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"disqusTitle": "BART Applying Lessons From 2013 Strike to Upcoming Transbay Closures",
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"content": "\u003cp>No matter how they're distributed, shifting some 100,000 BART riders to other transit systems is going to cause some headaches, delays and traffic.\u003c/p>\n\u003cp>So BART and other transit system authorities are encouraging commuters to stay home on the first weekends of August and September (Labor Day weekend) when, for the first time ever, train service between San Francisco and the East Bay will be \u003ca href=\"http://www.bart.gov/news/articles/2015/news20150624-0\" target=\"_blank\">halted\u003c/a> for repairs.\u003c/p>\n\u003caside class=\"pullquote alignright\">'With 100,000 transbay BART riders being displaced, there will be traffic. We encourage people to stay on their side of the bay.'\u003ccite>Bob Franklin\u003cbr>\nBART Manager, Customer Access and Accessibility\u003c/cite>\u003c/aside>\n\u003cp>\"This is a unique opportunity,\" BART spokesman Jim Allison said of the closure to replace 932 track ties and close to half a mile of rail between West Oakland Station and the Transbay Tube. \"They’re going to use every second that they have, and they’re going to make sure that they get out of the way in time for the morning commute when that weekday rolls around again.\"\u003c/p>\n\u003cp>For those who can't abort travel plans, BART is contracting with AC Transit, Muni in San Francisco, SamTrans and Golden Gate Transit for 94 buses to carry a typical Labor Day's worth of BART riders over the Bay Bridge.\u003c/p>\n\u003cp>\"We assembled a public transit dream team of bus operators,\" said Bob Franklin, the BART department manager in charge of organizing the tangle of agreements with other transit agencies to form the \"bus bridge.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Bay Area public transit veterans, and really anyone who tried to get around here during two \u003ca href=\"http://ww2.kqed.org/news/tag/bart-strike\" target=\"_blank\">strikes\u003c/a> in 2013 that shut down the system for days, will remember it's not the first time BART has tried to set up a bus bridge across the bay.\u003c/p>\n\u003cfigure id=\"attachment_10610199\" class=\"wp-caption alignright\" style=\"max-width: 1041px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295.jpg\">\u003cimg class=\"wp-image-10610199 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295.jpg\" alt=\"A map showing BART's "bus bridge" planned between 19th Street Oakland Station and the Transbay Terminal in San Francisco during Aug. 1 and 2 and Sept. 5-7 repairs that will close will the Transbay Tube.\" width=\"1041\" height=\"735\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295.jpg 1041w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295-400x282.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295-800x565.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295-960x678.jpg 960w\" sizes=\"(max-width: 1041px) 100vw, 1041px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A map showing BART's bus bridge planned between 19th Street Oakland Station and the Transbay Terminal in San Francisco during Aug. 1 and 2 and Sept. 5-7 repairs that will close will the Transbay Tube. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Bus capacity lined up for Aug. 1-2 and Sept. 5-7 is more than eight times what BART put together during the most recent strike, according to Franklin.\u003c/p>\n\u003cp>But that doesn't mean the commute will be smooth. The buses, plus an anticipated 15,000 to 20,000 more vehicles crossing the Bay Bridge, are expected to snarl traffic.\u003c/p>\n\u003cp>\"With 100,000 transbay BART riders being displaced, there will be traffic,\" Franklin said. \"We encourage people to stay on their side of the bay.\"\u003c/p>\n\u003cp>Caltrans is pitching in with more toll takers and facilitating exclusive on- and off-ramps for the buses.\u003c/p>\n\u003cp>Sean Nozzari, Caltrans deputy director of traffic operations, said typical Bay Bridge weekend delays of 15 to 20 minutes could \"easily double to about 30 to 60 minutes.\"\u003c/p>\n\u003cp>\"What we need motorists to do is to help avoid any nonessential trips across the bridge,\" he said. \"If they do have to travel, we ask that they allow additional time during their travel and use alternate routes.\"\u003c/p>\n\u003cp>Allison said crossover tracks between West Oakland Station and the Transbay Tube haven't been used since January, when track inspectors noted many of the ties anchoring them had started to work loose.\u003c/p>\n\u003cp>\"Should we have a major service disruption, say in the Transbay Tube or anywhere between West Oakland Station and Montgomery Street Station, the people who dispatch our trains and move train traffic around have no flexibility,\" Allison said.\u003c/p>\n\u003cp>The crossover tracks allow trains to switch sides before dropping beneath the bay.\u003c/p>\n\u003cfigure id=\"attachment_10610202\" class=\"wp-caption alignleft\" style=\"max-width: 1280px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/IMG_30581.jpg\">\u003cimg class=\"size-full wp-image-10610202\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/IMG_30581.jpg\" alt=\"A sticker on a fare gate at North Berkeley BART advertises an upcoming disruption to transbay train service on Aug. 1 and 2 and Sept. 5-7.\" width=\"1280\" height=\"960\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581.jpg 1280w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581-960x720.jpg 960w\" sizes=\"(max-width: 1280px) 100vw, 1280px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A sticker on a fare gate at North Berkeley BART advertises upcoming disruption to transbay train service on Aug. 1-2 and Sept. 5-7. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"This is something that we can only do in an intense, very quick period of time,\" Allison said.\u003c/p>\n\u003cp>The repairs, which will also include rail replacements in the Transbay Tube, are expected to cost $2 million.