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"content": "\u003cp>BART is taking public comments on a plan to increase current fares by 3.4 percent next year, transit agency officials said.\u003c/p>\n\u003cp>Starting on Jan. 1, 2016, fares will increase by either 10 or 15 cents, depending on the distance of the trip.\u003c/p>\n\u003cp>Passengers who travel between Berkeley and MacArthur stations or from the El Cerrito del Norte to 12th Street Oakland City Center stations will see a 10-cent hike.\u003c/p>\n\u003cp>It will cost 15 more cents to ride along longer stretches of the system, including from Hayward to Embarcadero, from Lake Merritt to Balboa Park and from Walnut Creek to Powell Street.\u003c/p>\n\u003cp>The added revenue from the fare hike will help pay for high-priority projects in the transit system, including new rail cars, an automated train control system and an expansion of the Hayward Maintenance Complex, BART officials said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The planned fare hike is part of the agency's inflation-based fare increase program, which helps the agency generate its own revenue to fund the system.\u003c/p>\n\u003cp>The increase in 2016 is estimated to bring $15 million a year to the agency, BART officials said.\u003c/p>\n\u003cp>The biennial increase takes the average of local and national inflation in a two-year period, which is then subtracted by a half-percent to account for BART's \"operating efficiencies.\" The final total is a rate below inflation and rounded to the nearest nickel.\u003c/p>\n\u003cp>The BART Board of Directors adopted the program in 2003, and the first hike took place in 2006.\u003c/p>\n\u003cp>Public comments on the planned increase will be accepted until April 28 and will be submitted to the BART Board of Directors. Comments can be sent by mail to the BART Office of Civil Rights at 300 Lakeside Drive, Suite 1600, Oakland, CA 94612.\u003c/p>\n\u003cp>Comments can also be made by phone to (510) 464-6752, by fax to (510) 464-7587 or by email at fares@bart.gov.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>People can also fill out an online survey on the increase and learn more information about the program \u003ca href=\"http://www.bart.gov/guide/titlevi\" target=\"_blank\">here\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The planned fare hike is part of the agency's inflation-based fare increase program, which helps the agency generate its own revenue to fund the system.\u003c/p>\n\u003cp>The increase in 2016 is estimated to bring $15 million a year to the agency, BART officials said.\u003c/p>\n\u003cp>The biennial increase takes the average of local and national inflation in a two-year period, which is then subtracted by a half-percent to account for BART's \"operating efficiencies.\" The final total is a rate below inflation and rounded to the nearest nickel.\u003c/p>\n\u003cp>The BART Board of Directors adopted the program in 2003, and the first hike took place in 2006.\u003c/p>\n\u003cp>Public comments on the planned increase will be accepted until April 28 and will be submitted to the BART Board of Directors. Comments can be sent by mail to the BART Office of Civil Rights at 300 Lakeside Drive, Suite 1600, Oakland, CA 94612.\u003c/p>\n\u003cp>Comments can also be made by phone to (510) 464-6752, by fax to (510) 464-7587 or by email at fares@bart.gov.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>People can also fill out an online survey on the increase and learn more information about the program \u003ca href=\"http://www.bart.gov/guide/titlevi\" target=\"_blank\">here\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "How Do You Like Los Angeles' New Parking Signs?",
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"content": "\u003cp>In Los Angeles, it's really not the traffic, it's the parking.\u003c/p>\n\u003cp>Every Angeleno has endured that nerve-wracking search for a spot, circling and circling and circling city blocks. Then, when you finally find a space, you've got to solve the logic puzzle that L.A. parking signs can sometimes be.\u003c/p>\n\u003cp>For years now, every parking restriction on a spot has had its own sign. A sign for loading zone hours. A sign for street-cleaning hours. A sign for parking permit details. That meant, sometimes, a single parking spot could have \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-large-parking-signs-culver-city-20140822-story.html\">seven or eight parking signs\u003c/a>, which can be maddening.\u003c/p>\n\u003cp>The city is now trying to fix that problem. This weekend, L.A. rolled out \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-confusing-parking-signs-20150403-story.html\">100 new parking signs\u003c/a> in a small section of downtown for a six-month trial run. If it all works out, the new signs would mean only one sign per parking spot.