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"disqusTitle": "Why San Jose Is Barely in the Black Despite the Tech Boom",
"title": "Why San Jose Is Barely in the Black Despite the Tech Boom",
"headTitle": "Boomtown | News Fix | KQED News",
"content": "\u003cp>In most fire stations across America, you’ll find a fire engine ready to fight fires. But in San Jose, budget cuts forced the Fire Department to mothball a handful of engines. So some stations have trucks that can respond to medical emergencies -- but they can't put out fires.\u003c/p>\n\u003cp>\"If you live in those areas, you see a big red vehicle in the building, and you think, 'Oh, we've got a fire engine here; we're OK,' \" explains San Jose Fire Capt. Sean Kaldor, who is also vice president of IAFF, Local 230. \"The reality is they're not carrying the water it would take to put out a fire, or to stop that fire from spreading in your house.\"\u003c/p>\n\u003cp>[contextly_sidebar id=\"2RvVMonWOFVa4cxqRSnTUYY2mIxMuSLN\"]\u003c/p>\n\u003cp>In fact, two years ago, a house \u003ca href=\"http://www.nbcbayarea.com/news/local/Serial-San-Jose-Arsonist-Sparks-Concerns-About-Fire-Department-Staffing-240190001.html\" target=\"_blank\">across the street from Station 30\u003c/a> burned. While the neighbors yelled at firefighters to do something, all they could do was call for help from other stations.\u003c/p>\n\u003cp>San Jose's under-resourced fire stations provide just one example of the fiscal challenges facing California's third-largest city. San Jose is barely in the black after years of deep deficits and painful cutbacks. Yet all around San Jose, the Silicon Valley boom is pumping unprecedented wealth into the Bay Area. Why is San Jose -- the self-described “Heart of Silicon Valley” -- not riding the economic wave?\u003c/p>\n\u003cfigure id=\"attachment_10585514\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS15947_Sean-Kaldor.JPG-qut.jpg\">\u003cimg class=\"size-medium wp-image-10585514\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS15947_Sean-Kaldor.JPG-qut-800x600.jpg\" alt='Captain Sean Kaldor: \"Nationwide, the best practice for response times is six minutes. In San Jose, we set a response time standard of eight minutes. Nationwide, the standard is to achieve that 90 percent of the time. In San Jose, we set a goal of 80 percent of the time. How are we actually doing? We’re only around 72 percent of the time. And in certain areas, around certain stations, far worse than that.\"' width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15947_Sean-Kaldor.JPG-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15947_Sean-Kaldor.JPG-qut-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15947_Sean-Kaldor.JPG-qut-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15947_Sean-Kaldor.JPG-qut-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15947_Sean-Kaldor.JPG-qut-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15947_Sean-Kaldor.JPG-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">San Jose Fire Captain Sean Kaldor: \"Nationwide, the best practice for response times is six minutes. In San Jose, we set a response time standard of eight minutes. Nationwide, the standard is to achieve that 90 percent of the time. In San Jose, we set a goal of 80 percent of the time. How are we actually doing? We’re only around 68 percent of the time. And in certain areas, around certain stations, far worse than that.\" \u003ccite>(Rachael Myrow/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"In Silicon Valley, in the public sector, we live in a very different world than in the private sector,\" says Mayor Sam Liccardo. \"Many of the employers that drive Silicon Valley innovation and many of the large employers are located just outside our border, and so we don’t get necessarily all the tax revenue from all those companies’ growth.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In other words, being “wealth-adjacent” doesn’t do anything for city coffers.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/213818606\" 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>With 1 million residents, San Jose is the 10th-largest city in the United State, according to the U.S. Census. But each workday, it drops to the equivalent of the 13th-largest city. That's because residents leave San Jose for jobs elsewhere in Silicon Valley.\u003c/p>\n\u003cp>That has negative consequences for the city budget. Take sales taxes, for instance. San Jose pulls in some of the lowest revenues per capita in Santa Clara County. Every business lunch bought in Los Gatos, every pair of hiking boots in Campbell, helps to cement a regional imbalance. The smaller cities are pulling in more sales tax income relative to their population base. That applies to hotel, business, utility and parcel taxes, \u003ca href=\"http://www.lao.ca.gov/reports/2014/finance/local-taxes/voter-approval-032014.aspx\" target=\"_blank\">too\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_10582009\" class=\"wp-caption aligncenter\" style=\"max-width: 728px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/salestax.png\">\u003cimg class=\"size-full wp-image-10582009\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/salestax.png\" alt=\"San Jose is bigger than other Silicon Valley cities. That translates into higher costs for San Jose, even though, as this chart shows, it's not pulling in the same kind of per capita sales tax revenues as other cities in the region are.\" width=\"728\" height=\"495\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/06/salestax.png 728w, https://ww2.kqed.org/app/uploads/sites/10/2015/06/salestax-400x272.png 400w\" sizes=\"(max-width: 728px) 100vw, 728px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">San Jose is bigger than other Silicon Valley cities. That translates into higher costs for San Jose, even though, as this chart shows, it's not pulling in the same kind of per capita sales tax revenues as other cities in the region are. \u003ccite>(Courtesy of San Jose Auditor's Office)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The more taxes a city has coming in, the more money it has to pay for services like police and fire protection. Ideally, a city cultivates a healthy mix of residential, corporate and retail taxes to pay the bills. Here again is where San Jose is out of balance: It's housing-heavy. More housing means more people who draw on city services. And in a post-Proposition 13 era when many property tax bills are more or less frozen in time, that’s a big problem.\u003c/p>\n\u003cp>So how did San Jose get into this budgetary pickle?\u003c/p>\n\u003cp>Most locals start by blaming A.P. “Dutch” Hamann, city manager back in the '50s and '60s. He was the guy who started paving over farmland to create a sprawling suburb in the image of Los Angeles. (Before the city tied itself to the Silicon Valley moniker, the area was \"The Valley of Heart’s Delight.\") This video shows how dramatically the city grew after World War II.\u003c/p>\n\u003cp>[youtube http://www.youtube.com/watch?v=y5sDrsHEtPI]\u003c/p>\n\u003cp>It seemed like a good idea at the time. The \"Greatest Generation\" was raising a bumper crop of baby boomers. Defense firms were hiring locally. And Hamann could count on an ever-growing pot of property taxes because Prop 13 hadn’t passed yet. By the time he left in 1969,\u003ca href=\"http://www.spur.org/publications/article/2013-04-04/shaping-downtown-san-jose\" target=\"_blank\"> San Jose had grown\u003c/a> from 17 to 136 square miles, from 95,000 to roughly half a million.\u003c/p>\n\u003cp>\"He was city manager when it was the Divine Right of Kings-era of city managers,\" says Tom McEnery, mayor through much of the 1980s and the son of \"Big John\" McEnery, who was good friends with Hamann.\u003c/p>\n\u003cp>Hamann wasn’t the last housing-happy bureaucrat. Long after San Jose planners should have known better, they kept paving over not just farmland but factories, warehouses and office complexes in favor of housing, McEnery says.\u003c/p>\n\u003cp>\"Thousands of acres that should have been the tax base for cops, youth workers, firefighters, et cetera, was pretty much gobbled up in a mistaken attempt to satisfy a lot of developers that didn’t deserve to be satisfied in that way,\" he says.\u003c/p>\n\u003cfigure id=\"attachment_10584434\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS15941_280-Traffic-qut.jpg\">\u003cimg class=\"wp-image-10584434 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS15941_280-Traffic-qut-800x600.jpg\" alt=\"From an overpass above 280 at 8:45 a.m. on a weekday, you can see that San Jose is a net exporter of employees.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15941_280-Traffic-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15941_280-Traffic-qut-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15941_280-Traffic-qut-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15941_280-Traffic-qut-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15941_280-Traffic-qut-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15941_280-Traffic-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">From an overpass above I-280 at 8:45 a.m. on a weekday, you can see that San Jose is a net exporter of employees. \u003ccite>(Rachael Myrow/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Jose is now the biggest bedroom community in Silicon Valley, but it didn’t find the right balance to create the tax base it needs today. \u003cem>This\u003c/em> tech boom offers San Jose another chance to get that mix right. Or not.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>This story is one of two exploring San Jose's struggles in the midst of this tech boom. \u003ca href=\"http://ww2.kqed.org/news/2015/07/08/finally-san-jose-starts-to-capitalize-on-tech-boom\" target=\"_blank\">Part 2\u003c/a> looks at how the city is finally beginning to capitalize on the wealth of tech companies expanding across the region.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In most fire stations across America, you’ll find a fire engine ready to fight fires. But in San Jose, budget cuts forced the Fire Department to mothball a handful of engines. So some stations have trucks that can respond to medical emergencies -- but they can't put out fires.\u003c/p>\n\u003cp>\"If you live in those areas, you see a big red vehicle in the building, and you think, 'Oh, we've got a fire engine here; we're OK,' \" explains San Jose Fire Capt. Sean Kaldor, who is also vice president of IAFF, Local 230. \"The reality is they're not carrying the water it would take to put out a fire, or to stop that fire from spreading in your house.\"\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>In fact, two years ago, a house \u003ca href=\"http://www.nbcbayarea.com/news/local/Serial-San-Jose-Arsonist-Sparks-Concerns-About-Fire-Department-Staffing-240190001.html\" target=\"_blank\">across the street from Station 30\u003c/a> burned. While the neighbors yelled at firefighters to do something, all they could do was call for help from other stations.\u003c/p>\n\u003cp>San Jose's under-resourced fire stations provide just one example of the fiscal challenges facing California's third-largest city. San Jose is barely in the black after years of deep deficits and painful cutbacks. Yet all around San Jose, the Silicon Valley boom is pumping unprecedented wealth into the Bay Area. Why is San Jose -- the self-described “Heart of Silicon Valley” -- not riding the economic wave?\u003c/p>\n\u003cfigure id=\"attachment_10585514\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS15947_Sean-Kaldor.JPG-qut.jpg\">\u003cimg class=\"size-medium wp-image-10585514\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS15947_Sean-Kaldor.JPG-qut-800x600.jpg\" alt='Captain Sean Kaldor: \"Nationwide, the best practice for response times is six minutes. In San Jose, we set a response time standard of eight minutes. Nationwide, the standard is to achieve that 90 percent of the time. In San Jose, we set a goal of 80 percent of the time. How are we actually doing? We’re only around 72 percent of the time. And in certain areas, around certain stations, far worse than that.\"' width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15947_Sean-Kaldor.JPG-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15947_Sean-Kaldor.JPG-qut-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15947_Sean-Kaldor.JPG-qut-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15947_Sean-Kaldor.JPG-qut-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15947_Sean-Kaldor.JPG-qut-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15947_Sean-Kaldor.JPG-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">San Jose Fire Captain Sean Kaldor: \"Nationwide, the best practice for response times is six minutes. In San Jose, we set a response time standard of eight minutes. Nationwide, the standard is to achieve that 90 percent of the time. In San Jose, we set a goal of 80 percent of the time. How are we actually doing? We’re only around 68 percent of the time. And in certain areas, around certain stations, far worse than that.\" \u003ccite>(Rachael Myrow/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"In Silicon Valley, in the public sector, we live in a very different world than in the private sector,\" says Mayor Sam Liccardo. \"Many of the employers that drive Silicon Valley innovation and many of the large employers are located just outside our border, and so we don’t get necessarily all the tax revenue from all those companies’ growth.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In other words, being “wealth-adjacent” doesn’t do anything for city coffers.\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/213818606&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/213818606'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>With 1 million residents, San Jose is the 10th-largest city in the United State, according to the U.S. Census. But each workday, it drops to the equivalent of the 13th-largest city. That's because residents leave San Jose for jobs elsewhere in Silicon Valley.\u003c/p>\n\u003cp>That has negative consequences for the city budget. Take sales taxes, for instance. San Jose pulls in some of the lowest revenues per capita in Santa Clara County. Every business lunch bought in Los Gatos, every pair of hiking boots in Campbell, helps to cement a regional imbalance. The smaller cities are pulling in more sales tax income relative to their population base. That applies to hotel, business, utility and parcel taxes, \u003ca href=\"http://www.lao.ca.gov/reports/2014/finance/local-taxes/voter-approval-032014.aspx\" target=\"_blank\">too\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_10582009\" class=\"wp-caption aligncenter\" style=\"max-width: 728px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/salestax.png\">\u003cimg class=\"size-full wp-image-10582009\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/salestax.png\" alt=\"San Jose is bigger than other Silicon Valley cities. That translates into higher costs for San Jose, even though, as this chart shows, it's not pulling in the same kind of per capita sales tax revenues as other cities in the region are.\" width=\"728\" height=\"495\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/06/salestax.png 728w, https://ww2.kqed.org/app/uploads/sites/10/2015/06/salestax-400x272.png 400w\" sizes=\"(max-width: 728px) 100vw, 728px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">San Jose is bigger than other Silicon Valley cities. That translates into higher costs for San Jose, even though, as this chart shows, it's not pulling in the same kind of per capita sales tax revenues as other cities in the region are. \u003ccite>(Courtesy of San Jose Auditor's Office)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The more taxes a city has coming in, the more money it has to pay for services like police and fire protection. Ideally, a city cultivates a healthy mix of residential, corporate and retail taxes to pay the bills. Here again is where San Jose is out of balance: It's housing-heavy. More housing means more people who draw on city services. And in a post-Proposition 13 era when many property tax bills are more or less frozen in time, that’s a big problem.\u003c/p>\n\u003cp>So how did San Jose get into this budgetary pickle?\u003c/p>\n\u003cp>Most locals start by blaming A.P. “Dutch” Hamann, city manager back in the '50s and '60s. He was the guy who started paving over farmland to create a sprawling suburb in the image of Los Angeles. (Before the city tied itself to the Silicon Valley moniker, the area was \"The Valley of Heart’s Delight.