\u003c/p>\n\u003cp>The final cost of bus bridge and support staff for the closures isn't finalized, but the BART Board of Directors is scheduled to \u003ca href=\"http://www.bart.gov/sites/default/files/docs/agendas/07-23-15%20Agenda%20Packet.pdf\" target=\"_blank\">vote Thursday\u003c/a> on authorizing expenditures of $500,000 per day for each bus operator during the closure, plus $1 million for the Metropolitan Transportation Commission, which coordinates regional transportation and is deploying Caltrans and CHP for the closures, and $200,000 for city permits and other municipal-level expenses.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Franklin said he's requesting about double what he hopes the bus bridge will cost, but BART staff need the authority to spend the extra money if something goes wrong.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>No matter how they're distributed, shifting some 100,000 BART riders to other transit systems is going to cause some headaches, delays and traffic.\u003c/p>\n\u003cp>So BART and other transit system authorities are encouraging commuters to stay home on the first weekends of August and September (Labor Day weekend) when, for the first time ever, train service between San Francisco and the East Bay will be \u003ca href=\"http://www.bart.gov/news/articles/2015/news20150624-0\" target=\"_blank\">halted\u003c/a> for repairs.\u003c/p>\n\u003caside class=\"pullquote alignright\">'With 100,000 transbay BART riders being displaced, there will be traffic. We encourage people to stay on their side of the bay.'\u003ccite>Bob Franklin\u003cbr>\nBART Manager, Customer Access and Accessibility\u003c/cite>\u003c/aside>\n\u003cp>\"This is a unique opportunity,\" BART spokesman Jim Allison said of the closure to replace 932 track ties and close to half a mile of rail between West Oakland Station and the Transbay Tube. \"They’re going to use every second that they have, and they’re going to make sure that they get out of the way in time for the morning commute when that weekday rolls around again.\"\u003c/p>\n\u003cp>For those who can't abort travel plans, BART is contracting with AC Transit, Muni in San Francisco, SamTrans and Golden Gate Transit for 94 buses to carry a typical Labor Day's worth of BART riders over the Bay Bridge.\u003c/p>\n\u003cp>\"We assembled a public transit dream team of bus operators,\" said Bob Franklin, the BART department manager in charge of organizing the tangle of agreements with other transit agencies to form the \"bus bridge.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Bay Area public transit veterans, and really anyone who tried to get around here during two \u003ca href=\"http://ww2.kqed.org/news/tag/bart-strike\" target=\"_blank\">strikes\u003c/a> in 2013 that shut down the system for days, will remember it's not the first time BART has tried to set up a bus bridge across the bay.\u003c/p>\n\u003cfigure id=\"attachment_10610199\" class=\"wp-caption alignright\" style=\"max-width: 1041px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295.jpg\">\u003cimg class=\"wp-image-10610199 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295.jpg\" alt=\"A map showing BART's "bus bridge" planned between 19th Street Oakland Station and the Transbay Terminal in San Francisco during Aug. 1 and 2 and Sept. 5-7 repairs that will close will the Transbay Tube.\" width=\"1041\" height=\"735\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295.jpg 1041w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295-400x282.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295-800x565.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/RS16097_Map.jpg-alt_295-960x678.jpg 960w\" sizes=\"(max-width: 1041px) 100vw, 1041px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A map showing BART's bus bridge planned between 19th Street Oakland Station and the Transbay Terminal in San Francisco during Aug. 1 and 2 and Sept. 5-7 repairs that will close will the Transbay Tube. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Bus capacity lined up for Aug. 1-2 and Sept. 5-7 is more than eight times what BART put together during the most recent strike, according to Franklin.\u003c/p>\n\u003cp>But that doesn't mean the commute will be smooth. The buses, plus an anticipated 15,000 to 20,000 more vehicles crossing the Bay Bridge, are expected to snarl traffic.\u003c/p>\n\u003cp>\"With 100,000 transbay BART riders being displaced, there will be traffic,\" Franklin said. \"We encourage people to stay on their side of the bay.\"\u003c/p>\n\u003cp>Caltrans is pitching in with more toll takers and facilitating exclusive on- and off-ramps for the buses.\u003c/p>\n\u003cp>Sean Nozzari, Caltrans deputy director of traffic operations, said typical Bay Bridge weekend delays of 15 to 20 minutes could \"easily double to about 30 to 60 minutes.\"\u003c/p>\n\u003cp>\"What we need motorists to do is to help avoid any nonessential trips across the bridge,\" he said. \"If they do have to travel, we ask that they allow additional time during their travel and use alternate routes.\"\u003c/p>\n\u003cp>Allison said crossover tracks between West Oakland Station and the Transbay Tube haven't been used since January, when track inspectors noted many of the ties anchoring them had started to work loose.\u003c/p>\n\u003cp>\"Should we have a major service disruption, say in the Transbay Tube or anywhere between West Oakland Station and Montgomery Street Station, the people who dispatch our trains and move train traffic around have no flexibility,\" Allison said.\u003c/p>\n\u003cp>The crossover tracks allow trains to switch sides before dropping beneath the bay.\u003c/p>\n\u003cfigure id=\"attachment_10610202\" class=\"wp-caption alignleft\" style=\"max-width: 1280px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/IMG_30581.jpg\">\u003cimg class=\"size-full wp-image-10610202\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/IMG_30581.jpg\" alt=\"A sticker on a fare gate at North Berkeley BART advertises an upcoming disruption to transbay train service on Aug. 1 and 2 and Sept. 5-7.\" width=\"1280\" height=\"960\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581.jpg 1280w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/07/IMG_30581-960x720.jpg 960w\" sizes=\"(max-width: 1280px) 100vw, 1280px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A sticker on a fare gate at North Berkeley BART advertises upcoming disruption to transbay train service on Aug. 1-2 and Sept. 5-7. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"This is something that we can only do in an intense, very quick period of time,\" Allison said.\u003c/p>\n\u003cp>The repairs, which will also include rail replacements in the Transbay Tube, are expected to cost $2 million.\u003c/p>\n\u003cp>The final cost of bus bridge and support staff for the closures isn't finalized, but the BART Board of Directors is scheduled to \u003ca href=\"http://www.bart.gov/sites/default/files/docs/agendas/07-23-15%20Agenda%20Packet.pdf\" target=\"_blank\">vote Thursday\u003c/a> on authorizing expenditures of $500,000 per day for each bus operator during the closure, plus $1 million for the Metropolitan Transportation Commission, which coordinates regional transportation and is deploying Caltrans and CHP for the closures, and $200,000 for city permits and other municipal-level expenses.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Franklin said he's requesting about double what he hopes the bus bridge will cost, but BART staff need the authority to spend the extra money if something goes wrong.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Flood Destroys Bridge, Severs Interstate 10 in Southern California",
"title": "Flood Destroys Bridge, Severs Interstate 10 in Southern California",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>LOS ANGELES — Interstate 10, one of the main routes connecting California and Arizona, remained severed Monday after weekend flooding destroyed a highway bridge and caused severe damage to the roadway.\u003c/p>\n\u003cp>The collapse Sunday afternoon of the bridge near Desert Center -- about 180 miles east of Los Angeles and 50 miles west of Blythe, on the Arizona state line -- left one driver injured, stranded numerous motorists and complicated travel for countless others for what officials warned could be a long time.\u003c/p>\n\u003cp>The closure will force drivers seeking to use I-10 to travel between Los Angeles and Phoenix to use detours that could add more than 160 miles to their trips. Caltrans said Monday that at least one other bridge along the desert freeway suffered damage, and that it would closely inspect a 30-mile stretch of the road.\u003c/p>\n\u003cp>Caltrans spokesman Will Shuck said Monday that no safety issues were found with the 48-year-old bridge during an inspection on March 17. The bridge failed as a reported 6.7 inches of rain fell on Desert Center on Sunday.\u003c/p>\n\u003cp>The rains came amid a second day of showers and thunderstorms in Southern and Central California that were setting rainfall records in what is historically the state's driest month. Forecasters expected scattered rain through Monday as the remnants of a tropical storm off Baja California continued to push north.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The eastbound bridge gave way just after 4:30 p.m., with the structure ending up in the roaring torrent below.\u003c/p>\n\u003cp>The westbound section of the freeway was also closed. The roadway was intact but extremely undermined by flooding and could need just-as-extensive rebuilding, Terri Kasinga, a Caltrans spokeswoman.\u003c/p>\n\u003cp>One driver had to be rescued from a pickup that crashed in the collapse and was taken to a hospital with moderate injuries, the Riverside County Fire Department said.\u003c/p>\n\u003cp>Hundreds of other cars were stranded immediately after the collapse, but the California Highway Patrol worked to divert them and it wasn't clear if any remained, Kasinga said.\u003c/p>\n\u003cp>No time frame was given for when either side of the freeway would reopen as Caltrans examines the site.\u003c/p>\n\u003cp>Transportation officials recommended westbound travelers on the Arizona side of the collapse use U.S. 95, from Quartzsite, on I-10, to Yuma, on I-8; on the west side of the demolished bridge, eastbound travelers were advised to use state Highways 86 or 111 to detour from Coachella, on I-10, to El Centro, on I-8.\u003c/p>\n\u003cp>Each of those detours would add 160 or so miles to the normal 375-mile trip from L.A. to Phoenix on I-10.\u003c/p>\n\u003cp>Rain fell Sunday afternoon in parts of Los Angeles County's mountains, the valley north and inland urban areas to the east as remnants of tropical storm Dolores brought warm, muggy conditions northward.\u003c/p>\n\u003cp>The showers forced the Los Angeles Angels' first rainout in 20 years and the San Diego Padres' first rainout since 2006.\u003c/p>\n\u003cp>Saturday's rainfall broke records in at least 11 locations, including five places that had the most rain ever recorded on any day in July, said National Weather Service meteorologist Joe Sirard.\u003c/p>\n\u003cp>July is typically the driest month of the year in Southern California. Because of that, Saturday's 0.36 inch of rain in downtown Los Angeles exceeded the 0.24 inch recorded July 14, 1886, which had been the wettest July day in nearly 130 years.\u003c/p>\n\u003cp>Ramona in San Diego County received 4.1 inches of rain in the 48 hours ending at 7 p.m. Sunday, while Pinyon Pines in Riverside County got 3.28 inches. Running Springs and Lake Arrowhead in the San Bernardino Mountains had more than 2½ inches, while Kearny Mesa in San Diego received 2.39 inches.\u003c/p>\n\u003cp>Besides the flash floods, the storm brought power outages and turned Los Angeles County's typically packed coast into empty stretches of sand when the threat of lightning forced authorities to close 70 miles of beaches.\u003c/p>\n\u003cp>The summer storm has helped firefighters advance on two wildfires that broke out Friday, including one that forced the closure of another key Southern California freeway.\u003c/p>\n\u003cp>Interstate 15 in the mountainous Cajon Pass northeast of Los Angeles was shut down after flames swept across lanes, torching vehicles and sending people running for safety. All lanes were open Monday on the main artery between Southern California and Las Vegas, and the blaze was 75 percent contained.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>AP Writer Chris Weber in Los Angeles contributed to this story.