\u003c/p>\n\u003cfigure id=\"attachment_10480531\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/04/parking-sign-2_custom-5540a91e23218b5f39752f6f113885ee990d62af-s800-c85.jpg\">\u003cimg class=\"size-full wp-image-10480531\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/04/parking-sign-2_custom-5540a91e23218b5f39752f6f113885ee990d62af-s800-c85.jpg\" alt=\"The city of Los Angeles is trying out 100 of these new parking signs for six months. They're supposed to help streamline the current system.\" width=\"800\" height=\"872\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/04/parking-sign-2_custom-5540a91e23218b5f39752f6f113885ee990d62af-s800-c85.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/04/parking-sign-2_custom-5540a91e23218b5f39752f6f113885ee990d62af-s800-c85-400x436.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/04/parking-sign-2_custom-5540a91e23218b5f39752f6f113885ee990d62af-s800-c85-768x837.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/04/parking-sign-2_custom-5540a91e23218b5f39752f6f113885ee990d62af-s800-c85-320x349.jpg 320w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The city of Los Angeles is trying out 100 of these new parking signs for six months. They're supposed to help streamline the current system. \u003ccite>(Sam Sanders/NPR News)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The signs are grids — each day has a column that's color-coded hour by hour, telling you when you can park. If it's green, you're good to go. If it's red, you can't park. If certain times are black, the spot is a loading zone during that time. During a news conference announcing the new signs last week, Los Angeles Mayor Eric Garcetti said of the new grids: \"All you have to do is look at what day it is. Look at what time it is. And with easy color-coding and easy graphics, you should know whether or not you can be there.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ca href=\"http://www.lamayor.org/mayor_garcetti_unveils_new_easy_to_read_parking_signs\">The city says\u003c/a> the signs will also feature QR codes and smartphone-readable beacons that will provide the \"foundation for developers to create apps that provide parking and other information.\"\u003c/p>\n\u003cp>Garcetti acknowledged that the current system of finding a parking spot in L.A. is \"one of the most frustrating things we all experience, and I think most Angelenos are convinced that the city is out to get them.\" He added, \"In the past, quite often, it seems like we've designed a more and more difficult system.\"\u003c/p>\n\u003cp>\u003ca href=\"http://www.laweekly.com/arts/an-interview-with-designer-nikki-sylianteng-potential-savior-of-las-parking-signs-5162022\">Designer Nikki Sylianteng\u003c/a> of Brooklyn, N.Y., created the new parking signs. After getting a $95 parking ticket during a trip to L.A., she returned to New York and cooked up the idea. She put up the templates on her website, and soon after was approached by the city of Los Angeles.\u003c/p>\n\u003cp>So, how do Angelenos like the new signs? In an entirely unscientific survey conducted on Spring Street downtown, opinions were mixed but generally leaned negative.\u003c/p>\n\u003cp>\"It makes sense, but it's not easier, that's for damn sure,\" said Craig Jenkins. He prefers the old system of multiple signs, saying: \"I'd rather just read three signs than look at one graph. I think stick to the classics.\"\u003c/p>\n\u003cp>Laury Wollery was a little more positive. \"It's pretty straightforward once you take a look at it,\" he said. \"It takes some time to read and understand, but it makes more sense.\"\u003c/p>\n\u003cp>But he added that it might not be the best solution to the problem. \"I always thought that the best parking sign would be an LED that says, 'Park Here [or] Don't Park Here,' \" he said. \"And then you move on with your life. But, if they can't do that, this is the next best thing, I guess.\"\u003c/p>\n\u003cp>Sarah Little said, \"What fascinates me is that there's a committee of people that sat in a room together, and they were like, 'How are we gonna make this better?' And this is what they come up with,\" she said. \"This just looks like a fantastic waste of funds.\"\u003c/p>\n\u003cp>And then there's Craig Jenkins' solution to L.A.'s parking confusion: \"Make it free.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>How do you like the new parking signs? Let us know in the comments thread.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2015 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=How+Do+You+Like+Los+Angeles%27+New+Parking+Signs%3F&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\" alt=\"\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In Los Angeles, it's really not the traffic, it's the parking.\u003c/p>\n\u003cp>Every Angeleno has endured that nerve-wracking search for a spot, circling and circling and circling city blocks. Then, when you finally find a space, you've got to solve the logic puzzle that L.A. parking signs can sometimes be.\u003c/p>\n\u003cp>For years now, every parking restriction on a spot has had its own sign. A sign for loading zone hours. A sign for street-cleaning hours. A sign for parking permit details. That meant, sometimes, a single parking spot could have \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-large-parking-signs-culver-city-20140822-story.html\">seven or eight parking signs\u003c/a>, which can be maddening.