\") This video shows how dramatically the city grew after World War II.\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/y5sDrsHEtPI'\n title='//www.youtube.com/embed/y5sDrsHEtPI'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003c/p>\n\u003cp>It seemed like a good idea at the time. The \"Greatest Generation\" was raising a bumper crop of baby boomers. Defense firms were hiring locally. And Hamann could count on an ever-growing pot of property taxes because Prop 13 hadn’t passed yet. By the time he left in 1969,\u003ca href=\"http://www.spur.org/publications/article/2013-04-04/shaping-downtown-san-jose\" target=\"_blank\"> San Jose had grown\u003c/a> from 17 to 136 square miles, from 95,000 to roughly half a million.\u003c/p>\n\u003cp>\"He was city manager when it was the Divine Right of Kings-era of city managers,\" says Tom McEnery, mayor through much of the 1980s and the son of \"Big John\" McEnery, who was good friends with Hamann.\u003c/p>\n\u003cp>Hamann wasn’t the last housing-happy bureaucrat. Long after San Jose planners should have known better, they kept paving over not just farmland but factories, warehouses and office complexes in favor of housing, McEnery says.\u003c/p>\n\u003cp>\"Thousands of acres that should have been the tax base for cops, youth workers, firefighters, et cetera, was pretty much gobbled up in a mistaken attempt to satisfy a lot of developers that didn’t deserve to be satisfied in that way,\" he says.\u003c/p>\n\u003cfigure id=\"attachment_10584434\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS15941_280-Traffic-qut.jpg\">\u003cimg class=\"wp-image-10584434 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS15941_280-Traffic-qut-800x600.jpg\" alt=\"From an overpass above 280 at 8:45 a.m. on a weekday, you can see that San Jose is a net exporter of employees.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15941_280-Traffic-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15941_280-Traffic-qut-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15941_280-Traffic-qut-1440x1080.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15941_280-Traffic-qut-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15941_280-Traffic-qut-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15941_280-Traffic-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">From an overpass above I-280 at 8:45 a.m. on a weekday, you can see that San Jose is a net exporter of employees. \u003ccite>(Rachael Myrow/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Jose is now the biggest bedroom community in Silicon Valley, but it didn’t find the right balance to create the tax base it needs today. \u003cem>This\u003c/em> tech boom offers San Jose another chance to get that mix right. Or not.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cem>This story is one of two exploring San Jose's struggles in the midst of this tech boom. \u003ca href=\"http://ww2.kqed.org/news/2015/07/08/finally-san-jose-starts-to-capitalize-on-tech-boom\" target=\"_blank\">Part 2\u003c/a> looks at how the city is finally beginning to capitalize on the wealth of tech companies expanding across the region.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Parking in San Francisco can be frustrating.\u003c/p>\n\u003cp>In 2010, San Francisco alleviated the pain of hunting for quarters by replacing at least 7,000 coin-only meters with ones capable of taking credit or debit cards. And in February it extended the program. Now every city meter can take a credit card.\u003c/p>\n\u003cp>But that convenience has a cost -- merchant transaction fees. Until now, the San Francisco Municipal Transportation Agency has covered the cost of processing credit and debit cards with federal grant money, as part of the \u003ca href=\"http://sfpark.org/\" target=\"_blank\">SFpark pilo\u003c/a>t. Now it's planning to pass that cost on to the people using the service.\u003c/p>\n\u003cp>At a meeting Tuesday, the agency's board will likely vote to add a 27-cent fee when drivers use a card to pay for a meter.\u003c/p>\n\u003cp>Paul Rose, SFMTA spokesman, says that if the agency had to pay those fees, it would have to draw $47.7 million from its operating budget over the next nine years.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"So what we're doing,\" says Rose, \"is decreasing the transaction fee for pay-by-phone from 45 cents to 27 cents, and increasing transaction fees for credit cards up to 27 cents.\"\u003c/p>\n\u003cp>That way, it's even among those using the no-coin methods.\u003c/p>\n\u003cp>Rose says the SFMTA has gotten positive feedback about the ability to use credit cards to pay meters, and this is just the price of that alternative.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"It's something that we have to do to ensure we can keep moving forward with this option,\" he said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Parking in San Francisco can be frustrating.\u003c/p>\n\u003cp>In 2010, San Francisco alleviated the pain of hunting for quarters by replacing at least 7,000 coin-only meters with ones capable of taking credit or debit cards. And in February it extended the program. Now every city meter can take a credit card.\u003c/p>\n\u003cp>But that convenience has a cost -- merchant transaction fees. Until now, the San Francisco Municipal Transportation Agency has covered the cost of processing credit and debit cards with federal grant money, as part of the \u003ca href=\"http://sfpark.org/\" target=\"_blank\">SFpark pilo\u003c/a>t. Now it's planning to pass that cost on to the people using the service.\u003c/p>\n\u003cp>At a meeting Tuesday, the agency's board will likely vote to add a 27-cent fee when drivers use a card to pay for a meter.\u003c/p>\n\u003cp>Paul Rose, SFMTA spokesman, says that if the agency had to pay those fees, it would have to draw $47.7 million from its operating budget over the next nine years.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"So what we're doing,\" says Rose, \"is decreasing the transaction fee for pay-by-phone from 45 cents to 27 cents, and increasing transaction fees for credit cards up to 27 cents.\"\u003c/p>\n\u003cp>That way, it's even among those using the no-coin methods.\u003c/p>\n\u003cp>Rose says the SFMTA has gotten positive feedback about the ability to use credit cards to pay meters, and this is just the price of that alternative.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"It's something that we have to do to ensure we can keep moving forward with this option,\" he said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Legislators Tackle Transportation, Health Care Funding in Special Sessions",
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"content": "\u003cp>The state budget may be cooked, but discussions over how to fund two of the state's most important government services -- health care services and transportation -- are just heating up in Sacramento.\u003c/p>\n\u003cp>As \u003ca href=\"http://ww2.kqed.org/news/2015/06/16/california-budget-deal-struck-governor-jerry-brown-concedes-little/\" target=\"_blank\">he unveiled a $167.6 billion budget deal\u003c/a> for the fiscal year that began July 1, Gov. Jerry Brown also \u003ca href=\"http://www.gov.ca.gov/news.php?id=19005\" target=\"_blank\">announced two \"extraordinary\" legislative sessions\u003c/a>. Brown wants lawmakers to figure out how to pay for repairs to the state's dismally underfunded roads, bridges and highways, and how to make up for a $1 billion hole in the state's Medi-Cal program that will appear next June.\u003c/p>\n\u003cp>He's also asking the Legislature to come up for more funding to pay for higher Medi-Cal rates paid to doctors, to boost services for the developmentally disabled and to pay for an expansion of in-home care for disabled adults.\u003c/p>\n\u003cp>In announcing the special sessions -- which are limited to those specific subjects and run at the same time as normal legislative business in Sacramento -- Brown said he wanted to separate the two issues from broader budget discussions \"so we can really deal with (them) in a thoughtful way.\"\u003c/p>\n\u003cp>\"We have to find more resources for our health care and also for our roads and bridges, so there's plenty to do,\" he said on June 16 in a state Capitol news conference. \"This is difficult, it involves both Republicans and Democrats ... and one way or another we have to find some solutions.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Lawmakers of both parties agree that the issues at hand are important. Where they disagree is on how to pay for them: Republicans are loath to raise taxes for anything, and believe that all of this should have been dealt with through the normal budget process. (By contrast, Brown and Democratic lawmakers seem happy to push any tax discussions away from the deadline-driven budget discussions.)\u003c/p>\n\u003caside class=\"pullquote alignleft\">'This is difficult, it involves both Republicans and Democrats ... and one way or another we have to find some solutions.' \u003ccite>Gov. Jerry Brown\u003c/cite>\u003c/aside>\n\u003cp>But in order to raise taxes, Democrats will need some Republican votes.\u003c/p>\n\u003cp>Assembly Republican Leader Kristin Olsen (R-Modesto) said the minority party stands ready to engage but isn't thrilled with the process.\u003c/p>\n\u003cp>\"We are very disappointed,\" she said. \"Here we passed a state budget just two weeks ago, and all the issues in these special sessions -- transportation and health care -- should have and could have been addressed at that time.\"\u003c/p>\n\u003cfigure id=\"attachment_10585815\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS15587_BUDGET_43-qut.jpg\">\u003cimg class=\"size-medium wp-image-10585815\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS15587_BUDGET_43-qut-800x533.jpg\" alt=\"Assembly Republican Leader Kristin Olsen discusses the state budget. \" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15587_BUDGET_43-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15587_BUDGET_43-qut-400x267.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15587_BUDGET_43-qut-1440x960.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15587_BUDGET_43-qut-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15587_BUDGET_43-qut-960x640.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15587_BUDGET_43-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Assembly Republican Leader Kristin Olsen discusses the state budget. \u003ccite>(Max Whittaker/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Transportation Needs Staggering\u003c/strong>\u003c/p>\n\u003cp>State officials say California's 50,000 miles of highways and nearly 13,000 state-owned bridges have racked up $59 billion worth of repair needs, after years of declining funding. Annually, they peg that shortfall at about $5.7 billion -- in part because gas tax revenues \u003ca href=\"http://www.latimes.com/local/politics/la-me-pol-brown-roads-20150701-story.html\" target=\"_blank\">have sharply declined\u003c/a> as cars become more fuel-efficient.\u003c/p>\n\u003cp>Democrats say they need to figure out a way to replace that declining revenue. Assembly Speaker Toni Atkins (D-San Diego) \u003ca href=\"http://asmdc.org/speaker/news-room/press-releases/speaker-atkins-announces-transportation-plan-to-help-fix-california-s-future\" target=\"_blank\">rolled out a $2 billion annual proposal in January\u003c/a> that calls, in part, for a \"road user fee\" that her office says would cost most drivers around $52 a year. State Sen. Jim Beall (D-San Jose), chair of the Senate's transportation committee, \u003ca href=\"http://sd15.senate.ca.gov/news/2015-04-15-beall-s-sb-16-paves-way-california-s-future\" target=\"_blank\">wants to raise around $3 billion a year \u003c/a>with a mix of increases to the gas tax, the vehicle license fee and vehicle registration fee. He also wants to charge the owners of zero-emission vehicles $100 a year to use the roads, an idea that Brown's administration has flatly rejected.\u003c/p>\n\u003cp>Olsen and other Republicans say they can find that funding without raising a cent of new taxes. Assembly Republicans \u003ca href=\"http://www.sacbee.com/news/politics-government/capitol-alert/article25642582.html\" target=\"_blank\">unveiled their $6.6 billion annual plan last month\u003c/a>, which includes some items the majority party is unlikely to back. Among those provisions: Taking money from the state's cap-and-trade program aimed at climate change; redirecting $1 billion a year from the state's general fund; laying off 3,500 Caltrans workers whose positions the nonpartisan\u003ca href=\"http://www.lao.ca.gov/reports/2014/budget/capital-outlay/capital-outlay-support-program-051414.pdf\" target=\"_blank\"> Legislative Analyst's Office has suggested are redundant\u003c/a>; and eliminating one-quarter of state government's currently vacant positions.\u003c/p>\n\u003cp>Olsen rejects the notion that the GOP's plan could be untenable to Democrats, saying the Republican caucus worked hard to find a \"realistic, credible plan.\"\u003c/p>\n\u003caside class=\"pullquote alignright\">'We do not need to raise taxes on hard-working Californians to pay for transportation needs.' \u003ccite>Assembly Republican Leader Kristin Olsen\u003c/cite>\u003c/aside>\n\u003cp>\"We do not need to raise taxes on hardworking Californians to pay for transportation needs,\" she said.\u003c/p>\n\u003cp>\u003cstrong>Health Care Funding Drying Up\u003c/strong>\u003c/p>\n\u003cp>Like the gas tax, another key funding source -- a tax levied on the health plans that manage Medi-Cal -- is also drying up. That tax, which nets $1.1 billion a year to help provide care to one-third of the state's residents, will no longer be allowed under federal rules come next June. The federal government wants the state to assess a more broad-based tax that impacts health plans other than just Medi-Cal.\u003c/p>\n\u003cp>But Brown has also rolled a few other hot-button issues into this special session: The ongoing debate over\u003ca href=\"http://www.mercurynews.com/opinion/ci_28109334/mercury-news-editorial-california-must-raise-medi-cal\" target=\"_blank\"> Medi-Cal reimbursement rates\u003c/a>; the \u003ca href=\"http://www.dailydemocrat.com/general-news/20150610/developmentally-disabled-to-lose-programs-if-state-budget-remains-stagnant\" target=\"_blank\">shortfall in developmental disability service funding \u003c/a>created by cuts made during the depth of the recession; and increasing funding for the state's in-home care program for the blind, disabled and elderly. In the budget he signed last month, Brown\u003ca href=\"http://www.beyondchron.org/in-home-care-recipients-cautiously-applaud-new-budget/\" target=\"_blank\"> included a one-year restoration of cuts made to in-home supportive services during the recession\u003c/a>, but said that the Legislature needs to figure out a long-term funding stream to make that 7 percent boost permanent.\u003c/p>\n\u003cp>Olsen said Republicans are still studying the health care issue but reiterated their opposition to raising taxes \"for priorities that should have been covered in the budget.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The special sessions began last month, and informational hearings have already begun -- but the hard work isn't expected to begin until late August.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The state budget may be cooked, but discussions over how to fund two of the state's most important government services -- health care services and transportation -- are just heating up in Sacramento.\u003c/p>\n\u003cp>As \u003ca href=\"http://ww2.kqed.org/news/2015/06/16/california-budget-deal-struck-governor-jerry-brown-concedes-little/\" target=\"_blank\">he unveiled a $167.6 billion budget deal\u003c/a> for the fiscal year that began July 1, Gov. Jerry Brown also \u003ca href=\"http://www.gov.ca.gov/news.php?id=19005\" target=\"_blank\">announced two \"extraordinary\" legislative sessions\u003c/a>. Brown wants lawmakers to figure out how to pay for repairs to the state's dismally underfunded roads, bridges and highways, and how to make up for a $1 billion hole in the state's Medi-Cal program that will appear next June.\u003c/p>\n\u003cp>He's also asking the Legislature to come up for more funding to pay for higher Medi-Cal rates paid to doctors, to boost services for the developmentally disabled and to pay for an expansion of in-home care for disabled adults.