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>LOS ANGELES — Interstate 10, one of the main routes connecting California and Arizona, remained severed Monday after weekend flooding destroyed a highway bridge and caused severe damage to the roadway.\u003c/p>\n\u003cp>The collapse Sunday afternoon of the bridge near Desert Center -- about 180 miles east of Los Angeles and 50 miles west of Blythe, on the Arizona state line -- left one driver injured, stranded numerous motorists and complicated travel for countless others for what officials warned could be a long time.\u003c/p>\n\u003cp>The closure will force drivers seeking to use I-10 to travel between Los Angeles and Phoenix to use detours that could add more than 160 miles to their trips. Caltrans said Monday that at least one other bridge along the desert freeway suffered damage, and that it would closely inspect a 30-mile stretch of the road.\u003c/p>\n\u003cp>Caltrans spokesman Will Shuck said Monday that no safety issues were found with the 48-year-old bridge during an inspection on March 17. The bridge failed as a reported 6.7 inches of rain fell on Desert Center on Sunday.\u003c/p>\n\u003cp>The rains came amid a second day of showers and thunderstorms in Southern and Central California that were setting rainfall records in what is historically the state's driest month. Forecasters expected scattered rain through Monday as the remnants of a tropical storm off Baja California continued to push north.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The eastbound bridge gave way just after 4:30 p.m., with the structure ending up in the roaring torrent below.\u003c/p>\n\u003cp>The westbound section of the freeway was also closed. The roadway was intact but extremely undermined by flooding and could need just-as-extensive rebuilding, Terri Kasinga, a Caltrans spokeswoman.\u003c/p>\n\u003cp>One driver had to be rescued from a pickup that crashed in the collapse and was taken to a hospital with moderate injuries, the Riverside County Fire Department said.\u003c/p>\n\u003cp>Hundreds of other cars were stranded immediately after the collapse, but the California Highway Patrol worked to divert them and it wasn't clear if any remained, Kasinga said.\u003c/p>\n\u003cp>No time frame was given for when either side of the freeway would reopen as Caltrans examines the site.\u003c/p>\n\u003cp>Transportation officials recommended westbound travelers on the Arizona side of the collapse use U.S. 95, from Quartzsite, on I-10, to Yuma, on I-8; on the west side of the demolished bridge, eastbound travelers were advised to use state Highways 86 or 111 to detour from Coachella, on I-10, to El Centro, on I-8.\u003c/p>\n\u003cp>Each of those detours would add 160 or so miles to the normal 375-mile trip from L.A. to Phoenix on I-10.\u003c/p>\n\u003cp>Rain fell Sunday afternoon in parts of Los Angeles County's mountains, the valley north and inland urban areas to the east as remnants of tropical storm Dolores brought warm, muggy conditions northward.\u003c/p>\n\u003cp>The showers forced the Los Angeles Angels' first rainout in 20 years and the San Diego Padres' first rainout since 2006.\u003c/p>\n\u003cp>Saturday's rainfall broke records in at least 11 locations, including five places that had the most rain ever recorded on any day in July, said National Weather Service meteorologist Joe Sirard.\u003c/p>\n\u003cp>July is typically the driest month of the year in Southern California. Because of that, Saturday's 0.36 inch of rain in downtown Los Angeles exceeded the 0.24 inch recorded July 14, 1886, which had been the wettest July day in nearly 130 years.\u003c/p>\n\u003cp>Ramona in San Diego County received 4.1 inches of rain in the 48 hours ending at 7 p.m. Sunday, while Pinyon Pines in Riverside County got 3.28 inches. Running Springs and Lake Arrowhead in the San Bernardino Mountains had more than 2½ inches, while Kearny Mesa in San Diego received 2.39 inches.\u003c/p>\n\u003cp>Besides the flash floods, the storm brought power outages and turned Los Angeles County's typically packed coast into empty stretches of sand when the threat of lightning forced authorities to close 70 miles of beaches.\u003c/p>\n\u003cp>The summer storm has helped firefighters advance on two wildfires that broke out Friday, including one that forced the closure of another key Southern California freeway.\u003c/p>\n\u003cp>Interstate 15 in the mountainous Cajon Pass northeast of Los Angeles was shut down after flames swept across lanes, torching vehicles and sending people running for safety. All lanes were open Monday on the main artery between Southern California and Las Vegas, and the blaze was 75 percent contained.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>AP Writer Chris Weber in Los Angeles contributed to this story.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco Police Plan Crackdown on Bicyclists on Popular Routes",
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"content": "\u003cp>The captain of the San Francisco Police Department's \u003ca href=\"http://sf-police.org/index.aspx?page=832\">Park Station\u003c/a> is \u003ca href=\"http://www.sfexaminer.com/clamping-down-on-cyclists-police-and-bike-riders-clash-over-new-enforcement-near-panhandle/\">planning a crackdown\u003c/a> on bike riders who roll through stop signs on some of the city's most popular bike routes, saying \"protection of life\" is his top priority. But bike advocates say police should focus traffic enforcement on the greatest threat to lives: dangerous behavior by drivers.\u003c/p>\n\u003cp>The comments by Capt. John Sanford were made at a community meeting Tuesday night, according to \u003ca href=\"http://hoodline.com/2015/06/rule-breaking-cyclists-top-agenda-at-sfpd-park-station-community-meeting\">Hoodline\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Traffic enforcement teams will consist of bicycle officers and marked police vehicles, said Sanford, who reported that district officers have given 38 traffic citations to cyclists between January and May. \"I am not too shy to say that it is a problem,\" said Sanford, who encouraged attendees to spread the word that a crackdown is in the works. \"Tell your friends to slow, stop and obey,\" he said.