\u003c/p>\n\u003cp>The city is now trying to fix that problem. This weekend, L.A. rolled out \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-confusing-parking-signs-20150403-story.html\">100 new parking signs\u003c/a> in a small section of downtown for a six-month trial run. If it all works out, the new signs would mean only one sign per parking spot.\u003c/p>\n\u003cfigure id=\"attachment_10480531\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/04/parking-sign-2_custom-5540a91e23218b5f39752f6f113885ee990d62af-s800-c85.jpg\">\u003cimg class=\"size-full wp-image-10480531\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/04/parking-sign-2_custom-5540a91e23218b5f39752f6f113885ee990d62af-s800-c85.jpg\" alt=\"The city of Los Angeles is trying out 100 of these new parking signs for six months. They're supposed to help streamline the current system.\" width=\"800\" height=\"872\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/04/parking-sign-2_custom-5540a91e23218b5f39752f6f113885ee990d62af-s800-c85.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/04/parking-sign-2_custom-5540a91e23218b5f39752f6f113885ee990d62af-s800-c85-400x436.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/04/parking-sign-2_custom-5540a91e23218b5f39752f6f113885ee990d62af-s800-c85-768x837.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/04/parking-sign-2_custom-5540a91e23218b5f39752f6f113885ee990d62af-s800-c85-320x349.jpg 320w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The city of Los Angeles is trying out 100 of these new parking signs for six months. They're supposed to help streamline the current system. \u003ccite>(Sam Sanders/NPR News)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The signs are grids — each day has a column that's color-coded hour by hour, telling you when you can park. If it's green, you're good to go. If it's red, you can't park. If certain times are black, the spot is a loading zone during that time. During a news conference announcing the new signs last week, Los Angeles Mayor Eric Garcetti said of the new grids: \"All you have to do is look at what day it is. Look at what time it is. And with easy color-coding and easy graphics, you should know whether or not you can be there.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://www.lamayor.org/mayor_garcetti_unveils_new_easy_to_read_parking_signs\">The city says\u003c/a> the signs will also feature QR codes and smartphone-readable beacons that will provide the \"foundation for developers to create apps that provide parking and other information.\"\u003c/p>\n\u003cp>Garcetti acknowledged that the current system of finding a parking spot in L.A. is \"one of the most frustrating things we all experience, and I think most Angelenos are convinced that the city is out to get them.\" He added, \"In the past, quite often, it seems like we've designed a more and more difficult system.\"\u003c/p>\n\u003cp>\u003ca href=\"http://www.laweekly.com/arts/an-interview-with-designer-nikki-sylianteng-potential-savior-of-las-parking-signs-5162022\">Designer Nikki Sylianteng\u003c/a> of Brooklyn, N.Y., created the new parking signs. After getting a $95 parking ticket during a trip to L.A., she returned to New York and cooked up the idea. She put up the templates on her website, and soon after was approached by the city of Los Angeles.\u003c/p>\n\u003cp>So, how do Angelenos like the new signs? In an entirely unscientific survey conducted on Spring Street downtown, opinions were mixed but generally leaned negative.\u003c/p>\n\u003cp>\"It makes sense, but it's not easier, that's for damn sure,\" said Craig Jenkins. He prefers the old system of multiple signs, saying: \"I'd rather just read three signs than look at one graph. I think stick to the classics.\"\u003c/p>\n\u003cp>Laury Wollery was a little more positive. \"It's pretty straightforward once you take a look at it,\" he said. \"It takes some time to read and understand, but it makes more sense.\"\u003c/p>\n\u003cp>But he added that it might not be the best solution to the problem. \"I always thought that the best parking sign would be an LED that says, 'Park Here [or] Don't Park Here,' \" he said. \"And then you move on with your life. But, if they can't do that, this is the next best thing, I guess.\"\u003c/p>\n\u003cp>Sarah Little said, \"What fascinates me is that there's a committee of people that sat in a room together, and they were like, 'How are we gonna make this better?' And this is what they come up with,\" she said. \"This just looks like a fantastic waste of funds.\"\u003c/p>\n\u003cp>And then there's Craig Jenkins' solution to L.A.'s parking confusion: \"Make it free.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>How do you like the new parking signs? Let us know in the comments thread.