\u003c/p>\n\u003cp>In announcing the special sessions -- which are limited to those specific subjects and run at the same time as normal legislative business in Sacramento -- Brown said he wanted to separate the two issues from broader budget discussions \"so we can really deal with (them) in a thoughtful way.\"\u003c/p>\n\u003cp>\"We have to find more resources for our health care and also for our roads and bridges, so there's plenty to do,\" he said on June 16 in a state Capitol news conference. \"This is difficult, it involves both Republicans and Democrats ... and one way or another we have to find some solutions.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Lawmakers of both parties agree that the issues at hand are important. Where they disagree is on how to pay for them: Republicans are loath to raise taxes for anything, and believe that all of this should have been dealt with through the normal budget process. (By contrast, Brown and Democratic lawmakers seem happy to push any tax discussions away from the deadline-driven budget discussions.)\u003c/p>\n\u003caside class=\"pullquote alignleft\">'This is difficult, it involves both Republicans and Democrats ... and one way or another we have to find some solutions.' \u003ccite>Gov. Jerry Brown\u003c/cite>\u003c/aside>\n\u003cp>But in order to raise taxes, Democrats will need some Republican votes.\u003c/p>\n\u003cp>Assembly Republican Leader Kristin Olsen (R-Modesto) said the minority party stands ready to engage but isn't thrilled with the process.\u003c/p>\n\u003cp>\"We are very disappointed,\" she said. \"Here we passed a state budget just two weeks ago, and all the issues in these special sessions -- transportation and health care -- should have and could have been addressed at that time.\"\u003c/p>\n\u003cfigure id=\"attachment_10585815\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS15587_BUDGET_43-qut.jpg\">\u003cimg class=\"size-medium wp-image-10585815\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS15587_BUDGET_43-qut-800x533.jpg\" alt=\"Assembly Republican Leader Kristin Olsen discusses the state budget. \" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15587_BUDGET_43-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15587_BUDGET_43-qut-400x267.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15587_BUDGET_43-qut-1440x960.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15587_BUDGET_43-qut-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15587_BUDGET_43-qut-960x640.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS15587_BUDGET_43-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Assembly Republican Leader Kristin Olsen discusses the state budget. \u003ccite>(Max Whittaker/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Transportation Needs Staggering\u003c/strong>\u003c/p>\n\u003cp>State officials say California's 50,000 miles of highways and nearly 13,000 state-owned bridges have racked up $59 billion worth of repair needs, after years of declining funding. Annually, they peg that shortfall at about $5.7 billion -- in part because gas tax revenues \u003ca href=\"http://www.latimes.com/local/politics/la-me-pol-brown-roads-20150701-story.html\" target=\"_blank\">have sharply declined\u003c/a> as cars become more fuel-efficient.\u003c/p>\n\u003cp>Democrats say they need to figure out a way to replace that declining revenue. Assembly Speaker Toni Atkins (D-San Diego) \u003ca href=\"http://asmdc.org/speaker/news-room/press-releases/speaker-atkins-announces-transportation-plan-to-help-fix-california-s-future\" target=\"_blank\">rolled out a $2 billion annual proposal in January\u003c/a> that calls, in part, for a \"road user fee\" that her office says would cost most drivers around $52 a year. State Sen. Jim Beall (D-San Jose), chair of the Senate's transportation committee, \u003ca href=\"http://sd15.senate.ca.gov/news/2015-04-15-beall-s-sb-16-paves-way-california-s-future\" target=\"_blank\">wants to raise around $3 billion a year \u003c/a>with a mix of increases to the gas tax, the vehicle license fee and vehicle registration fee. He also wants to charge the owners of zero-emission vehicles $100 a year to use the roads, an idea that Brown's administration has flatly rejected.\u003c/p>\n\u003cp>Olsen and other Republicans say they can find that funding without raising a cent of new taxes. Assembly Republicans \u003ca href=\"http://www.sacbee.com/news/politics-government/capitol-alert/article25642582.html\" target=\"_blank\">unveiled their $6.6 billion annual plan last month\u003c/a>, which includes some items the majority party is unlikely to back. Among those provisions: Taking money from the state's cap-and-trade program aimed at climate change; redirecting $1 billion a year from the state's general fund; laying off 3,500 Caltrans workers whose positions the nonpartisan\u003ca href=\"http://www.lao.ca.gov/reports/2014/budget/capital-outlay/capital-outlay-support-program-051414.pdf\" target=\"_blank\"> Legislative Analyst's Office has suggested are redundant\u003c/a>; and eliminating one-quarter of state government's currently vacant positions.\u003c/p>\n\u003cp>Olsen rejects the notion that the GOP's plan could be untenable to Democrats, saying the Republican caucus worked hard to find a \"realistic, credible plan.\"\u003c/p>\n\u003caside class=\"pullquote alignright\">'We do not need to raise taxes on hard-working Californians to pay for transportation needs.' \u003ccite>Assembly Republican Leader Kristin Olsen\u003c/cite>\u003c/aside>\n\u003cp>\"We do not need to raise taxes on hardworking Californians to pay for transportation needs,\" she said.\u003c/p>\n\u003cp>\u003cstrong>Health Care Funding Drying Up\u003c/strong>\u003c/p>\n\u003cp>Like the gas tax, another key funding source -- a tax levied on the health plans that manage Medi-Cal -- is also drying up. That tax, which nets $1.1 billion a year to help provide care to one-third of the state's residents, will no longer be allowed under federal rules come next June. The federal government wants the state to assess a more broad-based tax that impacts health plans other than just Medi-Cal.\u003c/p>\n\u003cp>But Brown has also rolled a few other hot-button issues into this special session: The ongoing debate over\u003ca href=\"http://www.mercurynews.com/opinion/ci_28109334/mercury-news-editorial-california-must-raise-medi-cal\" target=\"_blank\"> Medi-Cal reimbursement rates\u003c/a>; the \u003ca href=\"http://www.dailydemocrat.com/general-news/20150610/developmentally-disabled-to-lose-programs-if-state-budget-remains-stagnant\" target=\"_blank\">shortfall in developmental disability service funding \u003c/a>created by cuts made during the depth of the recession; and increasing funding for the state's in-home care program for the blind, disabled and elderly. In the budget he signed last month, Brown\u003ca href=\"http://www.beyondchron.org/in-home-care-recipients-cautiously-applaud-new-budget/\" target=\"_blank\"> included a one-year restoration of cuts made to in-home supportive services during the recession\u003c/a>, but said that the Legislature needs to figure out a long-term funding stream to make that 7 percent boost permanent.\u003c/p>\n\u003cp>Olsen said Republicans are still studying the health care issue but reiterated their opposition to raising taxes \"for priorities that should have been covered in the budget.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The special sessions began last month, and informational hearings have already begun -- but the hard work isn't expected to begin until late August.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco Stolen Car Towing Fees Would Drop Under New Proposal",
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"content": "\u003cp>Some insult could drop off the injury of having a car stolen and then recovered in San Francisco, under a new tow fee scheme before the city's Board of Supervisors.\u003c/p>\n\u003cp>The city's current system allows a car-theft victim 20 minutes to get his or her car from the street where police find it. If they can't get there, car owners are charged close to $500, according to Paul Rose, spokesman for the San Francisco Municipal Transportation Agency. That charge includes a $263 SFMTA towing fee and a $220.75 contractor's towing fee.\u003c/p>\n\u003cp>Then, the unfortunate theft victim gets a four-hour window before the contractor's storage fee starts charging -- that's $57.25 for the first day and $66.75 for each day after that.\u003c/p>\n\u003cp>\"You’re already victimized once when your car is stolen, and then to be effectively victimized again, it just struck me as unfair,\" said the proposal's author, Supervisor Scott Wiener. \"It’s also an economic justice issue because for people who are lower income, their car might be their lifeline to get to work, and if they can’t afford to get their car out of the towing yard, that’s a huge hardship.\"\u003c/p>\n\u003caside class=\"alignright\">\u003ca href=\"http://ww2.kqed.org/news/series/baycurious\" target=\"_blank\">\u003cimg class=\" aligncenter\" style=\"margin-bottom: 10px\" src=\"http://u.s.kqed.net/2015/04/20/baycurious.png\" alt=\"\">\u003c/a>\n\u003ch3 style=\"text-align: center\">\u003ca href=\"http://ww2.kqed.org/news/2015/06/02/why-is-towing-so-expensive-in-san-francisco\" target=\"_blank\">Why is Towing in S.F. So Expensive?\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"http://ww2.kqed.org/news/2015/06/02/why-is-towing-so-expensive-in-san-francisco\" target=\"_blank\">\u003cimg class=\" size-thumbnail wp-image-10575939 aligncenter\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/mini_tow2-400x296.jpg\" alt=\"mini_tow2\" width=\"400\" height=\"296\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/06/mini_tow2-400x296.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/06/mini_tow2-800x593.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/06/mini_tow2-1180x874.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/06/mini_tow2-960x711.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/06/mini_tow2.jpg 1280w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003c/figure>\n\u003cp>Learn more about San Francisco's pricy towing from KQED's listener-driven series, Bay Curious.\u003c/p>\n\u003c/aside>\n\u003cp>The \u003ca href=\"https://www.nicb.org/newsroom/nicb_campaigns/hot_spots/hot-spots-2014\" target=\"_blank\">National Insurance Crime Bureau awarded\u003c/a> the Bay Area the dubious distinction of having the \u003ca href=\"http://www.bloomberg.com/news/articles/2015-06-24/watch-my-car-san-francisco-has-greatest-risk-for-auto-thefts\" target=\"_blank\">highest auto theft rate\u003c/a> in the nation Tuesday, with 29,093 reported thefts in 2014. Any of those cars recovered by San Francisco police would likely be wrapped into the city's \u003ca href=\"http://ww2.kqed.org/news/2015/06/02/why-is-towing-so-expensive-in-san-francisco\" target=\"_blank\">infamously high towing fees\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Wiener says some of them are unavoidable.\u003c/p>\n\u003cp>\"The cost of doing business is more expensive in San Francisco,\" Wiener said, citing high labor and rent costs for the city's towing vendor, Auto Return. \"It’s not surprising that there are higher costs, which leads to higher charges. We should always be looking at ways that we can have a system that has enough of a disincentive so that people avoid having their cars towed, but isn’t punitive.\"\u003c/p>\n\u003cp>Enter the less punitive scheme before the Board of Supervisors. The proposed eight-month extension to the city's contract with Auto Return would waive all of the initial fees for San Francisco residents. Residents of other cities, who may have had their cars stolen elsewhere and dumped in San Francisco, would pay just $133 -- half of the city's towing fee -- and the rest would be waived.\u003c/p>\n\u003cp>Residents of the city would get a full 48-hour grace period before the new $68.25 daily fee would start to accrue, and nonresidents would get 24 hours.\u003c/p>\n\u003cp>\"I would ideally like to see the window a little bit longer, a little bit more relief,\" Wiener said, \"but there are also revenue impacts to our transportation agency when we reduce fees, and so we’re trying to balance that.\"\u003c/p>\n\u003cp>Rose said the SFMTA expected to lose between $200,000 and $300,000 over the proposed eight-month contract extension -- not a huge hit for the agency's approximately $1 billion budget.\u003c/p>\n\u003cp>\"We will have to work to cover those costs, but it is something that we are working with the Board of Supervisors and Auto Return to implement,\" he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A spokeswoman with the San Francisco Transit Riders Union said the group is generally against reductions to the MTA's budget that favor car owners, but the group does not know enough about the proposal to comment on it directly.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Some insult could drop off the injury of having a car stolen and then recovered in San Francisco, under a new tow fee scheme before the city's Board of Supervisors.\u003c/p>\n\u003cp>The city's current system allows a car-theft victim 20 minutes to get his or her car from the street where police find it. If they can't get there, car owners are charged close to $500, according to Paul Rose, spokesman for the San Francisco Municipal Transportation Agency. That charge includes a $263 SFMTA towing fee and a $220.75 contractor's towing fee.\u003c/p>\n\u003cp>Then, the unfortunate theft victim gets a four-hour window before the contractor's storage fee starts charging -- that's $57.25 for the first day and $66.75 for each day after that.\u003c/p>\n\u003cp>\"You’re already victimized once when your car is stolen, and then to be effectively victimized again, it just struck me as unfair,\" said the proposal's author, Supervisor Scott Wiener. \"It’s also an economic justice issue because for people who are lower income, their car might be their lifeline to get to work, and if they can’t afford to get their car out of the towing yard, that’s a huge hardship.\"\u003c/p>\n\u003caside class=\"alignright\">\u003ca href=\"http://ww2.kqed.org/news/series/baycurious\" target=\"_blank\">\u003cimg class=\" aligncenter\" style=\"margin-bottom: 10px\" src=\"http://u.s.kqed.net/2015/04/20/baycurious.png\" alt=\"\">\u003c/a>\n\u003ch3 style=\"text-align: center\">\u003ca href=\"http://ww2.kqed.org/news/2015/06/02/why-is-towing-so-expensive-in-san-francisco\" target=\"_blank\">Why is Towing in S.F. So Expensive?\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"http://ww2.kqed.org/news/2015/06/02/why-is-towing-so-expensive-in-san-francisco\" target=\"_blank\">\u003cimg class=\" size-thumbnail wp-image-10575939 aligncenter\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/mini_tow2-400x296.jpg\" alt=\"mini_tow2\" width=\"400\" height=\"296\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/06/mini_tow2-400x296.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/06/mini_tow2-800x593.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/06/mini_tow2-1180x874.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/06/mini_tow2-960x711.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/06/mini_tow2.jpg 1280w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003c/figure>\n\u003cp>Learn more about San Francisco's pricy towing from KQED's listener-driven series, Bay Curious.\u003c/p>\n\u003c/aside>\n\u003cp>The \u003ca href=\"https://www.nicb.org/newsroom/nicb_campaigns/hot_spots/hot-spots-2014\" target=\"_blank\">National Insurance Crime Bureau awarded\u003c/a> the Bay Area the dubious distinction of having the \u003ca href=\"http://www.bloomberg.com/news/articles/2015-06-24/watch-my-car-san-francisco-has-greatest-risk-for-auto-thefts\" target=\"_blank\">highest auto theft rate\u003c/a> in the nation Tuesday, with 29,093 reported thefts in 2014. Any of those cars recovered by San Francisco police would likely be wrapped into the city's \u003ca href=\"http://ww2.kqed.org/news/2015/06/02/why-is-towing-so-expensive-in-san-francisco\" target=\"_blank\">infamously high towing fees\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Wiener says some of them are unavoidable.\u003c/p>\n\u003cp>\"The cost of doing business is more expensive in San Francisco,\" Wiener said, citing high labor and rent costs for the city's towing vendor, Auto Return. \"It’s not surprising that there are higher costs, which leads to higher charges. We should always be looking at ways that we can have a system that has enough of a disincentive so that people avoid having their cars towed, but isn’t punitive.\"\u003c/p>\n\u003cp>Enter the less punitive scheme before the Board of Supervisors. The proposed eight-month extension to the city's contract with Auto Return would waive all of the initial fees for San Francisco residents. Residents of other cities, who may have had their cars stolen elsewhere and dumped in San Francisco, would pay just $133 -- half of the city's towing fee -- and the rest would be waived.\u003c/p>\n\u003cp>Residents of the city would get a full 48-hour grace period before the new $68.25 daily fee would start to accrue, and nonresidents would get 24 hours.\u003c/p>\n\u003cp>\"I would ideally like to see the window a little bit longer, a little bit more relief,\" Wiener said, \"but there are also revenue impacts to our transportation agency when we reduce fees, and so we’re trying to balance that.\"\u003c/p>\n\u003cp>Rose said the SFMTA expected to lose between $200,000 and $300,000 over the proposed eight-month contract extension -- not a huge hit for the agency's approximately $1 billion budget.\u003c/p>\n\u003cp>\"We will have to work to cover those costs, but it is something that we are working with the Board of Supervisors and Auto Return to implement,\" he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A spokeswoman with the San Francisco Transit Riders Union said the group is generally against reductions to the MTA's budget that favor car owners, but the group does not know enough about the proposal to comment on it directly.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Who Wants to Design a Hyperloop for Elon Musk?",