\u003c/p>\u003c/blockquote>\n\u003cp>SFPD spokesman Albie Esparza confirms the department is planning targeted enforcement against people who bike in the Park police district, which includes The Wiggle, Panhandle and Golden Gate Park.\u003c/p>\n\u003cp>In addition to drivers, \"we do see a large number of pedestrians and bicyclists who are also committing violations, and we cannot simply turn a blind eye and just ignore that,\" Esparza says.\u003c/p>\n\u003cp>But bike advocates say SFPD s\u003cspan style=\"line-height: 1.5\">hould focus on the top five traffic violations by drivers that cause the most deaths and injuries on the streets. Police pledged to have those violations account for 50 percent of all citations, as part of \u003ca href=\"http://ww2.kqed.org/news/2014/03/06/sf-takes-step-toward-goal-of-zero-traffic-deaths-in-10-years/\">the city's Vision Zero goal \u003c/a>to end all traffic deaths by 2024. \u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Taking\u003ca href=\"http://www.sfbike.org/news/sfpds-park-station-diverting-resources-away-from-vision-zero/\"> \u003c/a>enforcement resources away from the most troublesome driving behaviors is dangerous in itself, says Chris Cassidy, communications director for the \u003ca href=\"http://www.sfbike.org/\">San Francisco Bicycle Coalition.\u003c/a>\u003c/p>\n\u003cp>\"Frankly, we're concerned about people living in, and going through The Wiggle, Golden Gate Park and Inner Sunset if there's any diversion of traffic resources away from Vision Zero,\" says Cassidy.\u003c/p>\n\u003cp>A \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/vision-zero-san-francisco.pdf\">study by the San Francisco Municipal Transportation Agency\u003c/a> found drivers at fault in two-thirds of severe and fatal traffic collisions.\u003c/p>\n\u003cp>Esparza says the department does plan to stay focused on the five most dangerous driving violations: speeding, running red lights, failing to yield to pedestrians, failing to yield while making turns and ignoring stop signs. But he says the department will continue to do targeted enforcement against bicyclists just like it does against people who drive and walk.\u003c/p>\n\u003cp>\"This portion is going to be educating enforcement of bicycle laws to make sure we have people educated, and also enforce the laws to change behaviors, so we can see safer roadways,\" he says.\u003c/p>\n\u003cp>Cassidy says the crackdown would be a change in tactics by Park Station. After receiving complaints, the previous captain would alert the bike coalition so it could increase \u003ca href=\"https://www.sfbike.org/our-work/safety-education/\">education efforts.\u003c/a>\u003c/p>\n\u003cp>\"SFPD has been fantastic citywide at increasing their focus on the five deadliest traffic behaviors,\" says Cassidy. \"Recent comments from the Park Station are really an aberration from SFPD's work towards eliminating traffic deaths.\"\u003c/p>\n\u003cp>Cassidy says the SFBC encourages bicyclists to follow the \u003ca href=\"https://www.sfbike.org/resources/bicycle-law/rules-of-the-road/\">rules of the road\u003c/a>. But\u003ca href=\"http://sf.streetsblog.org/2015/07/16/new-sfpd-park-station-captains-bike-crackdown-wont-make-streets-safer/\"> Streetsblog San Francisco\u003c/a> points out:\u003c/p>\n\u003cblockquote>\u003cp>The stop sign law in every state \u003ca href=\"http://bikeportland.org/2009/01/14/idaho-stop-law-faq-13387\">except Idaho\u003c/a> assumes that \u003ca href=\"http://sf.streetsblog.org/2012/07/20/bikes-are-not-cars-why-california-needs-an-idaho-stop-law/\">bicycles are just like cars\u003c/a>, creating the unrealistic expectation that someone on a bike should make a full stop at every stop sign, even when they are clearly not violating anybody else’s right-of-way.\u003c/p>\n\u003cp>The letter of the law leads to an unproductive fixation on the way that people naturally negotiate stop signs on a bike: by slowing, checking for traffic, and being prepared to yield to others.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>Esparza did not indicate when the crackdown would begin.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The captain of the San Francisco Police Department's \u003ca href=\"http://sf-police.org/index.aspx?page=832\">Park Station\u003c/a> is \u003ca href=\"http://www.sfexaminer.com/clamping-down-on-cyclists-police-and-bike-riders-clash-over-new-enforcement-near-panhandle/\">planning a crackdown\u003c/a> on bike riders who roll through stop signs on some of the city's most popular bike routes, saying \"protection of life\" is his top priority. But bike advocates say police should focus traffic enforcement on the greatest threat to lives: dangerous behavior by drivers.\u003c/p>\n\u003cp>The comments by Capt. John Sanford were made at a community meeting Tuesday night, according to \u003ca href=\"http://hoodline.com/2015/06/rule-breaking-cyclists-top-agenda-at-sfpd-park-station-community-meeting\">Hoodline\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Traffic enforcement teams will consist of bicycle officers and marked police vehicles, said Sanford, who reported that district officers have given 38 traffic citations to cyclists between January and May. \"I am not too shy to say that it is a problem,\" said Sanford, who encouraged attendees to spread the word that a crackdown is in the works. \"Tell your friends to slow, stop and obey,\" he said.\u003c/p>\u003c/blockquote>\n\u003cp>SFPD spokesman Albie Esparza confirms the department is planning targeted enforcement against people who bike in the Park police district, which includes The Wiggle, Panhandle and Golden Gate Park.\u003c/p>\n\u003cp>In addition to drivers, \"we do see a large number of pedestrians and bicyclists who are also committing violations, and we cannot simply turn a blind eye and just ignore that,\" Esparza says.