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2015 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=How+Do+You+Like+Los+Angeles%27+New+Parking+Signs%3F&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\" alt=\"\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Privately owned transportation companies are popping up all around San Francisco. They say they can fill the void that public transit is not providing.\u003c/p>\n\u003cp>Consider Leap, a company that shuttles people between the Marina and Financial districts.\u003c/p>\n\u003cp>“Kind of think of it like a lounge on wheels,” Leap CEO Kyle Kirchhoff says.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/198751466\" 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>Kirchhoff's company is running a shuttle that follows \u003ca href=\"http://leaptransit.com/\">the public bus route\u003c/a> from downtown San Francisco to the Marina District. Kirchhoff says Leap provides a transportation alternative. Critics say these kinds of private services will hurt public transit and widen San Francisco's class divide.\u003c/p>\n\u003caside class=\"pullquote alignright\">“Kind of think of it like a lounge on wheels” \u003ccite>Kyle Kirchhoff, Leap CEO\u003c/cite>\u003c/aside>\n\u003cp>Leap's shuttles have a startup feel to them. The outsides are bright blue with a big white jumping dog logo. The insides have wood paneling and polished grey floors. Soft music plays and the interior is sometimes lit with colored lights -- they give the buses a kind of Virgin America nightclub-like glow.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The shuttles are refurbished city buses. They have no straps or bars to hold onto -- the space is designed for seated passengers. Each bus fits about 30 people in either armchairs, banquettes or plush stools along a wooden counter.\u003c/p>\n\u003cp>Up front there is a mini-fridge with a selection of snacks and beverages for sale. Riders can order up things like Blue Bottle, Stumptown Coffee, Boxed Water and Happy Moose Juice -- a crowd favorite.\u003c/p>\n\u003cp>The bus seems to cater to the kind of tech-savvy professionals in \u003ca href=\"https://vimeo.com/122275278\">its promotional video\u003c/a>, but Kirchhoff says it is for everyone.\u003c/p>\n\u003cp>“We built Leap to be for all of San Francisco,” he says, “not one particular group of people.”\u003c/p>\n\u003cp>Yeah right, says Ilyse Magy. She is a representative from the \u003ca href=\"http://sftru.org/\">San Francisco Transit Riders Union\u003c/a>.\u003c/p>\n\u003cp>“I get triggered when I think about all of the people who don't have access to Leap,” she says.\u003c/p>\n\u003cp>Magy points to the price. A standard ticket costs $6 compared to $2.25 on a city bus. You need a smart phone to get on, unless you print your tickets, which means you need access to the Internet and a printer. There is no discount for young riders, no designated seating for the elderly or pregnant, and the bus is not wheelchair accessible.\u003c/p>\n\u003caside class=\"pullquote alignleft\">“I get triggered when I think about all of the people who don't have access to Leap.” \u003ccite>Ilyse Magy, San Francisco Transit Riders Union\u003c/cite>\u003c/aside>\n\u003cp>San Francisco's public transit system needs improvement says Magy, but services like Leap do not help. She says Leap segregates the well-off from the rest of the city; it allows more privileged riders to opt out of the public system she says, which will eventually weaken it.\u003c/p>\n\u003cp>“When you have fewer and fewer people taking public transportation, but still voting on how it's funded and how it's managed, you have a voter base that is out of touch with the system,” Magy says.\u003c/p>\n\u003cp>Leap CEO Kirchhoff says he is not trying to disrupt Muni, but to get more people on mass transit.\u003c/p>\n\u003cp>“When Muni gets overcrowded, people go get in their cars and use car services, and we think that is worse for the city overall,” Kirchhoff says.\u003c/p>\n\u003cp>A private bus appeals to Malissa Schiermeyer. She is trying Leap because she wants a more comfortable ride than public transport. She has also tried taking Uber, which Kirchhoff sees as a competitor.\u003c/p>\n\u003cp>“When I work late and I can't take the express bus home -- how do I say this -- it's uncomfortable the amount of passengers and the type of passengers. Sometimes I don't feel safe,” Schiermeyer says.\u003c/p>\n\u003caside class=\"pullquote alignright\">“There is this libertarian philosophy that supports these private ventures and that is really destructive.” \u003ccite>Erin McElroy, Community Organizer\u003c/cite>\u003c/aside>\n\u003cp>Leap is one of many tech startups taking advantage of public irritation with San Francisco's public transportation. There is another shuttle company Chariot, and car services like Lyft, Sidecar and Uber. Leap has received funding from big names in Silicon Valley, like Salesforce CEO Marc Benioff and Netscape co-founder Marc Andreessen.\u003c/p>\n\u003cp>The whole startup approach to mass transit worries community organizer Erin McElroy. She runs the \u003ca href=\"http://www.antievictionmappingproject.net/\">Anti-Eviction Mapping Project\u003c/a> to fight for those getting priced out of the city by gentrification, and she would rather see more public approaches to issues like transportation.