"title": "Who Wants to Design a Hyperloop for Elon Musk?",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>It's been two years since Elon Musk of \u003ca href=\"http://www.teslamotors.com/\" target=\"_blank\">Tesla Motors \u003c/a>and \u003ca href=\"http://www.spacex.com/\" target=\"_blank\">SpaceX\u003c/a> fame unveiled his concept for a \u003ca href=\"http://www.spacex.com/hyperloop\" target=\"_blank\">Hyperloop\u003c/a>, a high-speed vacuum tube of sorts that would whisk travelers between Los Angeles and San Francisco at speeds up to 760 mph. Turns out he's hoping somebody else will come up with the blueprints -- and there are people game to do it, too.\u003c/p>\n\u003cp>Who would want to get knee-deep into development of open source –- i.e., free to the public -- plans for a company that has no intention of commercially developing the end product?\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/210927419\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /] \u003c/p>\n\u003cp>The \u003ca href=\"http://www.spacex.com/sites/spacex/files/spacex_hyperloop_pod_competition.pdf\" target=\"_blank\">SpaceX Hyperloop Pod Competition\u003c/a> suggests an answer: the kind of people galvanized by the prospect of a modern-day moonshot, knowing the work could have practical applications well beyond the initial product.\u003c/p>\n\u003caside class=\"pullquote alignright\">A latter-day moonshot designed to move travelers from Los Angeles to San Francisco -- or the other way -- in half an hour.\u003c/aside>\n\u003cp>USC professor \u003ca href=\"http://gapp.usc.edu/about/faculty/geoff-spedding\" target=\"_blank\">Geoffrey Spedding\u003c/a> is putting a team together from multiple engineering disciplines. The aerospace and mechanical engineer says Silicon Valley has turned its creative attention from moving data around to moving mass.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Cars and, well, Hyperloops and unmanned air vehicles and all kinds of things like that, which, in my opinion, will spur a whole new, exciting revolution,\" Spedding says.\u003c/p>\n\u003cp>Teams will sign up in September, submit final designs in December and then present their ideas in person in January to a panel of university professors and engineers from SpaceX and Tesla. Then the contestants and their pods face off on a 1-mile test track somewhere near SpaceX headquarters in the Los Angeles suburb of Hawthorne. (How one is able to demonstrate high speeds on a 1-mile track is a big open question.) \u003c/p>\n\u003cp>The company may also build its own demonstration pod -- but it won't be eligible to win. It's \u003ca href=\"http://www.hollywoodreporter.com/gallery/inside-hyperloops-top-secret-la-802560/9-white-coats-abound\" target=\"_blank\">already developing\u003c/a> technology at its offices.\u003c/p>\n\u003cp>More details of the competition will be released in August. Texas A&M University will host the January design event, where teams will get feedback and companies can connect with the ones they want to sponsor.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=3ms3pHE9aCU\u003c/p>\n\u003cp>In recent months, a handful of independent startups \u003ca href=\"http://news.nationalgeographic.com/energy/2015/06/150602-Musk-sonic-hyperloop-gets-California-stretch/\" target=\"_blank\">have started\u003c/a> working on the project, including \u003ca href=\"http://hyperlooptech.com/\" target=\"_blank\">Hyperloop Technologies\u003c/a>, which has leased warehouse space in downtown Los Angeles.\u003c/p>\n\u003cp>Professor Spedding says he can see the obvious appeal of the competition for students, but companies ... not so much. Not when the ideas will all be open source. \"They’re not going to make any money if it’s all public property.\"\u003c/p>\n\u003cp>Maybe, maybe not. When he first introduced his Hyperloop design in 2013, Musk said he was \"\u003ca href=\"http://www.spacex.com/hyperloopalpha\" target=\"_blank\">disappointed\u003c/a>\" with \u003ca href=\"http://www.hsr.ca.gov/\" target=\"_blank\">California high-speed rail\u003c/a>. But that line is already under construction, and its survival arguably has more to do with politics than engineering -- even if it is not anticipated to reach speeds far beyond 200 miles an hour.\u003c/p>\n\u003cp>The political viability of an unsolicited alternative may be close to nil, but would-be inventors are betting the contest can expose them to potential investors and the media. After all, when Elon Musk muses, the rest of the world pays attention. It's also a compelling line of scientific inquiry.\u003c/p>\n\u003cp>Professor Spedding said he was initially skeptical of Musk's proposal, but then he read the position paper. \"He's thought about this from a fundamental point of view. I wouldn't say that I'm a born-again believer, but I think there's sufficient analysis already been done to merit further investigation.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Spedding's not worried, just yet, about practical application in any sense other than engineering. \"If and only if the engineering makes sense, then we can start to think seriously about the other aspects. Nothing is going to work unless the engineering works.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It's been two years since Elon Musk of \u003ca href=\"http://www.teslamotors.com/\" target=\"_blank\">Tesla Motors \u003c/a>and \u003ca href=\"http://www.spacex.com/\" target=\"_blank\">SpaceX\u003c/a> fame unveiled his concept for a \u003ca href=\"http://www.spacex.com/hyperloop\" target=\"_blank\">Hyperloop\u003c/a>, a high-speed vacuum tube of sorts that would whisk travelers between Los Angeles and San Francisco at speeds up to 760 mph. Turns out he's hoping somebody else will come up with the blueprints -- and there are people game to do it, too.\u003c/p>\n\u003cp>Who would want to get knee-deep into development of open source –- i.e., free to the public -- plans for a company that has no intention of commercially developing the end product?\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/210927419&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/210927419'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp> \u003c/p>\n\u003cp>The \u003ca href=\"http://www.spacex.com/sites/spacex/files/spacex_hyperloop_pod_competition.pdf\" target=\"_blank\">SpaceX Hyperloop Pod Competition\u003c/a> suggests an answer: the kind of people galvanized by the prospect of a modern-day moonshot, knowing the work could have practical applications well beyond the initial product.\u003c/p>\n\u003caside class=\"pullquote alignright\">A latter-day moonshot designed to move travelers from Los Angeles to San Francisco -- or the other way -- in half an hour.\u003c/aside>\n\u003cp>USC professor \u003ca href=\"http://gapp.usc.edu/about/faculty/geoff-spedding\" target=\"_blank\">Geoffrey Spedding\u003c/a> is putting a team together from multiple engineering disciplines. The aerospace and mechanical engineer says Silicon Valley has turned its creative attention from moving data around to moving mass.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Cars and, well, Hyperloops and unmanned air vehicles and all kinds of things like that, which, in my opinion, will spur a whole new, exciting revolution,\" Spedding says.\u003c/p>\n\u003cp>Teams will sign up in September, submit final designs in December and then present their ideas in person in January to a panel of university professors and engineers from SpaceX and Tesla. Then the contestants and their pods face off on a 1-mile test track somewhere near SpaceX headquarters in the Los Angeles suburb of Hawthorne. (How one is able to demonstrate high speeds on a 1-mile track is a big open question.) \u003c/p>\n\u003cp>The company may also build its own demonstration pod -- but it won't be eligible to win. It's \u003ca href=\"http://www.hollywoodreporter.com/gallery/inside-hyperloops-top-secret-la-802560/9-white-coats-abound\" target=\"_blank\">already developing\u003c/a> technology at its offices.\u003c/p>\n\u003cp>More details of the competition will be released in August. Texas A&M University will host the January design event, where teams will get feedback and companies can connect with the ones they want to sponsor.\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/3ms3pHE9aCU'\n title='//www.youtube.com/embed/3ms3pHE9aCU'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>In recent months, a handful of independent startups \u003ca href=\"http://news.nationalgeographic.com/energy/2015/06/150602-Musk-sonic-hyperloop-gets-California-stretch/\" target=\"_blank\">have started\u003c/a> working on the project, including \u003ca href=\"http://hyperlooptech.com/\" target=\"_blank\">Hyperloop Technologies\u003c/a>, which has leased warehouse space in downtown Los Angeles.\u003c/p>\n\u003cp>Professor Spedding says he can see the obvious appeal of the competition for students, but companies ... not so much. Not when the ideas will all be open source. \"They’re not going to make any money if it’s all public property.\"\u003c/p>\n\u003cp>Maybe, maybe not. When he first introduced his Hyperloop design in 2013, Musk said he was \"\u003ca href=\"http://www.spacex.com/hyperloopalpha\" target=\"_blank\">disappointed\u003c/a>\" with \u003ca href=\"http://www.hsr.ca.gov/\" target=\"_blank\">California high-speed rail\u003c/a>. But that line is already under construction, and its survival arguably has more to do with politics than engineering -- even if it is not anticipated to reach speeds far beyond 200 miles an hour.\u003c/p>\n\u003cp>The political viability of an unsolicited alternative may be close to nil, but would-be inventors are betting the contest can expose them to potential investors and the media. After all, when Elon Musk muses, the rest of the world pays attention. It's also a compelling line of scientific inquiry.\u003c/p>\n\u003cp>Professor Spedding said he was initially skeptical of Musk's proposal, but then he read the position paper. \"He's thought about this from a fundamental point of view. I wouldn't say that I'm a born-again believer, but I think there's sufficient analysis already been done to merit further investigation.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Spedding's not worried, just yet, about practical application in any sense other than engineering. \"If and only if the engineering makes sense, then we can start to think seriously about the other aspects. Nothing is going to work unless the engineering works.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "California Labor Ruling: Uber Driver Was an Employee, Not a Contractor",
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"content": "\u003cp>\u003cem>\u003cstrong>Note: \u003c/strong>This post has been updated to clarify that a state agency's ruling applies immediately to just one Uber driver and to include a statement from the ride-service company. \u003c/em>\u003c/p>\n\u003cp>The California Labor Commission has issued a ruling (\u003ca href=\"#ubervberwick\">embedded below\u003c/a>) declaring that a San Francisco woman who drove for Uber should be classified as an employee, not an independent contractor.\u003c/p>\n\u003cp>Uber is appealing the ruling, which, if extended to other drivers, could undercut its potential profits as it continues to expand worldwide. The ride-hailing service now operates in hundreds of cities in the United States and 56 other countries. Its rapid growth has won the company more than $1 billion investment and a valuation reported at $40 billion to $50 billion.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/210830052\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>The Labor Commission issued its decision earlier this month in the case of a San Francisco woman, Barbara Ann Berwick, who sued the company for back wages after driving for the service for about two months in 2014.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In awarding Berwick $4,000 in back wages and interest, a commission hearing officer essentially dismissed Uber's argument that it's merely a platform that allows passengers to connect with drivers -- a private transaction, the company says -- and that it exerts no control over drivers' hours.\u003c/p>\n\u003cp>Hearing officer Stephanie Barrett wrote:\u003c/p>\n\u003cblockquote>\u003cp>Defendants hold themselves out as nothing more than a neutral technological platform, designed simply to engage drivers and passengers to transact the business of transportation. The reality, however, is that defendants are involved in every aspect of the operation. Defendants vet prospective drivers, who must provide to defendants their personal banking and residence information, as well as their Social Security Number. Drivers cannot use defendants' application unless they pass defendants' background and DMV checks.\u003c/p>\u003c/blockquote>\n\u003cp>The ruling goes on to note that Uber:\u003c/p>\n\u003cul>\n\u003cli>Controls the tools its drivers use.\u003c/li>\n\u003cli>Sets prices and cancellation fees for passengers and payments to drivers.\u003c/li>\n\u003cli>Provides the smartphone app that makes the ride-service work possible.\u003c/li>\n\u003c/ul>\n\u003cp>The ruling also contains a somewhat ironic note. It cites a California Court of Appeal ruling in comparing Uber, which has railed against the evils of the taxicab industry that it is replacing, to -- yes, traditional cab companies. The cited passage, from Yellow Cab Cooperative v. Workers Compensation Appeals Board, a 1991 case:\u003c/p>\n\u003cblockquote>\u003cp>Although some of the factors in this case can be indicative of the workers being independent contractors, the overriding factor is that the persons performing the work are not engaged in occupations or businesses distinct from that of the [defendants]. Rather, their work is the basis for [defendants'] business. [Defendants] obtain the clients who are in need of delivery services and provides the workers who conduct the service on behalf of [defendants]. In addition, even though there is an absence of control over the details, an employee-employer relationship will be found if the [defendants] retain pervasive control over the operation as a whole, the worker's duties are an integral part of the operation, and the nature of the work makes detailed control unnecessary.\u003c/p>\u003c/blockquote>\n\u003cp>Reuters first reported the Labor Commission ruling and implied that it applied to all Uber drivers (for the record, so did our original post). That prompted the following statement from an Uber spokesperson:\u003c/p>\n\u003cblockquote>\u003cp>Reuters’ original headline was not accurate. The California Labor Commission’s ruling is non-binding and applies to a single driver. Indeed it is contrary to a previous ruling by the same commission, which concluded in 2012 that the driver ‘performed services as an independent contractor, and not as a bona fide employee.’ Five other states have also come to the same conclusion. It’s important to remember that the number one reason drivers choose to use Uber is because they have complete flexibility and control. The majority of them can and do choose to earn their living from multiple sources, including other ride sharing companies.