\u003c/p>\n\u003cp>But bike advocates say SFPD s\u003cspan style=\"line-height: 1.5\">hould focus on the top five traffic violations by drivers that cause the most deaths and injuries on the streets. Police pledged to have those violations account for 50 percent of all citations, as part of \u003ca href=\"http://ww2.kqed.org/news/2014/03/06/sf-takes-step-toward-goal-of-zero-traffic-deaths-in-10-years/\">the city's Vision Zero goal \u003c/a>to end all traffic deaths by 2024. \u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Taking\u003ca href=\"http://www.sfbike.org/news/sfpds-park-station-diverting-resources-away-from-vision-zero/\"> \u003c/a>enforcement resources away from the most troublesome driving behaviors is dangerous in itself, says Chris Cassidy, communications director for the \u003ca href=\"http://www.sfbike.org/\">San Francisco Bicycle Coalition.\u003c/a>\u003c/p>\n\u003cp>\"Frankly, we're concerned about people living in, and going through The Wiggle, Golden Gate Park and Inner Sunset if there's any diversion of traffic resources away from Vision Zero,\" says Cassidy.\u003c/p>\n\u003cp>A \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/vision-zero-san-francisco.pdf\">study by the San Francisco Municipal Transportation Agency\u003c/a> found drivers at fault in two-thirds of severe and fatal traffic collisions.\u003c/p>\n\u003cp>Esparza says the department does plan to stay focused on the five most dangerous driving violations: speeding, running red lights, failing to yield to pedestrians, failing to yield while making turns and ignoring stop signs. But he says the department will continue to do targeted enforcement against bicyclists just like it does against people who drive and walk.\u003c/p>\n\u003cp>\"This portion is going to be educating enforcement of bicycle laws to make sure we have people educated, and also enforce the laws to change behaviors, so we can see safer roadways,\" he says.\u003c/p>\n\u003cp>Cassidy says the crackdown would be a change in tactics by Park Station. After receiving complaints, the previous captain would alert the bike coalition so it could increase \u003ca href=\"https://www.sfbike.org/our-work/safety-education/\">education efforts.\u003c/a>\u003c/p>\n\u003cp>\"SFPD has been fantastic citywide at increasing their focus on the five deadliest traffic behaviors,\" says Cassidy. \"Recent comments from the Park Station are really an aberration from SFPD's work towards eliminating traffic deaths.\"\u003c/p>\n\u003cp>Cassidy says the SFBC encourages bicyclists to follow the \u003ca href=\"https://www.sfbike.org/resources/bicycle-law/rules-of-the-road/\">rules of the road\u003c/a>. But\u003ca href=\"http://sf.streetsblog.org/2015/07/16/new-sfpd-park-station-captains-bike-crackdown-wont-make-streets-safer/\"> Streetsblog San Francisco\u003c/a> points out:\u003c/p>\n\u003cblockquote>\u003cp>The stop sign law in every state \u003ca href=\"http://bikeportland.org/2009/01/14/idaho-stop-law-faq-13387\">except Idaho\u003c/a> assumes that \u003ca href=\"http://sf.streetsblog.org/2012/07/20/bikes-are-not-cars-why-california-needs-an-idaho-stop-law/\">bicycles are just like cars\u003c/a>, creating the unrealistic expectation that someone on a bike should make a full stop at every stop sign, even when they are clearly not violating anybody else’s right-of-way.\u003c/p>\n\u003cp>The letter of the law leads to an unproductive fixation on the way that people naturally negotiate stop signs on a bike: by slowing, checking for traffic, and being prepared to yield to others.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>Esparza did not indicate when the crackdown would begin.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Ride-service juggernaut Uber is facing a $7.3 million fine for refusing to give California regulators information about its business practices, including accident details and how accessible vehicles are to disabled riders.\u003c/p>\n\u003cp>The fine, levied against Rasier-CA, a subsidiary of Uber Technologies that operates the UberX ride service, was part of a ruling by an administrative law judge at the California Public Utilities Commission. The agency granted Uber and competitors like Lyft formal permission to operate in 2013, but required them to report certain data on their operations.\u003c/p>\n\u003cp>In Wednesday's ruling, Administrative Law Judge Karen V. Clopton found Rasier-CA in contempt of the the agency's reporting requirement. Her decision gives Rasier 30 days to pay the penalty and comply with reporting requirements or see its operating license in California suspended.\u003c/p>\n\u003cp>Clopton agreed with utility commission staff who said Uber has not filed all required reports, specifically about how often it provided disabled-accessible vehicles when requested, places where drivers tend to turn down ride requests, and the causes of accidents.\u003c/p>\n\u003cp>Uber had argued that it provided sufficient information to the commission. The judge acknowledged that Uber provided some information but said it was not enough.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In a written statement, Uber spokeswoman Eva Behrend called the ruling and fine \"deeply disappointing\" and said the company would appeal.\u003c/p>\n\u003cp>\"Uber has already provided substantial amounts of data to the California Public Utilities Commission, information we have provided elsewhere with no complaints,\" Behrend wrote, adding that submitting more detailed information could affect the privacy of passengers and drivers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Uber has previously tussled with public officials. In Portland, Oregon, for example it had an extended disagreement with the city that led it to suspend operations. In France, Uber suspended its low-cost service following an escalating legal dispute and sometimes-violent tensions with traditional French taxi drivers. French authorities had ordered the service — called UberPop — shut down, but Uber refused, pending a legal decision at a top French court.\u003c/p>\n\n",