\u003c/p>\n\u003cp>“There is this libertarian philosophy that supports these private ventures, and that is really destructive,” McElroy says.\u003c/p>\n\u003cp>This is not the first time San Francisco has had private shuttles or jitneys. There were some back in the \u003ca href=\"http://missionlocal.org/2014/06/up-until-the-1970s-muni-had-competition/\">'50s and '60s\u003c/a>, and there is \u003ca href=\"http://www.yelp.com/biz/jess-losa-jitney-97-san-francisco\">still one shuttle\u003c/a> that stops at the 4th and Market Caltrain station. But in the 1970s, San Francisco stopped the sale of jitney licenses. 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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Privately owned transportation companies are popping up all around San Francisco. They say they can fill the void that public transit is not providing.\u003c/p>\n\u003cp>Consider Leap, a company that shuttles people between the Marina and Financial districts.\u003c/p>\n\u003cp>“Kind of think of it like a lounge on wheels,” Leap CEO Kyle Kirchhoff says.\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/198751466&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/198751466'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Kirchhoff's company is running a shuttle that follows \u003ca href=\"http://leaptransit.com/\">the public bus route\u003c/a> from downtown San Francisco to the Marina District. Kirchhoff says Leap provides a transportation alternative. Critics say these kinds of private services will hurt public transit and widen San Francisco's class divide.\u003c/p>\n\u003caside class=\"pullquote alignright\">“Kind of think of it like a lounge on wheels” \u003ccite>Kyle Kirchhoff, Leap CEO\u003c/cite>\u003c/aside>\n\u003cp>Leap's shuttles have a startup feel to them. The outsides are bright blue with a big white jumping dog logo. The insides have wood paneling and polished grey floors. Soft music plays and the interior is sometimes lit with colored lights -- they give the buses a kind of Virgin America nightclub-like glow.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The shuttles are refurbished city buses. They have no straps or bars to hold onto -- the space is designed for seated passengers. Each bus fits about 30 people in either armchairs, banquettes or plush stools along a wooden counter.\u003c/p>\n\u003cp>Up front there is a mini-fridge with a selection of snacks and beverages for sale. Riders can order up things like Blue Bottle, Stumptown Coffee, Boxed Water and Happy Moose Juice -- a crowd favorite.\u003c/p>\n\u003cp>The bus seems to cater to the kind of tech-savvy professionals in \u003ca href=\"https://vimeo.com/122275278\">its promotional video\u003c/a>, but Kirchhoff says it is for everyone.\u003c/p>\n\u003cp>“We built Leap to be for all of San Francisco,” he says, “not one particular group of people.”\u003c/p>\n\u003cp>Yeah right, says Ilyse Magy. She is a representative from the \u003ca href=\"http://sftru.org/\">San Francisco Transit Riders Union\u003c/a>.\u003c/p>\n\u003cp>“I get triggered when I think about all of the people who don't have access to Leap,” she says.\u003c/p>\n\u003cp>Magy points to the price. A standard ticket costs $6 compared to $2.25 on a city bus. You need a smart phone to get on, unless you print your tickets, which means you need access to the Internet and a printer. There is no discount for young riders, no designated seating for the elderly or pregnant, and the bus is not wheelchair accessible.\u003c/p>\n\u003caside class=\"pullquote alignleft\">“I get triggered when I think about all of the people who don't have access to Leap.” \u003ccite>Ilyse Magy, San Francisco Transit Riders Union\u003c/cite>\u003c/aside>\n\u003cp>San Francisco's public transit system needs improvement says Magy, but services like Leap do not help. She says Leap segregates the well-off from the rest of the city; it allows more privileged riders to opt out of the public system she says, which will eventually weaken it.\u003c/p>\n\u003cp>“When you have fewer and fewer people taking public transportation, but still voting on how it's funded and how it's managed, you have a voter base that is out of touch with the system,” Magy says.\u003c/p>\n\u003cp>Leap CEO Kirchhoff says he is not trying to disrupt Muni, but to get more people on mass transit.\u003c/p>\n\u003cp>“When Muni gets overcrowded, people go get in their cars and use car services, and we think that is worse for the city overall,” Kirchhoff says.\u003c/p>\n\u003cp>A private bus appeals to Malissa Schiermeyer. She is trying Leap because she wants a more comfortable ride than public transport. She has also tried taking Uber, which Kirchhoff sees as a competitor.\u003c/p>\n\u003cp>“When I work late and I can't take the express bus home -- how do I say this -- it's uncomfortable the amount of passengers and the type of passengers. Sometimes I don't feel safe,” Schiermeyer says.