\u003c/p>\u003c/blockquote>\n\u003cp>The Berwick case is just one of \u003ca href=\"http://www.bloomberg.com/news/articles/2015-01-30/uber-drivers-may-have-employee-status-judge-says\" target=\"_blank\">a number of legal actions\u003c/a> launched against Uber and competitor Lyft (and \u003ca href=\"http://www.washingtonpost.com/blogs/wonkblog/wp/2015/03/13/no-driver-lawsuits-wont-destroy-the-uber-for-x-business-model/\" target=\"_blank\">other \"on-demand economy\" startups\u003c/a>) over whether workers should be classified as independent contractor or employees.\u003c/p>\n\u003cp>\u003ca id=\"ubervberwick\">\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe class=\"scribd_iframe_embed\" src=\"https://www.scribd.com/embeds/268947090/content?start_page=1&view_mode=scroll&show_recommendations=true\" data-auto-height=\"false\" data-aspect-ratio=\"undefined\" scrolling=\"no\" id=\"doc_46266\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>\u003cstrong>Note: \u003c/strong>This post has been updated to clarify that a state agency's ruling applies immediately to just one Uber driver and to include a statement from the ride-service company. \u003c/em>\u003c/p>\n\u003cp>The California Labor Commission has issued a ruling (\u003ca href=\"#ubervberwick\">embedded below\u003c/a>) declaring that a San Francisco woman who drove for Uber should be classified as an employee, not an independent contractor.\u003c/p>\n\u003cp>Uber is appealing the ruling, which, if extended to other drivers, could undercut its potential profits as it continues to expand worldwide. The ride-hailing service now operates in hundreds of cities in the United States and 56 other countries. Its rapid growth has won the company more than $1 billion investment and a valuation reported at $40 billion to $50 billion.\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/210830052&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/210830052'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The Labor Commission issued its decision earlier this month in the case of a San Francisco woman, Barbara Ann Berwick, who sued the company for back wages after driving for the service for about two months in 2014.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In awarding Berwick $4,000 in back wages and interest, a commission hearing officer essentially dismissed Uber's argument that it's merely a platform that allows passengers to connect with drivers -- a private transaction, the company says -- and that it exerts no control over drivers' hours.\u003c/p>\n\u003cp>Hearing officer Stephanie Barrett wrote:\u003c/p>\n\u003cblockquote>\u003cp>Defendants hold themselves out as nothing more than a neutral technological platform, designed simply to engage drivers and passengers to transact the business of transportation. The reality, however, is that defendants are involved in every aspect of the operation. Defendants vet prospective drivers, who must provide to defendants their personal banking and residence information, as well as their Social Security Number. Drivers cannot use defendants' application unless they pass defendants' background and DMV checks.\u003c/p>\u003c/blockquote>\n\u003cp>The ruling goes on to note that Uber:\u003c/p>\n\u003cul>\n\u003cli>Controls the tools its drivers use.\u003c/li>\n\u003cli>Sets prices and cancellation fees for passengers and payments to drivers.\u003c/li>\n\u003cli>Provides the smartphone app that makes the ride-service work possible.\u003c/li>\n\u003c/ul>\n\u003cp>The ruling also contains a somewhat ironic note. It cites a California Court of Appeal ruling in comparing Uber, which has railed against the evils of the taxicab industry that it is replacing, to -- yes, traditional cab companies. The cited passage, from Yellow Cab Cooperative v. Workers Compensation Appeals Board, a 1991 case:\u003c/p>\n\u003cblockquote>\u003cp>Although some of the factors in this case can be indicative of the workers being independent contractors, the overriding factor is that the persons performing the work are not engaged in occupations or businesses distinct from that of the [defendants]. Rather, their work is the basis for [defendants'] business. [Defendants] obtain the clients who are in need of delivery services and provides the workers who conduct the service on behalf of [defendants]. In addition, even though there is an absence of control over the details, an employee-employer relationship will be found if the [defendants] retain pervasive control over the operation as a whole, the worker's duties are an integral part of the operation, and the nature of the work makes detailed control unnecessary.\u003c/p>\u003c/blockquote>\n\u003cp>Reuters first reported the Labor Commission ruling and implied that it applied to all Uber drivers (for the record, so did our original post). That prompted the following statement from an Uber spokesperson:\u003c/p>\n\u003cblockquote>\u003cp>Reuters’ original headline was not accurate. The California Labor Commission’s ruling is non-binding and applies to a single driver. Indeed it is contrary to a previous ruling by the same commission, which concluded in 2012 that the driver ‘performed services as an independent contractor, and not as a bona fide employee.’ Five other states have also come to the same conclusion. It’s important to remember that the number one reason drivers choose to use Uber is because they have complete flexibility and control. The majority of them can and do choose to earn their living from multiple sources, including other ride sharing companies.\u003c/p>\u003c/blockquote>\n\u003cp>The Berwick case is just one of \u003ca href=\"http://www.bloomberg.com/news/articles/2015-01-30/uber-drivers-may-have-employee-status-judge-says\" target=\"_blank\">a number of legal actions\u003c/a> launched against Uber and competitor Lyft (and \u003ca href=\"http://www.washingtonpost.com/blogs/wonkblog/wp/2015/03/13/no-driver-lawsuits-wont-destroy-the-uber-for-x-business-model/\" target=\"_blank\">other \"on-demand economy\" startups\u003c/a>) over whether workers should be classified as independent contractor or employees.\u003c/p>\n\u003cp>\u003ca id=\"ubervberwick\">\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe class=\"scribd_iframe_embed\" src=\"https://www.scribd.com/embeds/268947090/content?start_page=1&view_mode=scroll&show_recommendations=true\" data-auto-height=\"false\" data-aspect-ratio=\"undefined\" scrolling=\"no\" id=\"doc_46266\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/3ms3pHE9aCU\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>LOS ANGELES — Billionaire Elon Musk wants to jump-start his Hyperloop high-speed transit system.\u003c/p>\n\u003cp>Musk's rocket-building company, SpaceX, announced Monday that it plans to build a 1-mile test track next to its headquarters in the Los Angeles suburb of Hawthorne and will hold a competition there next year to test designs for passenger-carrying Hyperloop pods.\u003c/p>\n\u003cp>It's the first time Musk's company has been directly involved in the Hyperloop project, although several private firms are pursuing research.\u003c/p>\n\u003cp>Suggested by Musk two years ago, the idea is to zoom passenger capsules through elevated tubes between Los Angeles and San Francisco at speeds of up to 750 mph. The concept pulls together several proven technologies: Capsules would float on a thin cushion of air and draw on magnetic attraction and solar power to zoom through a nearly airless tube. With little wind resistance, the capsules could reach the speed of sound and the 400-mile ride would take a half-hour.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The competition aims to attract independent and university engineering teams who will design and test half-scale models of the pods. The submission deadline is Sept. 15 and the competition is roughly scheduled for next June.\u003c/p>\n\u003cp>Online forms for those intending to compete are available at: \u003ca href=\"http://www.spacex.com/hyperloop\" target=\"_blank\">www.Spacex.com/hyperloop\u003c/a>.\u003c/p>\n\u003cp>\"While we are not developing a commercial Hyperloop ourselves, we are interested in helping to accelerate development of a functional Hyperloop prototype,\" a statement on the site read.\u003c/p>\n\u003cp>There was no immediate word on the nature of the prize. Full rules and other details will be released in August.\u003c/p>\n\u003cp>Next January, entrants will meet for a design weekend at Texas A&M University. The designs will be presented before an evaluation panel composed mainly of engineers from SpaceX and Musk's luxury electric-car company, Tesla Motors, and university professors.\u003c/p>\n\u003cp>Private companies will be able to use the weekend to choose teams to sponsor and fund.\u003c/p>\n\u003cp>SpaceX said it also probably will build its own pod for demonstration purposes but its team won't be eligible to win the competition. The company also will have the final say on who actually gets to use the test track.\u003c/p>\n\u003cp>There's no word yet on the cost of that track.\u003c/p>\n\u003cp>Musk has suggested that building an actual Hyperloop system would cost $6 billion, although others suggest the figure will be much higher.\u003c/p>\n\u003cp>One company researching the concept is Hyperloop Technologies Inc., which has its world headquarters in Los Angeles. That company is working to raise $80 million needed to build a 5-mile test track.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>It's co-chaired by venture capitalist and Uber underwriter Shervin Pishevar and former PayPal COO David O. Sacks.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The competition aims to attract independent and university engineering teams who will design and test half-scale models of the pods. The submission deadline is Sept. 15 and the competition is roughly scheduled for next June.\u003c/p>\n\u003cp>Online forms for those intending to compete are available at: \u003ca href=\"http://www.spacex.com/hyperloop\" target=\"_blank\">www.Spacex.com/hyperloop\u003c/a>.\u003c/p>\n\u003cp>\"While we are not developing a commercial Hyperloop ourselves, we are interested in helping to accelerate development of a functional Hyperloop prototype,\" a statement on the site read.\u003c/p>\n\u003cp>There was no immediate word on the nature of the prize. Full rules and other details will be released in August.\u003c/p>\n\u003cp>Next January, entrants will meet for a design weekend at Texas A&M University. The designs will be presented before an evaluation panel composed mainly of engineers from SpaceX and Musk's luxury electric-car company, Tesla Motors, and university professors.\u003c/p>\n\u003cp>Private companies will be able to use the weekend to choose teams to sponsor and fund.\u003c/p>\n\u003cp>SpaceX said it also probably will build its own pod for demonstration purposes but its team won't be eligible to win the competition. The company also will have the final say on who actually gets to use the test track.\u003c/p>\n\u003cp>There's no word yet on the cost of that track.\u003c/p>\n\u003cp>Musk has suggested that building an actual Hyperloop system would cost $6 billion, although others suggest the figure will be much higher.\u003c/p>\n\u003cp>One company researching the concept is Hyperloop Technologies Inc., which has its world headquarters in Los Angeles. That company is working to raise $80 million needed to build a 5-mile test track.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>It's co-chaired by venture capitalist and Uber underwriter Shervin Pishevar and former PayPal COO David O. Sacks.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>BART officials say some relief is on the way to help alleviate crowded trains and improve service during rush hour by \"squeezing\" more capacity out of its aging fleet of rail cars.\u003c/p>\n\u003cp>The transit agency's board of directors Thursday\u003ca href=\"http://www.bart.gov/news/articles/2015/news20150611\" target=\"_blank\"> unanimously approved a $1.57 billion budget\u003c/a> that addresses some of the biggest complaints from riders in last year's \u003ca href=\"https://www.bart.gov/sites/default/files/docs/CustSat2014Report_Final.pdf\" target=\"_blank\">customer satisfaction survey\u003c/a>.\u003c/p>\n\u003cp>\"They want cleaner trains, they want longer trains, they want to have more capacity. So, I think this goes a long way to address some of those concerns,\" said BART board member Joel Keller.\u003c/p>\n\u003cp>In all, BART officials say they plan to put 30 additional rail cars in service by hiring more workers to move \"train cars from maintenance to passenger service at a faster pace.\"\u003c/p>\n\u003cp>To help fix train-control failures that the agency says account for one-fifth of late trains, BART plans to hire two new technicians. In addition, it will add more hours for on-call paramedics to deal with medical emergencies.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The agency also plans to hire 21 more workers to \"clean and scrub stations more frequently,\" along with 14 new hires \"to clean floors and disinfect seats.\"\u003c/p>\n\u003cp>BART spokesman Jim Allison says passengers should starting noticing the improvements in September.\u003c/p>\n\u003cp>The budget also includes a 3.4 percent inflation-based fare hike, which goes into effect in January.\u003c/p>\n\u003cp>Keller acknowledged the agency still has a long way to go to get the transit system in shape. BART faces a $4.8 billion shortfall to pay for a major infrastructure upgrade, including money to help fund its \"\u003ca href=\"http://ww2.kqed.org/news/2014/04/16/bart-unveils-new-cars/\" target=\"_blank\">Fleet of the Future.\u003c/a>\"\u003c/p>\n\u003cp>\"All the work we're doing now is going to be undermined if we don't reinvest in restoring the original system,\" said Keller. \"We have a lot more work to do in order to get this railroad back to where it was 40 years ago.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>BART officials are considering putting a bond measure on the 2016 ballot in three Bay Area counties to help pay for the upgrades. The transit advocacy group, TransForm, \u003ca href=\"http://www.transformca.org/landing-page/save-bart\" target=\"_blank\">has been encouraging BART\u003c/a> to ask for a billion dollars.\u003c/p>\n\n",