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"content": "\u003cp>Doyle Drive, San Francisco’s historic access road to the Golden Gate Bridge, will be closed to traffic from Thursday until next Monday as crews work on the new Presidio Parkway, \u003ca href=\"http://goldengate.org/news/doyleclosure/doyle-drive-closure-july-2015.php\" target=\"_blank\" rel=\"noopener\">according to\u003c/a> the Golden Gate Bridge Highway and Transportation District.\u003c/p>\n\u003cp>The road will be closed in both directions starting at 10 p.m. Thursday and is scheduled to open to the public at 5 a.m. Monday.\u003c/p>\n\u003cp>During the closure, crews will finalize roadway connections and transfer traffic to the permanent new \u003ca href=\"http://www.presidioparkway.org/\" target=\"_blank\" rel=\"noopener\">Presidio Parkway\u003c/a>.\u003c/p>\n\u003cp>The California Highway Patrol anticipates delays of up to four hours during peak commute periods and is urging drivers to build in extra time or use alternate routes.\u003c/p>\n\u003cp>The parkway features the Main Post and Battery tunnels, which are covered with landscaping to preserve the natural beauty of the Presidio.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The parkway also has new bridges and new ramps that enable easier access to the Presidio and the Marina District, as well as between state Highway 1 and U.S. Highway 101.\u003c/p>\n\u003cp>While the Golden Gate Bridge will remain open throughout the extended closure, motorists will not be able to access the bridge from Highway 101 in San Francisco.\u003c/p>\n\u003cp>Motorists are urged to take the San Francisco-Oakland Bay Bridge to avoid the Golden Gate Bridge.\u003c/p>\n\u003cp>The southeast parking lot at the bridge visitors plaza will also be closed between Thursday and Monday, and tour buses will not be allowed to pick up or drop off passengers in that lot.\u003c/p>\n\u003cp>Traffic will still be able to travel on Highway 1 onto 19th Avenue and from Merchant Road to Lincoln Boulevard, but motorists should expect major delays, with the Friday commute hours expected to be particularly backed up.\u003c/p>\n\u003cfigure id=\"attachment_10593358\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/closurequickmap.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/closurequickmap-800x520.jpg\" alt=\"This map shows the scope of the Doyle Drive closure.\" width=\"800\" height=\"520\" class=\"size-medium wp-image-10593358\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/closurequickmap-800x520.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/closurequickmap-400x260.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/closurequickmap-960x624.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/closurequickmap.jpg 989w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">This map shows the scope of the Doyle Drive closure. \u003ccite>(Courtesy of Presidio Parkway Project)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The public is urged to take public transportation instead of driving personal vehicles across the Golden Gate Bridge.\u003c/p>\n\u003cp>Golden Gate Transit bus and Golden Gate Ferry service will be running, but there will be no San Francisco MUNI service at the Golden Gate Bridge during the closure.\u003c/p>\n\u003cp>Golden Gate Transit will run modified weekday service on Friday and will not operate Routes 92 and 93. Some stops will not be served during the closure over the weekend.\u003c/p>\n\u003cp>Golden Gate Ferry will add service throughout the weekend on the Larkspur and Sausalito routes.\u003c/p>\n\u003cp>Additional late-night trips will run on Friday from Larkspur. Additional early-morning and late-night trips from Larkspur will also run on Saturday and Sunday.\u003c/p>\n\u003cp>On Saturday and Sunday, late-night trips will also run from Sausalito. The Giants Ferry will also operate between Larkspur and AT&T Park.\u003c/p>\n\u003cp>Michael Cabanatuan’s story in the \u003ca href=\"http://www.sfgate.com/news/article/Doyle-Drive-closure-opens-golden-era-of-Presidio-6371689.php\" target=\"_blank\" rel=\"noopener\">San Francisco Chronicle\u003c/a> today describes what driving on the new Doyle Drive will be like:\u003c/p>\n\u003cblockquote>\u003cp>It won’t be much like the drive on the old Doyle Drive — and only a little like the temporary roadway in use the past three years — and there’s a whole weekend to get through without no roadway at all.\u003c/p>\n\u003cp>Facing the biggest changes: motorists heading toward the bridge from San Francisco. The beginning of the trip will seem the same, as they’ll get onto Presidio Parkway as they do now, but then almost immediately they will cross a small bridge over what will become an extension of the Crissy Field Marsh — it will feel a bit like a bump.\u003c/p>\n\u003cp>Almost immediately, drivers will speed into the first of two new tunnels, emerge where the temporary bypass once was and make a straight shot uphill, to the second tunnel. Nothing like twisting through the narrow lanes of the old road that often felt dangerously like bumper cars.\u003c/p>\u003c/blockquote>\n\u003cp>Originally constructed in 1936, Doyle Drive was deemed structurally and seismically unsafe, prompting construction of the Presidio Parkway that began in 2009.\u003c/p>\n\u003cp>In 2012, traffic was shifted onto a seismically safe temporary bypass, but after this weekend’s closure, the temporary bypass will no longer be used and will soon be deconstructed.\u003c/p>\n\u003cp>The Presidio Parkway project is expected to be fully completed in 2016.\u003c/p>\n\u003cp>Here’s an overview of the project:\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=q4Kjkw6Wf7k\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This post contains reporting from Bay City News.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The parkway also has new bridges and new ramps that enable easier access to the Presidio and the Marina District, as well as between state Highway 1 and U.S. Highway 101.\u003c/p>\n\u003cp>While the Golden Gate Bridge will remain open throughout the extended closure, motorists will not be able to access the bridge from Highway 101 in San Francisco.\u003c/p>\n\u003cp>Motorists are urged to take the San Francisco-Oakland Bay Bridge to avoid the Golden Gate Bridge.\u003c/p>\n\u003cp>The southeast parking lot at the bridge visitors plaza will also be closed between Thursday and Monday, and tour buses will not be allowed to pick up or drop off passengers in that lot.\u003c/p>\n\u003cp>Traffic will still be able to travel on Highway 1 onto 19th Avenue and from Merchant Road to Lincoln Boulevard, but motorists should expect major delays, with the Friday commute hours expected to be particularly backed up.