\u003c/p>\n\u003caside class=\"pullquote alignright\">“There is this libertarian philosophy that supports these private ventures and that is really destructive.” \u003ccite>Erin McElroy, Community Organizer\u003c/cite>\u003c/aside>\n\u003cp>Leap is one of many tech startups taking advantage of public irritation with San Francisco's public transportation. There is another shuttle company Chariot, and car services like Lyft, Sidecar and Uber. Leap has received funding from big names in Silicon Valley, like Salesforce CEO Marc Benioff and Netscape co-founder Marc Andreessen.\u003c/p>\n\u003cp>The whole startup approach to mass transit worries community organizer Erin McElroy. She runs the \u003ca href=\"http://www.antievictionmappingproject.net/\">Anti-Eviction Mapping Project\u003c/a> to fight for those getting priced out of the city by gentrification, and she would rather see more public approaches to issues like transportation.\u003c/p>\n\u003cp>“There is this libertarian philosophy that supports these private ventures, and that is really destructive,” McElroy says.\u003c/p>\n\u003cp>This is not the first time San Francisco has had private shuttles or jitneys. There were some back in the \u003ca href=\"http://missionlocal.org/2014/06/up-until-the-1970s-muni-had-competition/\">'50s and '60s\u003c/a>, and there is \u003ca href=\"http://www.yelp.com/biz/jess-losa-jitney-97-san-francisco\">still one shuttle\u003c/a> that stops at the 4th and Market Caltrain station. But in the 1970s, San Francisco stopped the sale of jitney licenses. The rationale was to protect public transportation.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Right now it is unclear how services like Leap will be regulated. There have been complaints from residents and businesses about shuttles blocking driveways and causing congestion. City supervisors will hold a hearing on the issue, but probably not for at least a month.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Three neighborhoods in San Francisco pose the highest risk to bicyclists because of distracted driving.\u003c/p>\n\u003cp>The most hazardous interections and corridors are located in the Panhandle/Lower Haight, South of Market and Upper Mission/Duboce Triangle, according to a \u003ca href=\"http://blog.zendrive.com\" target=\"_blank\">new report\u003c/a> released Monday.\u003c/p>\n\u003cp>\u003ca href=\"https://www.zendrive.com\" target=\"_blank\">Zendrive,\u003c/a> a San Francisco analytics startup, arrived at that conclusion by relying on data from sensors on drivers' smartphones. It joined forces with Human, an activity tracker that provided data about areas with lots of bicycling activity.\u003c/p>\n\u003cp>The result: maps that show the scariest parts of town for anyone on two wheels.\u003c/p>\n\u003cp>For the last six months, Zendrive tracked 1,100 drivers -- including regular motorists, taxicab drivers and ride-service drivers -- over 37,500 miles across the city. Here's what the company said about distracted driving:\u003c/p>\n\u003cblockquote>\u003cp>\"Every second a driver is looking at their phone instead of the road means dozens and even hundreds of feet traveled without attention to surroundings. (At a high city driving speed like 30mph, even a single second spent looking at the phone means a driver has gone 44 feet without looking at the road!) Unfortunately, these episodes can be fatal for cyclists and pedestrians. So even if a car isn't speeding in regards to the speed limit, using a phone while going 30mph is a more dangerous type of distraction than using a phone while rolling into a stop sign.\"\u003c/p>\u003c/blockquote>\n\u003cp>Zendrive also produced a Top 10 list of the most harrowing hot spots:\u003c/p>\n\u003cul>\n\u003cul>\n\u003cli>\u003cstrong>Duboce Triangle:\u003c/strong> Church Street from 15th to Market Street; Duboce Avenue and Sanchez Street; Duboce Avenue and Valencia Street.\u003c/li>\n\u003cli>\u003cstrong>South of Market/Mission:\u003c/strong> Duboce Avenue/13th Street from Folsom to Bryant Streets; 10th Street from Mission to Folsom streets; Eighth Street from Howard to Harrison streets; the Brannan and Division interchange; Folsom Street from Seventh to 14th streets.\u003c/li>\n\u003cli>\u003cstrong>Panhandle/Lower Haight;\u003c/strong> Fell Street from Broderick to the JFK curve; Oak Street from the Panhandle to Scott Street.\u003c/li>\n\u003c/ul>\n\u003c/ul>\n\u003cp>Bicyling magazine's \u003ca href=\"http://www.bicycling.com/ride-maps/featured-rides/2014-top-50-bike-friendly-cities/7-san-francisco\" target=\"_blank\">2014 review\u003c/a> of the 50 bike-friendliest cities in the United States ranked San Francisco as seventh -- moving up one spot from its rank two years earlier.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Three neighborhoods in San Francisco pose the highest risk to bicyclists because of distracted driving.\u003c/p>\n\u003cp>The most hazardous interections and corridors are located in the Panhandle/Lower Haight, South of Market and Upper Mission/Duboce Triangle, according to a \u003ca href=\"http://blog.zendrive.com\" target=\"_blank\">new report\u003c/a> released Monday.