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"content": "\u003cp>The Bay Area is hosting three hackathons to mark the \u003ca href=\"http://hackforchange.org/about/\" target=\"_blank\" rel=\"noopener\">National Day of Civic Hacking\u003c/a> on Saturday: one in \u003ca href=\"http://codeforsanfrancisco.org/hackforchange/project-guidelines/\" target=\"_blank\" rel=\"noopener\">San Francisco\u003c/a>, one in \u003ca href=\"https://www.openoakland.org/join-us-to-hack-for-change-at-openoakland-everywhere/\" target=\"_blank\" rel=\"noopener\">Oakland\u003c/a> and one in San Jose. The San Jose event is focused on traffic.\u003c/p>\n\u003cp>For $30,000 in prize money, hackers are asked to crack one of the biggest headaches in the region — or at least address part of the problem — using open data from the \u003ca href=\"http://www.vta.org/News-and-Media/Connect-with-VTA/30000-Reasons-to-Hack-Your-Ride\" target=\"_blank\" rel=\"noopener\">Santa Clara Valley Transportation Authority\u003c/a>. The VTA is co-hosting “\u003ca href=\"http://hackmyride2.challengepost.com/\" target=\"_blank\" rel=\"noopener\">Hack My Ride 2.0\u003c/a>” with \u003ca href=\"http://codeforsanjose.com/\" target=\"_blank\" rel=\"noopener\">Code for San Jose\u003c/a>.\u003c/p>\n\u003cp>Last year, the VTA opened much of its data to the public, energizing the local civic hacking community. Code for San Jose co-founder Kalen Gallagher says, “We got a lot of excited people in the room, and they started to hack on it and build some things.”\u003c/p>\n\u003cp>He expects 60 to 80 people to roll up their sleeves this Saturday at \u003ca href=\"https://www.thetech.org/\" target=\"_blank\" rel=\"noopener\">the Tech Museum of Innovation\u003c/a>.\u003c/p>\n\u003cp>Past projects include \u003ca href=\"http://codeforsanjose.com/opendsj/\" target=\"_blank\" rel=\"noopener\">tracking contributions\u003c/a> in the last San Jose mayoral race and \u003ca href=\"https://github.com/codeforsanjose/CycleSafe\" target=\"_blank\" rel=\"noopener\">Cycle Safe\u003c/a>, an app that makes it easy for cyclists and pedestrians to report hazardous road issues, such as potholes.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The concept of civic hacking is not exclusive to the Bay Area, but the Bay Area is seen as a hotbed of activity, in large part due to the efforts of \u003ca href=\"https://www.codeforamerica.org/\" target=\"_blank\" rel=\"noopener\">Code for America\u003c/a> in San Francisco. The nonprofit organizes annual \u003ca href=\"http://audio.californiareport.org/archive/R201409260850/b\" target=\"_blank\" rel=\"noopener\">summits\u003c/a> and embeds coders in local government agencies around the country.\u003c/p>\n\u003cp>What’s hot this year? Not basic transit trip planners, says the VTA.\u003c/p>\n\u003cp>“There are already many apps out there that help people plan their trips,” says the VTA on its website. “We want to see innovative user experiences that haven’t been tried before.”\u003c/p>\n\u003cp>The agency is particularly keen to see hackers make use of Bluetooth \u003ca href=\"http://www.infoworld.com/article/2608498/mobile-apps/what-you-need-to-know-about-using-bluetooth-beacons.html\" target=\"_blank\" rel=\"noopener\"> beacons\u003c/a>, clever little bits that tell a smartphone precisely where it is so that an app can act on the specific location.\u003c/p>\n\u003cp>Gallagher is keeping an open mind. \u003c/p>\n\u003cp>“In terms of what is really cutting edge,” he says, “I think we’re going to look to what people in the room come up with. Like, they could have the craziest ideas and this is a place they can explore those ideas, and actually build some things and prove them out with the help of a lot of other people.”\u003c/p>\n\u003cp>What he loves best, he adds, is the way these hackathons engage techies in local government.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Competitors get three months to bring their ideas to fruition.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Bay Area is hosting three hackathons to mark the \u003ca href=\"http://hackforchange.org/about/\" target=\"_blank\" rel=\"noopener\">National Day of Civic Hacking\u003c/a> on Saturday: one in \u003ca href=\"http://codeforsanfrancisco.org/hackforchange/project-guidelines/\" target=\"_blank\" rel=\"noopener\">San Francisco\u003c/a>, one in \u003ca href=\"https://www.openoakland.org/join-us-to-hack-for-change-at-openoakland-everywhere/\" target=\"_blank\" rel=\"noopener\">Oakland\u003c/a> and one in San Jose. The San Jose event is focused on traffic.\u003c/p>\n\u003cp>For $30,000 in prize money, hackers are asked to crack one of the biggest headaches in the region — or at least address part of the problem — using open data from the \u003ca href=\"http://www.vta.org/News-and-Media/Connect-with-VTA/30000-Reasons-to-Hack-Your-Ride\" target=\"_blank\" rel=\"noopener\">Santa Clara Valley Transportation Authority\u003c/a>. The VTA is co-hosting “\u003ca href=\"http://hackmyride2.challengepost.com/\" target=\"_blank\" rel=\"noopener\">Hack My Ride 2.0\u003c/a>” with \u003ca href=\"http://codeforsanjose.com/\" target=\"_blank\" rel=\"noopener\">Code for San Jose\u003c/a>.\u003c/p>\n\u003cp>Last year, the VTA opened much of its data to the public, energizing the local civic hacking community. Code for San Jose co-founder Kalen Gallagher says, “We got a lot of excited people in the room, and they started to hack on it and build some things.”\u003c/p>\n\u003cp>He expects 60 to 80 people to roll up their sleeves this Saturday at \u003ca href=\"https://www.thetech.org/\" target=\"_blank\" rel=\"noopener\">the Tech Museum of Innovation\u003c/a>.\u003c/p>\n\u003cp>Past projects include \u003ca href=\"http://codeforsanjose.com/opendsj/\" target=\"_blank\" rel=\"noopener\">tracking contributions\u003c/a> in the last San Jose mayoral race and \u003ca href=\"https://github.com/codeforsanjose/CycleSafe\" target=\"_blank\" rel=\"noopener\">Cycle Safe\u003c/a>, an app that makes it easy for cyclists and pedestrians to report hazardous road issues, such as potholes.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The concept of civic hacking is not exclusive to the Bay Area, but the Bay Area is seen as a hotbed of activity, in large part due to the efforts of \u003ca href=\"https://www.codeforamerica.org/\" target=\"_blank\" rel=\"noopener\">Code for America\u003c/a> in San Francisco. The nonprofit organizes annual \u003ca href=\"http://audio.californiareport.org/archive/R201409260850/b\" target=\"_blank\" rel=\"noopener\">summits\u003c/a> and embeds coders in local government agencies around the country.\u003c/p>\n\u003cp>What’s hot this year? Not basic transit trip planners, says the VTA.\u003c/p>\n\u003cp>“There are already many apps out there that help people plan their trips,” says the VTA on its website. “We want to see innovative user experiences that haven’t been tried before.”\u003c/p>\n\u003cp>The agency is particularly keen to see hackers make use of Bluetooth \u003ca href=\"http://www.infoworld.com/article/2608498/mobile-apps/what-you-need-to-know-about-using-bluetooth-beacons.html\" target=\"_blank\" rel=\"noopener\"> beacons\u003c/a>, clever little bits that tell a smartphone precisely where it is so that an app can act on the specific location.\u003c/p>\n\u003cp>Gallagher is keeping an open mind. \u003c/p>\n\u003cp>“In terms of what is really cutting edge,” he says, “I think we’re going to look to what people in the room come up with. Like, they could have the craziest ideas and this is a place they can explore those ideas, and actually build some things and prove them out with the help of a lot of other people.”\u003c/p>\n\u003cp>What he loves best, he adds, is the way these hackathons engage techies in local government.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Competitors get three months to bring their ideas to fruition.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Uber Terminates Driver for Sexual Come-On to Female Passenger",
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"content": "\u003cp>Uber, the San Francisco-based ride service known for \u003ca href=\"http://www.businessinsider.com/uber-vs-facebook-valuation-in-years-one-through-five-2015-6\" target=\"_blank\">its monstrous valuation\u003c/a>, its \u003ca href=\"http://ww2.kqed.org/news/2015/05/26/ride-service-roundup-whats-happening-with-uber-and-lyft-around-the-u-s-and-the-world\" target=\"_blank\">myriad regulatory battles\u003c/a> and its recurring trouble with driver behavior, has ended its relationship with a New Jersey man who climbed into the back seat with a woman passenger and fondled himself.\u003c/p>\n\u003cp>The episode made the rounds Tuesday via \u003ca href=\"https://www.facebook.com/johnnyGigantic/videos/10153351482143130/\" target=\"_blank\">a video\u003c/a> posted on Facebook and elsewhere. Beware -- it's creepy, gross and graphic.\u003c/p>\n\u003cp>Here's how NJ.com \u003ca href=\"http://www.nj.com/news/index.ssf/2015/06/uber_fires_driver_allegedly_recorded_fondling_himself_next_to_female_passenger_report_says.html\" target=\"_blank\">summarizes the incident\u003c/a>, which reportedly took place after a trip from the Jersey shore town of Sea Isle City to nearby Avalon:\u003c/p>\n\u003cblockquote>\u003cp>The video shows a middle-aged man rubbing his crotch over his pants as he tells the woman in a heavy accent, \"I love your body. My god, I love your body. Your body is beautiful.\"\u003c/p>\n\u003cp>The woman says to him, in slurred speech, \"I don't, I don't,\" though it's not clear from the video what she means.\u003c/p>\n\u003cp>The man then tells her, \"No, you do, you do. Why you say you don't? You do.\"\u003c/p>\n\u003cp>\"What do you want me to do?\" he says to her.\u003c/p>\n\u003cp>\"I don't know,\" she says. \"(Inaudible) buggin' me out.\"\u003c/p>\n\u003cp>The man then gets out of the car as he tells her, \"Have a good night. Call me, alright?\"\u003c/p>\u003c/blockquote>\n\u003cp>Uber's reaction?\u003c/p>\n\u003cp>In an emailed statement, company spokesman Taylor Bennett said, \"The driver has been permanently removed from the Uber platform for his inappropriate behavior, and we have reached out to the rider to apologize for such an uncomfortable experience.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Uber says the driver was partnered with the company through its Uber Black platform. He was commercially licensed through the Philadelphia Parking Authority, which does a background check. Uber said it also did its own background check.\u003c/p>\n\u003cp>Unknown is how the incident will affect the New Jersey Legislature's consideration of \u003ca href=\"http://www.mycentraljersey.com/story/news/local/new-jersey/2015/05/17/can-legislation-halt-njs-uber-drivers/27394563/\">a bill\u003c/a> that would impose new regulations on the ride-service industry, including state-mandated background checks.\u003c/p>\n\u003cp>Uber and its drivers have staged a campaign to derail the legislation, much as they did \u003ca href=\"http://ww2.kqed.org/news/09/02/2014/Uber_Lyft_California_insurance/\" target=\"_blank\">a California bill\u003c/a> that sought to impose new insurance requirements on ride services. That measure eventually passed and was signed into law by Gov. Jerry Brown in September.\u003c/p>\n\u003cp>Uber has been forced to deal with allegations of assaults and harassment by drivers -- and complaints that its background checks are inadequate -- in cities from \u003ca href=\"http://abc7news.com/325011/\" target=\"_blank\">San Francisco\u003c/a> to \u003ca href=\"http://www.latimes.com/world/asia/la-fg-uber-driver-india-sexual-assault-20141207-story.html\" target=\"_blank\">New Delhi, India\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Prosecutors in Los Angeles and San Francisco \u003ca href=\"http://www.latimes.com/business/technology/la-fi-tn-uber-lyft-20141209-story.html\" target=\"_blank\">sued Uber\u003c/a> last December, saying the company is guilty of misleading consumers about the thoroughness of its background checks. San Francisco District Attorney George Gascón called the company's system \"completely worthless.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber, the San Francisco-based ride service known for \u003ca href=\"http://www.businessinsider.com/uber-vs-facebook-valuation-in-years-one-through-five-2015-6\" target=\"_blank\">its monstrous valuation\u003c/a>, its \u003ca href=\"http://ww2.kqed.org/news/2015/05/26/ride-service-roundup-whats-happening-with-uber-and-lyft-around-the-u-s-and-the-world\" target=\"_blank\">myriad regulatory battles\u003c/a> and its recurring trouble with driver behavior, has ended its relationship with a New Jersey man who climbed into the back seat with a woman passenger and fondled himself.\u003c/p>\n\u003cp>The episode made the rounds Tuesday via \u003ca href=\"https://www.facebook.com/johnnyGigantic/videos/10153351482143130/\" target=\"_blank\">a video\u003c/a> posted on Facebook and elsewhere. Beware -- it's creepy, gross and graphic.\u003c/p>\n\u003cp>Here's how NJ.com \u003ca href=\"http://www.nj.com/news/index.ssf/2015/06/uber_fires_driver_allegedly_recorded_fondling_himself_next_to_female_passenger_report_says.html\" target=\"_blank\">summarizes the incident\u003c/a>, which reportedly took place after a trip from the Jersey shore town of Sea Isle City to nearby Avalon:\u003c/p>\n\u003cblockquote>\u003cp>The video shows a middle-aged man rubbing his crotch over his pants as he tells the woman in a heavy accent, \"I love your body. My god, I love your body. Your body is beautiful.\"\u003c/p>\n\u003cp>The woman says to him, in slurred speech, \"I don't, I don't,\" though it's not clear from the video what she means.\u003c/p>\n\u003cp>The man then tells her, \"No, you do, you do. Why you say you don't? You do.\"\u003c/p>\n\u003cp>\"What do you want me to do?\" he says to her.\u003c/p>\n\u003cp>\"I don't know,\" she says. \"(Inaudible) buggin' me out.\"\u003c/p>\n\u003cp>The man then gets out of the car as he tells her, \"Have a good night. Call me, alright?\"\u003c/p>\u003c/blockquote>\n\u003cp>Uber's reaction?\u003c/p>\n\u003cp>In an emailed statement, company spokesman Taylor Bennett said, \"The driver has been permanently removed from the Uber platform for his inappropriate behavior, and we have reached out to the rider to apologize for such an uncomfortable experience.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Uber says the driver was partnered with the company through its Uber Black platform. He was commercially licensed through the Philadelphia Parking Authority, which does a background check. Uber said it also did its own background check.\u003c/p>\n\u003cp>Unknown is how the incident will affect the New Jersey Legislature's consideration of \u003ca href=\"http://www.mycentraljersey.com/story/news/local/new-jersey/2015/05/17/can-legislation-halt-njs-uber-drivers/27394563/\">a bill\u003c/a> that would impose new regulations on the ride-service industry, including state-mandated background checks.\u003c/p>\n\u003cp>Uber and its drivers have staged a campaign to derail the legislation, much as they did \u003ca href=\"http://ww2.kqed.org/news/09/02/2014/Uber_Lyft_California_insurance/\" target=\"_blank\">a California bill\u003c/a> that sought to impose new insurance requirements on ride services. That measure eventually passed and was signed into law by Gov. Jerry Brown in September.\u003c/p>\n\u003cp>Uber has been forced to deal with allegations of assaults and harassment by drivers -- and complaints that its background checks are inadequate -- in cities from \u003ca href=\"http://abc7news.com/325011/\" target=\"_blank\">San Francisco\u003c/a> to \u003ca href=\"http://www.latimes.com/world/asia/la-fg-uber-driver-india-sexual-assault-20141207-story.html\" target=\"_blank\">New Delhi, India\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Prosecutors in Los Angeles and San Francisco \u003ca href=\"http://www.latimes.com/business/technology/la-fi-tn-uber-lyft-20141209-story.html\" target=\"_blank\">sued Uber\u003c/a> last December, saying the company is guilty of misleading consumers about the thoroughness of its background checks. San Francisco District Attorney George Gascón called the company's system \"completely worthless.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Why is Towing So Expensive in San Francisco?",
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"headTitle": "Bay Curious | News Fix | KQED News",