\u003c/p>\n\u003cfigure id=\"attachment_10593358\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/closurequickmap.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/07/closurequickmap-800x520.jpg\" alt=\"This map shows the scope of the Doyle Drive closure.\" width=\"800\" height=\"520\" class=\"size-medium wp-image-10593358\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/closurequickmap-800x520.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/closurequickmap-400x260.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/closurequickmap-960x624.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/07/closurequickmap.jpg 989w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">This map shows the scope of the Doyle Drive closure. \u003ccite>(Courtesy of Presidio Parkway Project)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The public is urged to take public transportation instead of driving personal vehicles across the Golden Gate Bridge.\u003c/p>\n\u003cp>Golden Gate Transit bus and Golden Gate Ferry service will be running, but there will be no San Francisco MUNI service at the Golden Gate Bridge during the closure.\u003c/p>\n\u003cp>Golden Gate Transit will run modified weekday service on Friday and will not operate Routes 92 and 93. Some stops will not be served during the closure over the weekend.\u003c/p>\n\u003cp>Golden Gate Ferry will add service throughout the weekend on the Larkspur and Sausalito routes.\u003c/p>\n\u003cp>Additional late-night trips will run on Friday from Larkspur. Additional early-morning and late-night trips from Larkspur will also run on Saturday and Sunday.\u003c/p>\n\u003cp>On Saturday and Sunday, late-night trips will also run from Sausalito. The Giants Ferry will also operate between Larkspur and AT&T Park.\u003c/p>\n\u003cp>Michael Cabanatuan’s story in the \u003ca href=\"http://www.sfgate.com/news/article/Doyle-Drive-closure-opens-golden-era-of-Presidio-6371689.php\" target=\"_blank\" rel=\"noopener\">San Francisco Chronicle\u003c/a> today describes what driving on the new Doyle Drive will be like:\u003c/p>\n\u003cblockquote>\u003cp>It won’t be much like the drive on the old Doyle Drive — and only a little like the temporary roadway in use the past three years — and there’s a whole weekend to get through without no roadway at all.\u003c/p>\n\u003cp>Facing the biggest changes: motorists heading toward the bridge from San Francisco. The beginning of the trip will seem the same, as they’ll get onto Presidio Parkway as they do now, but then almost immediately they will cross a small bridge over what will become an extension of the Crissy Field Marsh — it will feel a bit like a bump.\u003c/p>\n\u003cp>Almost immediately, drivers will speed into the first of two new tunnels, emerge where the temporary bypass once was and make a straight shot uphill, to the second tunnel. Nothing like twisting through the narrow lanes of the old road that often felt dangerously like bumper cars.\u003c/p>\u003c/blockquote>\n\u003cp>Originally constructed in 1936, Doyle Drive was deemed structurally and seismically unsafe, prompting construction of the Presidio Parkway that began in 2009.\u003c/p>\n\u003cp>In 2012, traffic was shifted onto a seismically safe temporary bypass, but after this weekend’s closure, the temporary bypass will no longer be used and will soon be deconstructed.\u003c/p>\n\u003cp>The Presidio Parkway project is expected to be fully completed in 2016.\u003c/p>\n\u003cp>Here’s an overview of the project:\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/q4Kjkw6Wf7k'\n title='//www.youtube.com/embed/q4Kjkw6Wf7k'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>\u003c/p>\n\u003cp>\u003cem>This post contains reporting from Bay City News.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"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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"disqusTitle": "New Fee Would Increase the Cost of Parking in San Francisco",
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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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"headTitle": "The California Report | KQED News",
"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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"excerpt": "Gov. Jerry Brown asks lawmakers to come up with billions of dollars for two key issues.",
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"title": "Legislators Tackle Transportation, Health Care Funding in Special Sessions | KQED",
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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",
"title": "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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"excerpt": "Almost $500 in towing fees, added to the injury of a stolen car, could fall to zero for city residents.",
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"description": "Almost $500 in towing fees, added to the injury of a stolen car, could fall to zero for city residents.",
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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?",
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"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",
"title": "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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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"radiolab": {
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},
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"info": "The Snap Judgment radio show and podcast mixes real stories with killer beats to produce cinematic, dramatic radio. Snap's musical brand of storytelling dares listeners to see the world through the eyes of another. This is storytelling... with a BEAT!! Snap first aired on public radio stations nationwide in July 2010. Today, Snap Judgment airs on over 450 public radio stations and is brought to the airwaves by KQED & PRX.",
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"soldout": {
"id": "soldout",
"title": "SOLD OUT: Rethinking Housing in America",
"tagline": "A new future for housing",
"info": "Sold Out: Rethinking Housing in America",
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