\u003c/p>\n\u003cp>\u003ca href=\"https://www.zendrive.com\" target=\"_blank\">Zendrive,\u003c/a> a San Francisco analytics startup, arrived at that conclusion by relying on data from sensors on drivers' smartphones. It joined forces with Human, an activity tracker that provided data about areas with lots of bicycling activity.\u003c/p>\n\u003cp>The result: maps that show the scariest parts of town for anyone on two wheels.\u003c/p>\n\u003cp>For the last six months, Zendrive tracked 1,100 drivers -- including regular motorists, taxicab drivers and ride-service drivers -- over 37,500 miles across the city. Here's what the company said about distracted driving:\u003c/p>\n\u003cblockquote>\u003cp>\"Every second a driver is looking at their phone instead of the road means dozens and even hundreds of feet traveled without attention to surroundings. (At a high city driving speed like 30mph, even a single second spent looking at the phone means a driver has gone 44 feet without looking at the road!) Unfortunately, these episodes can be fatal for cyclists and pedestrians. So even if a car isn't speeding in regards to the speed limit, using a phone while going 30mph is a more dangerous type of distraction than using a phone while rolling into a stop sign.\"\u003c/p>\u003c/blockquote>\n\u003cp>Zendrive also produced a Top 10 list of the most harrowing hot spots:\u003c/p>\n\u003cul>\n\u003cul>\n\u003cli>\u003cstrong>Duboce Triangle:\u003c/strong> Church Street from 15th to Market Street; Duboce Avenue and Sanchez Street; Duboce Avenue and Valencia Street.\u003c/li>\n\u003cli>\u003cstrong>South of Market/Mission:\u003c/strong> Duboce Avenue/13th Street from Folsom to Bryant Streets; 10th Street from Mission to Folsom streets; Eighth Street from Howard to Harrison streets; the Brannan and Division interchange; Folsom Street from Seventh to 14th streets.\u003c/li>\n\u003cli>\u003cstrong>Panhandle/Lower Haight;\u003c/strong> Fell Street from Broderick to the JFK curve; Oak Street from the Panhandle to Scott Street.\u003c/li>\n\u003c/ul>\n\u003c/ul>\n\u003cp>Bicyling magazine's \u003ca href=\"http://www.bicycling.com/ride-maps/featured-rides/2014-top-50-bike-friendly-cities/7-san-francisco\" target=\"_blank\">2014 review\u003c/a> of the 50 bike-friendliest cities in the United States ranked San Francisco as seventh -- moving up one spot from its rank two years earlier.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "You're Not Crazy: The Bay Area Is Getting Way More Crowded",
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"content": "\u003ch2>U.S. Domestic Migrations From 2013 to 2014\u003c/h2>\n\u003cp>You’ve been thinking for a while that it’s getting crowded around these parts — a lot more crowded. On the freeways. On BART. Even at your hot yoga/vegan sushi takeout place.\u003c/p>\n\u003cp>And now, the U.S. Census Bureau confirms you’re not crazy — the Bay Area’s population is growing rapidly, largely driven by people flocking here from all over the United States.\u003c/p>\n\u003cp>The agency published new population numbers today that show the estimated population of our nine-county region increasing by about 100,000 between July 1, 2013, and July 1, 2014, from 7,461,992 to 7,561,755 — or about 1.3 percent.\u003c/p>\n\u003cp>The fastest-growing Bay Area county, in both absolute numbers and percentage? Alameda, which saw a gain of more than 27,000 people, or about 1.75 percent. The two slowest-growing counties were Napa and Marin, with gains under 1 percent.\u003c/p>\n\u003cp>San Francisco, whose population continues to break its previous highs, increased from 841,138 to 852,469, or about 1.2 percent.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Census Bureau’s report also shows that especially in the central Bay Area — the Metropolitan Statistical Area (or MSA) consisting of Marin, San Francisco, San Mateo, Contra Costa and Alameda counties — a steady influx of new migrants from across California and the United States is driving the population growth. The population increased by about 43,000 people. About two-thirds of that growth was due to new arrivals between mid-2013 and mid-2014.\u003c/p>\n\u003cp>In fact, the San Francisco-Oakland-Hayward MSA had a higher net domestic in-migration — the difference between people arriving in the area and those moving away — than any other metro area in the state and one of the highest in the nation.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The South Bay — an MSA defined as Santa Clara and San Benito counties — saw a net domestic in-migration of more than 10,000 new arrivals. The North Bay MSAs, Santa Rosa and Vallejo-Fairfield, reported about 3,600 and 3,800 respectively.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003ch2>U.S. Domestic Migrations From 2013 to 2014\u003c/h2>\n\u003cp>You’ve been thinking for a while that it’s getting crowded around these parts — a lot more crowded. On the freeways. On BART. Even at your hot yoga/vegan sushi takeout place.\u003c/p>\n\u003cp>And now, the U.S. Census Bureau confirms you’re not crazy — the Bay Area’s population is growing rapidly, largely driven by people flocking here from all over the United States.