"content": "\u003cp>\u003cem>As part of our series \u003ca href=\"http://ww2.kqed.org/news/series/baycurious\" target=\"_blank\">Bay Curious\u003c/a>, we are answering questions from KQED listeners and readers. This one might stir up lots of emotions for anyone whose car has been towed in San Francisco. Listener Ian Monroe has gone through this experience a couple of times and wanted to know:\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Why is towing in San Francisco so expensive?\u003c/strong>\u003c/p>\n\u003cp>To find out, I headed to a block-long lot on Seventh Street under Interstate 80. This is where most vehicles towed by the police or San Francisco Municipal Transportation Agency wind up.\u003c/p>\n\u003cp>Outside, I met Cherish Demins. His car was towed less than an hour earlier in the Financial District, while he was making a quick visit to his office, he said.\u003c/p>\n\u003cp>The price to get his car back? $483.75.\u003c/p>\n\u003cfigure id=\"attachment_10547788\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/Cherish_Demins.jpg\">\u003cimg class=\"size-thumbnail wp-image-10547788\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/Cherish_Demins-400x300.jpg\" alt=\"The minimum fee that Cherish Demins had to pay is twice what drivers in Chicago or New York would pay in a similar situation.\" width=\"400\" height=\"300\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/06/Cherish_Demins-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/06/Cherish_Demins.jpg 640w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The minimum fee that Cherish Demins had to pay is twice what drivers in Chicago or New York would pay in a similar situation. \u003ccite>(Farida Jhabvala/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s the worst day of my life,” said Demins, shaking his head. “They just take your car away and expect you to pay all this money?”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Among people who have had their car towed in San Francisco, Demins is actually lucky. Because he recovered his car so quickly, he paid the minimum charge to get it back.\u003c/p>\n\u003cp>But that minimum amount is twice as much as drivers in Chicago and Los Angeles pay. To understand why, let’s take a closer look at Demins’ bill.\u003c/p>\n\u003cp>\u003cstrong>Breaking Down the Costs\u003c/strong>\u003c/p>\n\u003cp>Each bill breaks down into at least two parts: a $220.75 towing fee and an $263 administrative fee. If your car is held for more than four hours, there are also additional storage fees: $57.25 for the first day, and $66.75 for each day after that.\u003c/p>\n\u003cp>The $220.75 towing fee goes to \u003ca href=\"http://www.autoreturn.com/\" target=\"_blank\">AutoReturn\u003c/a>, a company that works like a middleman between drivers, the city and the 10 towing companies that actually haul your vehicle away.\u003c/p>\n\u003caside class=\"alignleft\">\n\u003ch2>Towing Costs Around the State\u003c/h2>\n\u003cp>These figures represent the minimum charge drivers would have to pay if their car was towed and they picked it up immediately. While many cities such as Los Angeles give drivers at least an hour to pick up their vehicle before additional storage fees kick in, San Francisco allows for up to four hours. Oakland gives drivers just 30 minutes.\u003cbr>\n\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/TowingSF.jpg\" alt=\"\">\u003cbr>\n\u003cem>Source: City police departments and towing services.\u003c/em>\u003c/p>\n\u003c/aside>\n\u003cp>“The main cost of this business is paying the tow companies for the work they do on commission,” said John Pendleton, co-founder and chief technology officer at AutoReturn.\u003c/p>\n\u003cp>On average, a tow company earns $80.39 for each vehicle it brings to the lot.\u003c/p>\n\u003cp>The second-biggest expense for AutoReturn is staff salaries and the third is rent, said Pendleton.\u003c/p>\n\u003cp>AutoReturn pays nearly $3 million each year in rent for the lot on Seventh Street, which is leased by Caltrans, and a long-term storage facility in Daly City, leased by the SFMTA.\u003c/p>\n\u003cp>In California, the towing and storage rates are agreed upon between local law enforcement agencies and the towing companies they work with. That has resulted in a patchy network of towing costs throughout the state. In Los Angeles, the towing fee is $121, while in Sacramento, it’s $180.\u003c/p>\n\u003cp>Drivers in San Francisco may be charged more than drivers in those cities, but prices are similar to other Bay Area cities like Oakland and San Jose. Representatives at various towing companies agree that one of the major costs pushing up their prices is rent for the land they use to store vehicles.\u003c/p>\n\u003cp>\u003cstrong>Unpacking the Administrative Fee\u003c/strong>\u003c/p>\n\u003cp>Another part of the bill pays the $263 administrative fee imposed by San Francisco.\u003c/p>\n\u003cp>That money is used to pay the salaries of 382 parking control officers, said Paul Rose, a spokesman for the SFMTA. Yes -- the people in uniforms that give you parking tickets and can have your car towed are having their salaries paid by those tows.\u003c/p>\n\u003cp>[contextly_sidebar id=\"yv2Qj8d6dCxG28xyGtLZKa5gzodyw3CS\"]\u003c/p>\n\u003cp>“We have to enforce the rules of the road,\" said Rose. \"We have to make sure our streets can be clean. We have to make sure that our roads are clear of any blockage.”\u003c/p>\n\u003cp>David LaBua, who wrote a book about parking in San Francisco, estimates that the city has 560,000 cars at any given moment, but only about 440,000 on- and off-street parking spots .\u003c/p>\n\u003cp>“Parking spaces are so much more valuable,” said LaBua. “It’s just supply and demand. We are the city that has the tightest supply-and-demand ratio.”\u003c/p>\n\u003cp>And it's getting worse. A recent \u003ca href=\"http://www.sfchronicle.com/bayarea/matier-ross/article/Transit-cycling-parklets-rapidly-eating-up-S-F-6297923.php?cmpid=gsa-sfgate-result\" target=\"_blank\">Matier & Ross column\u003c/a> in the San Francisco Chronicle reported that at least 1,595 spaces are scheduled to be removed in the next few years to make the city's streets friendlier to bicyclists, pedestrians and transit.\u003c/p>\n\u003cp>\u003cstrong>Adding Insult to Injury for Theft Victims\u003c/strong>\u003c/p>\n\u003cp>One major complaint the SFMTA hears is from people whose cars were stolen and then towed, said Rose. When police find stolen vehicles, they notify the owner. If the owner doesn’t arrive to collect the car within 20 minutes, the vehicle gets towed at the owner's expense.\u003c/p>\n\u003cfigure id=\"attachment_10547411\" class=\"wp-caption alignleft\" style=\"max-width: 150px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/ian.jpg\">\u003cimg class=\"size-full wp-image-10547411\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/ian.jpg\" alt=\"Ian Monroe asked this question about towing after experiencing some headaches of his own.\" width=\"150\" height=\"222\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Ian Monroe asked Bay Curious this question about towing after experiencing some headaches of his own. \u003ccite>(Farida Jhabvala/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That’s what happened to our listener Ian Monroe. He owns an old Honda Civic with a big dent on the side. He thought nobody would steal it -- but he was wrong. His car was stolen twice, once from Noe Valley and once from the Castro.\u003c/p>\n\u003cp>“In both cases my car was missing for a few weeks and it was eventually found because of parking tickets it had accumulated,” said Monroe, a Stanford University visiting scholar and lecturer on energy and climate. “And I was only told it was found after it had been towed and put on impound, in one case for several days.”\u003c/p>\n\u003cp>The towing and storage bills totaled over $800, said Monroe, who purchased his car for about $1,800.\u003c/p>\n\u003cp>“You know, I’m a citizen of the city. I just had my car stolen, which really sucked, and that definitely was a hardship,” said Monroe. “But I ended up being a lot more pissed off at the city for the hefty bill that they are giving me for towing and impound, without giving me any chance to get my vehicle once it was found.”\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/208454251\" 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>\u003cstrong>Some Cars Aren't Worth Retrieving\u003c/strong>\u003c/p>\n\u003cp>Fees can add up to more than the car is worth, so some people just surrender their title to the towing company, which then sells the vehicle at an auction sale to recover the towing and storage fees.\u003c/p>\n\u003cp>San Francisco Supervisor Scott Wiener said that can hurt people’s livelihoods.\u003c/p>\n\u003cp>“In fairness, San Francisco is a more expensive place to do business than other parts of the state,” said Wiener. “But I think we should look for ways to try to reduce the burden on people whose cars are towed.”\u003c/p>\n\u003cp>Wiener held hearings last year on the topic, and authored a resolution requesting the fees be reduced or waived for car theft victims.\u003c/p>\n\u003caside class=\"alignleft\">\u003ca href=\"http://ww2.kqed.org/news/series/baycurious\" target=\"_blank\">\u003cimg style=\"margin-bottom: 10px\" src=\"http://u.s.kqed.net/2015/04/20/baycurious.png\" alt=\"\">\u003c/a>\u003cbr>\nWhat do you wonder about the Bay Area, its culture or people that you want KQED to investigate? \u003ca href=\"http://ww2.kqed.org/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\n\u003cp>“You have people who have been victimized by someone stealing their car and then they get victimized again by not being able to recover their car unless they pay a lot of money,” Wiener said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>The city’s contract with AutoReturn is up for renewal by the Board of Supervisors this summer, and changes to the towing fees could be on the table. Wiener said he will not support a new contract unless it offers relief for victims of car theft. He said the grace period for owners to recover their vehicles from the SFPD should be extended -- to several days or a week.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>As part of our series \u003ca href=\"http://ww2.kqed.org/news/series/baycurious\" target=\"_blank\">Bay Curious\u003c/a>, we are answering questions from KQED listeners and readers. This one might stir up lots of emotions for anyone whose car has been towed in San Francisco. Listener Ian Monroe has gone through this experience a couple of times and wanted to know:\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Why is towing in San Francisco so expensive?\u003c/strong>\u003c/p>\n\u003cp>To find out, I headed to a block-long lot on Seventh Street under Interstate 80. This is where most vehicles towed by the police or San Francisco Municipal Transportation Agency wind up.\u003c/p>\n\u003cp>Outside, I met Cherish Demins. His car was towed less than an hour earlier in the Financial District, while he was making a quick visit to his office, he said.\u003c/p>\n\u003cp>The price to get his car back? $483.75.\u003c/p>\n\u003cfigure id=\"attachment_10547788\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/Cherish_Demins.jpg\">\u003cimg class=\"size-thumbnail wp-image-10547788\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/Cherish_Demins-400x300.jpg\" alt=\"The minimum fee that Cherish Demins had to pay is twice what drivers in Chicago or New York would pay in a similar situation.\" width=\"400\" height=\"300\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/06/Cherish_Demins-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/06/Cherish_Demins.jpg 640w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The minimum fee that Cherish Demins had to pay is twice what drivers in Chicago or New York would pay in a similar situation. \u003ccite>(Farida Jhabvala/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s the worst day of my life,” said Demins, shaking his head. “They just take your car away and expect you to pay all this money?”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Among people who have had their car towed in San Francisco, Demins is actually lucky. Because he recovered his car so quickly, he paid the minimum charge to get it back.\u003c/p>\n\u003cp>But that minimum amount is twice as much as drivers in Chicago and Los Angeles pay. To understand why, let’s take a closer look at Demins’ bill.\u003c/p>\n\u003cp>\u003cstrong>Breaking Down the Costs\u003c/strong>\u003c/p>\n\u003cp>Each bill breaks down into at least two parts: a $220.75 towing fee and an $263 administrative fee. If your car is held for more than four hours, there are also additional storage fees: $57.25 for the first day, and $66.75 for each day after that.\u003c/p>\n\u003cp>The $220.75 towing fee goes to \u003ca href=\"http://www.autoreturn.com/\" target=\"_blank\">AutoReturn\u003c/a>, a company that works like a middleman between drivers, the city and the 10 towing companies that actually haul your vehicle away.\u003c/p>\n\u003caside class=\"alignleft\">\n\u003ch2>Towing Costs Around the State\u003c/h2>\n\u003cp>These figures represent the minimum charge drivers would have to pay if their car was towed and they picked it up immediately. While many cities such as Los Angeles give drivers at least an hour to pick up their vehicle before additional storage fees kick in, San Francisco allows for up to four hours. Oakland gives drivers just 30 minutes.\u003cbr>\n\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/TowingSF.jpg\" alt=\"\">\u003cbr>\n\u003cem>Source: City police departments and towing services.\u003c/em>\u003c/p>\n\u003c/aside>\n\u003cp>“The main cost of this business is paying the tow companies for the work they do on commission,” said John Pendleton, co-founder and chief technology officer at AutoReturn.\u003c/p>\n\u003cp>On average, a tow company earns $80.39 for each vehicle it brings to the lot.\u003c/p>\n\u003cp>The second-biggest expense for AutoReturn is staff salaries and the third is rent, said Pendleton.\u003c/p>\n\u003cp>AutoReturn pays nearly $3 million each year in rent for the lot on Seventh Street, which is leased by Caltrans, and a long-term storage facility in Daly City, leased by the SFMTA.\u003c/p>\n\u003cp>In California, the towing and storage rates are agreed upon between local law enforcement agencies and the towing companies they work with. That has resulted in a patchy network of towing costs throughout the state. In Los Angeles, the towing fee is $121, while in Sacramento, it’s $180.\u003c/p>\n\u003cp>Drivers in San Francisco may be charged more than drivers in those cities, but prices are similar to other Bay Area cities like Oakland and San Jose. Representatives at various towing companies agree that one of the major costs pushing up their prices is rent for the land they use to store vehicles.\u003c/p>\n\u003cp>\u003cstrong>Unpacking the Administrative Fee\u003c/strong>\u003c/p>\n\u003cp>Another part of the bill pays the $263 administrative fee imposed by San Francisco.\u003c/p>\n\u003cp>That money is used to pay the salaries of 382 parking control officers, said Paul Rose, a spokesman for the SFMTA. Yes -- the people in uniforms that give you parking tickets and can have your car towed are having their salaries paid by those tows.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“We have to enforce the rules of the road,\" said Rose. \"We have to make sure our streets can be clean. We have to make sure that our roads are clear of any blockage.”\u003c/p>\n\u003cp>David LaBua, who wrote a book about parking in San Francisco, estimates that the city has 560,000 cars at any given moment, but only about 440,000 on- and off-street parking spots .\u003c/p>\n\u003cp>“Parking spaces are so much more valuable,” said LaBua. “It’s just supply and demand. We are the city that has the tightest supply-and-demand ratio.”\u003c/p>\n\u003cp>And it's getting worse. A recent \u003ca href=\"http://www.sfchronicle.com/bayarea/matier-ross/article/Transit-cycling-parklets-rapidly-eating-up-S-F-6297923.php?cmpid=gsa-sfgate-result\" target=\"_blank\">Matier & Ross column\u003c/a> in the San Francisco Chronicle reported that at least 1,595 spaces are scheduled to be removed in the next few years to make the city's streets friendlier to bicyclists, pedestrians and transit.\u003c/p>\n\u003cp>\u003cstrong>Adding Insult to Injury for Theft Victims\u003c/strong>\u003c/p>\n\u003cp>One major complaint the SFMTA hears is from people whose cars were stolen and then towed, said Rose. When police find stolen vehicles, they notify the owner. If the owner doesn’t arrive to collect the car within 20 minutes, the vehicle gets towed at the owner's expense.\u003c/p>\n\u003cfigure id=\"attachment_10547411\" class=\"wp-caption alignleft\" style=\"max-width: 150px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/ian.jpg\">\u003cimg class=\"size-full wp-image-10547411\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/06/ian.jpg\" alt=\"Ian Monroe asked this question about towing after experiencing some headaches of his own.\" width=\"150\" height=\"222\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Ian Monroe asked Bay Curious this question about towing after experiencing some headaches of his own. \u003ccite>(Farida Jhabvala/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That’s what happened to our listener Ian Monroe. He owns an old Honda Civic with a big dent on the side. He thought nobody would steal it -- but he was wrong. His car was stolen twice, once from Noe Valley and once from the Castro.\u003c/p>\n\u003cp>“In both cases my car was missing for a few weeks and it was eventually found because of parking tickets it had accumulated,” said Monroe, a Stanford University visiting scholar and lecturer on energy and climate. “And I was only told it was found after it had been towed and put on impound, in one case for several days.”\u003c/p>\n\u003cp>The towing and storage bills totaled over $800, said Monroe, who purchased his car for about $1,800.\u003c/p>\n\u003cp>“You know, I’m a citizen of the city. I just had my car stolen, which really sucked, and that definitely was a hardship,” said Monroe. “But I ended up being a lot more pissed off at the city for the hefty bill that they are giving me for towing and impound, without giving me any chance to get my vehicle once it was found.”\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/208454251&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/208454251'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Some Cars Aren't Worth Retrieving\u003c/strong>\u003c/p>\n\u003cp>Fees can add up to more than the car is worth, so some people just surrender their title to the towing company, which then sells the vehicle at an auction sale to recover the towing and storage fees.\u003c/p>\n\u003cp>San Francisco Supervisor Scott Wiener said that can hurt people’s livelihoods.\u003c/p>\n\u003cp>“In fairness, San Francisco is a more expensive place to do business than other parts of the state,” said Wiener. “But I think we should look for ways to try to reduce the burden on people whose cars are towed.”