shifted onto a seismically safe temporary bypass, but after this weekend’s closure, the temporary bypass will no longer be used and will soon be deconstructed.\u003c/p>\n\u003cp>The Presidio Parkway project is expected to be fully completed in 2016.\u003c/p>\n\u003cp>Here’s an overview of the project:\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/q4Kjkw6Wf7k'\n title='//www.youtube.com/embed/q4Kjkw6Wf7k'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>\u003c/p>\n\u003cp>\u003cem>This post contains reporting from Bay City News.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"tagline": "The flip side of gentrification, told through one town",
"info": "Gentrification is changing cities across America, forcing people from neighborhoods they have long called home. Call them the displaced. Now those priced out of the Bay Area are looking for a better life in an unlikely place. American Suburb follows this migration to one California town along the Delta, 45 miles from San Francisco. But is this once sleepy suburb ready for them?",
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},
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"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
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},
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"order": 8
},
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},
"link": "https://www.cityarts.net",
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"order": 1
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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}
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"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"id": "fresh-air",
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
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"source": "NPR"
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"jerrybrown": {
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"order": 18
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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"link": "/radio/program/latino-usa",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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