\u003c/p>\n\u003cp>Wiener held hearings last year on the topic, and authored a resolution requesting the fees be reduced or waived for car theft victims.\u003c/p>\n\u003caside class=\"alignleft\">\u003ca href=\"http://ww2.kqed.org/news/series/baycurious\" target=\"_blank\">\u003cimg style=\"margin-bottom: 10px\" src=\"http://u.s.kqed.net/2015/04/20/baycurious.png\" alt=\"\">\u003c/a>\u003cbr>\nWhat do you wonder about the Bay Area, its culture or people that you want KQED to investigate? \u003ca href=\"http://ww2.kqed.org/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\n\u003cp>“You have people who have been victimized by someone stealing their car and then they get victimized again by not being able to recover their car unless they pay a lot of money,” Wiener said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The city’s contract with AutoReturn is up for renewal by the Board of Supervisors this summer, and changes to the towing fees could be on the table. Wiener said he will not support a new contract unless it offers relief for victims of car theft. He said the grace period for owners to recover their vehicles from the SFPD should be extended -- to several days or a week.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Update, May 27, 2015:\u003c/strong> Bay Area transportation officials have approved a contract to expand Bay Area Bike Share from a pilot of 700 bikes to a permanent program of 7,000 bikes, which will make it the second-largest bike-share system in the United States.\u003c/p>\n\u003cp>“In just an incredible blink of an eye, I don’t think you’ll be able to remember the days when bike share wasn’t a part of the urban fabric of all of these cities,” said Jay Walder, the CEO of \u003ca href=\"http://www.motivateco.com/\">Motivate \u003c/a>and former head of the Metropolitan Transportation Authority in New York.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission unanimously \u003ca href=\"https://mtc.legistar.com/LegislationDetail.aspx?ID=2324459&GUID=ECD9C52C-2ABE-4E9C-AA95-0516D6F2AAFA&Options=&Search=\">approved a contract\u003c/a> with Motivate, the largest bike-share operator in the country, to run the Bay Area’s program, which will be funded using private dollars, similar to the model for\u003ca href=\"http://www.citibikenyc.com/\"> Citibike\u003c/a> in New York City.\u003c/p>\n\u003cp>The branding and color scheme for Bay Area Bike Share will change to reflect the sponsor. Walder told KQED that several companies have expressed interest. Once a sponsor is secured, the contract will come back to the MTC for further approval.\u003c/p>\n\u003cp>The first batch of new and improved bikes is expected to be in place by the summer of 2016 and complete in 2017.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We are going to make it so much easier for our residents and workers here in the East Bay to make the healthy, economical choice to bike to and from their jobs, school and everyday trips,” said Renee Rivera, the executive director of \u003ca href=\"https://bikeeastbay.org/\">Bike East Bay\u003c/a>.\u003c/p>\n\u003cp>Officials said they would immediately begin outreach efforts to decide where to place new bike stations. They \u003ca href=\"http://suggest.bayareabikeshare.com/page/about\">launched a new site\u003c/a> where Bay Area residents can suggest locations for stations. A flurry of suggestions began coming right after the site launched.\u003c/p>\n\u003cp>\u003cstrong>Original story: April 3, 2015\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"http://www.bayareabikeshare.com/\" target=\"_blank\" rel=\"noopener\">Bay Area Bike Share\u003c/a> would expand to the East Bay under a proposed expansion of what’s been a successful pilot program. In addition, the number of bicycles would increase tenfold — from 700 to 7,000 — by late 2017 if the plan unveiled this week becomes a reality.\u003c/p>\n\u003cp>“When we launched Bay Area Bike Share nearly two years ago, we saw a transformation in the way that residents and visitors moved around the Bay Area with an easy, convenient, affordable and healthy transportation option in our world-class transportation network,” San Francisco Mayor Ed Lee said in a statement.\u003c/p>\n\u003cp>Lee and the mayors of four other Bay Area cities — Oakland, San Jose, Berkeley and Emeryville — announced an ambitious growth plan that would take the form of a public/private partnership with \u003ca href=\"http://www.motivateco.com/\" target=\"_blank\" rel=\"noopener\">Motivate\u003c/a>, the country’s biggest bike-share company, at no cost to taxpayers.\u003c/p>\n\u003cp>Motivate already operates Bay Area Bike Share, a three-county pilot that began in August 2013 and currently exists in San Francisco — where 90 percent of trips have occurred — as well as Palo Alto, Mountain View, Redwood City and San Jose. The program has been very popular, to the point that people have complained repeatedly that there aren’t enough bicycles or bike stations. \u003ca href=\"https://www.sfbike.org/\" target=\"_blank\" rel=\"noopener\">San Francisco Bicycle Coalition\u003c/a> has pushed for a larger and more robust system.\u003c/p>\n\u003cp>The proposal by Motivate would increase the number of bikes in San Francisco from 328 to 4,500 and in San Jose from 129 to 1,000. It would put 850 bikes in Oakland, 400 in Berkeley and 100 in Emeryville. The expansion would be gradual, in four phases ending in late 2017.\u003c/p>\n\u003cp>Bike-sharing is designed for short trips, including commutes and errands. Motivate’s fleet currently consists of 700 bicycles at 70 self-serve docking stations, which can be accessed 24 hours a day through short-term or ongoing membership in the program.\u003c/p>\n\u003cp>As of March 1, there have been 485,000 trips in the five pilot towns — with 436,000 of those rides occurring in San Francisco, according to MTC data. San Francisco has exceeded expectations, but bike use in the other four cities has been lower than projected. That’s why Palo Alto, Redwood City and Mountain View will be dropped from the program.\u003c/p>\n\u003cp>MTC spokesman Randy Rentschler said those three cities “could maintain and continue, but they would have to do it at cost.” He said San Jose’s ridership was low as well.\u003c/p>\n\u003cp>“In the case of San Jose, the plan to overcome low ridership is to build a more complete system,” he said. “In these other places, it was determined the market is just not there right now.”\u003c/p>\n\u003cp>On Wednesday, the \u003ca href=\"http://www.mtc.ca.gov/meetings/schedule/\" target=\"_blank\" rel=\"noopener\">Administration Committee\u003c/a> of the Metropolitan Transportation Commission (MTC) will take up the proposal. Later in the month, it will go before the board of the Bay Area Air Quality Management District, which launched Bay Area Bike Share and would transfer control of the program to the MTC if the expansion is OK’d.\u003c/p>\n\u003cp>The full MTC would have to approve the terms of the contract later in the spring.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The proposal says that open forums and outreach events would involve residents and businesses to figure out where to install the bike-share stations. Twenty percent of them would be located in low-income communities, and customers enrolled in Bay Area utility lifeline programs would get discounted passes.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, May 27, 2015:\u003c/strong> Bay Area transportation officials have approved a contract to expand Bay Area Bike Share from a pilot of 700 bikes to a permanent program of 7,000 bikes, which will make it the second-largest bike-share system in the United States.\u003c/p>\n\u003cp>“In just an incredible blink of an eye, I don’t think you’ll be able to remember the days when bike share wasn’t a part of the urban fabric of all of these cities,” said Jay Walder, the CEO of \u003ca href=\"http://www.motivateco.com/\">Motivate \u003c/a>and former head of the Metropolitan Transportation Authority in New York.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission unanimously \u003ca href=\"https://mtc.legistar.com/LegislationDetail.aspx?ID=2324459&GUID=ECD9C52C-2ABE-4E9C-AA95-0516D6F2AAFA&Options=&Search=\">approved a contract\u003c/a> with Motivate, the largest bike-share operator in the country, to run the Bay Area’s program, which will be funded using private dollars, similar to the model for\u003ca href=\"http://www.citibikenyc.com/\"> Citibike\u003c/a> in New York City.\u003c/p>\n\u003cp>The branding and color scheme for Bay Area Bike Share will change to reflect the sponsor. Walder told KQED that several companies have expressed interest. Once a sponsor is secured, the contract will come back to the MTC for further approval.\u003c/p>\n\u003cp>The first batch of new and improved bikes is expected to be in place by the summer of 2016 and complete in 2017.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We are going to make it so much easier for our residents and workers here in the East Bay to make the healthy, economical choice to bike to and from their jobs, school and everyday trips,” said Renee Rivera, the executive director of \u003ca href=\"https://bikeeastbay.org/\">Bike East Bay\u003c/a>.\u003c/p>\n\u003cp>Officials said they would immediately begin outreach efforts to decide where to place new bike stations. They \u003ca href=\"http://suggest.bayareabikeshare.com/page/about\">launched a new site\u003c/a> where Bay Area residents can suggest locations for stations. A flurry of suggestions began coming right after the site launched.\u003c/p>\n\u003cp>\u003cstrong>Original story: April 3, 2015\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"http://www.bayareabikeshare.com/\" target=\"_blank\" rel=\"noopener\">Bay Area Bike Share\u003c/a> would expand to the East Bay under a proposed expansion of what’s been a successful pilot program. In addition, the number of bicycles would increase tenfold — from 700 to 7,000 — by late 2017 if the plan unveiled this week becomes a reality.\u003c/p>\n\u003cp>“When we launched Bay Area Bike Share nearly two years ago, we saw a transformation in the way that residents and visitors moved around the Bay Area with an easy, convenient, affordable and healthy transportation option in our world-class transportation network,” San Francisco Mayor Ed Lee said in a statement.\u003c/p>\n\u003cp>Lee and the mayors of four other Bay Area cities — Oakland, San Jose, Berkeley and Emeryville — announced an ambitious growth plan that would take the form of a public/private partnership with \u003ca href=\"http://www.motivateco.com/\" target=\"_blank\" rel=\"noopener\">Motivate\u003c/a>, the country’s biggest bike-share company, at no cost to taxpayers.\u003c/p>\n\u003cp>Motivate already operates Bay Area Bike Share, a three-county pilot that began in August 2013 and currently exists in San Francisco — where 90 percent of trips have occurred — as well as Palo Alto, Mountain View, Redwood City and San Jose. The program has been very popular, to the point that people have complained repeatedly that there aren’t enough bicycles or bike stations. \u003ca href=\"https://www.sfbike.org/\" target=\"_blank\" rel=\"noopener\">San Francisco Bicycle Coalition\u003c/a> has pushed for a larger and more robust system.\u003c/p>\n\u003cp>The proposal by Motivate would increase the number of bikes in San Francisco from 328 to 4,500 and in San Jose from 129 to 1,000. It would put 850 bikes in Oakland, 400 in Berkeley and 100 in Emeryville. The expansion would be gradual, in four phases ending in late 2017.\u003c/p>\n\u003cp>Bike-sharing is designed for short trips, including commutes and errands. Motivate’s fleet currently consists of 700 bicycles at 70 self-serve docking stations, which can be accessed 24 hours a day through short-term or ongoing membership in the program.\u003c/p>\n\u003cp>As of March 1, there have been 485,000 trips in the five pilot towns — with 436,000 of those rides occurring in San Francisco, according to MTC data. San Francisco has exceeded expectations, but bike use in the other four cities has been lower than projected. That’s why Palo Alto, Redwood City and Mountain View will be dropped from the program.\u003c/p>\n\u003cp>MTC spokesman Randy Rentschler said those three cities “could maintain and continue, but they would have to do it at cost.” He said San Jose’s ridership was low as well.\u003c/p>\n\u003cp>“In the case of San Jose, the plan to overcome low ridership is to build a more complete system,” he said. “In these other places, it was determined the market is just not there right now.”\u003c/p>\n\u003cp>On Wednesday, the \u003ca href=\"http://www.mtc.ca.gov/meetings/schedule/\" target=\"_blank\" rel=\"noopener\">Administration Committee\u003c/a> of the Metropolitan Transportation Commission (MTC) will take up the proposal. Later in the month, it will go before the board of the Bay Area Air Quality Management District, which launched Bay Area Bike Share and would transfer control of the program to the MTC if the expansion is OK’d.\u003c/p>\n\u003cp>The full MTC would have to approve the terms of the contract later in the spring.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The proposal says that open forums and outreach events would involve residents and businesses to figure out where to install the bike-share stations. Twenty percent of them would be located in low-income communities, and customers enrolled in Bay Area utility lifeline programs would get discounted passes.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"order": 9
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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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"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"order": 18
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
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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",
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"source": "American Public Media"
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"masters-of-scale": {
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"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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},
"mindshift": {
"id": "mindshift",
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"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"morning-edition": {
"id": "morning-edition",
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"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
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"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"order": 11
},
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"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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},
"link": "/radio/program/on-the-media",
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},
"pbs-newshour": {
"id": "pbs-newshour",
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"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
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},
"link": "/radio/program/pbs-newshour",
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"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
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},
"perspectives": {
"id": "perspectives",
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"order": 14
},
"link": "/perspectives",
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"planet-money": {
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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},
"link": "/radio/program/planet-money",
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
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"rss": "https://feeds.npr.org/510289/podcast.xml"
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},
"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"order": 5
},
"link": "/podcasts/politicalbreakdown",
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"amazon": "https://music.amazon.com/podcasts/e0c2d153-ad36-4c8d-901d-f1da6a724824/political-breakdown",
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"rss": "https://ww2.kqed.org/news/tag/political-breakdown/feed/podcast"
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
"meta": {
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"source": "Possible"
},
"link": "/radio/program/possible",
"subscribe": {
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
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