\u003c/p>\n\u003cp>The agency published new population numbers today that show the estimated population of our nine-county region increasing by about 100,000 between July 1, 2013, and July 1, 2014, from 7,461,992 to 7,561,755 — or about 1.3 percent.\u003c/p>\n\u003cp>The fastest-growing Bay Area county, in both absolute numbers and percentage? Alameda, which saw a gain of more than 27,000 people, or about 1.75 percent. The two slowest-growing counties were Napa and Marin, with gains under 1 percent.\u003c/p>\n\u003cp>San Francisco, whose population continues to break its previous highs, increased from 841,138 to 852,469, or about 1.2 percent.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Census Bureau’s report also shows that especially in the central Bay Area — the Metropolitan Statistical Area (or MSA) consisting of Marin, San Francisco, San Mateo, Contra Costa and Alameda counties — a steady influx of new migrants from across California and the United States is driving the population growth. The population increased by about 43,000 people. About two-thirds of that growth was due to new arrivals between mid-2013 and mid-2014.\u003c/p>\n\u003cp>In fact, the San Francisco-Oakland-Hayward MSA had a higher net domestic in-migration — the difference between people arriving in the area and those moving away — than any other metro area in the state and one of the highest in the nation.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The South Bay — an MSA defined as Santa Clara and San Benito counties — saw a net domestic in-migration of more than 10,000 new arrivals. The North Bay MSAs, Santa Rosa and Vallejo-Fairfield, reported about 3,600 and 3,800 respectively.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Update, 12:10 p.m.:\u003c/strong> The California Highway Patrol says the Caldecott Tunnel bore closed by a car accident and fire this morning reopened at 11:15 a.m.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> In an incident that brings back memories of a deadly episode more than three decades ago, dozens of motorists were forced to flee their cars after a crash and fire in the Caldecott Tunnel early Monday morning.\u003c/p>\n\u003cp>The California Highway Patrol said no one was hurt in the 6:45 a.m. accident, which involved two cars and closed the southernmost of the tunnel’s two eastbound bores. The fire was put out by 8 a.m.\u003c/p>\n\u003cp>The bore’s closure backed up traffic headed from Oakland into Contra Costa County for miles along Highway 24. But the CHP said the bore would be reopened around 11 a.m.\u003c/p>\n\u003cp>“Caltrans is going to come in and help remove the vehicle, make sure there’s no more damage to the bore of Caldecott, and we can get traffic back moving,” said CHP Officer Sean Wilkenfeld.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>If you’ve been in the Bay Area for awhile, Monday’s incident is an echo of \u003ca href=\"http://www.mercurynews.com/news/ci_24412323/anatomy-disaster-1982-caldecott-tunnel-fire-that-killed\" target=\"_blank\" rel=\"noopener\">the April 7, 1982, disaster\u003c/a> in which a gasoline tanker caught fire after a crash. Seven people were killed.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The memory of that incident, which caused $3 million in damage and closed the tunnel for about six days, has prompted public safety agencies to prepare for fires inside the Caldecott. The CHP said Monday that it conducted its most recent fire drill inside the tunnel a few weeks ago.\u003c/p>\n\u003cfigure id=\"attachment_10457425\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/03/caldecottfire1.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-10457425\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/03/caldecottfire1-800x557.jpg\" alt=\"Cars involved in Monday morning crash and fire that shut down one of the Caldecott Tunnel's eastbound bores Monday morning, with abandoned vehicles in background. \" width=\"800\" height=\"557\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/caldecottfire1-800x557.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/caldecottfire1-400x279.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/caldecottfire1-768x535.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/caldecottfire1-320x223.jpg 320w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/caldecottfire1.jpg 945w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cars involved in Monday morning crash and fire that shut down one of the Caldecott Tunnel’s eastbound bores Monday morning, with abandoned vehicles in background. \u003ccite>(California Highway Patrol via Twitter )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 12:10 p.m.:\u003c/strong> The California Highway Patrol says the Caldecott Tunnel bore closed by a car accident and fire this morning reopened at 11:15 a.m.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> In an incident that brings back memories of a deadly episode more than three decades ago, dozens of motorists were forced to flee their cars after a crash and fire in the Caldecott Tunnel early Monday morning.\u003c/p>\n\u003cp>The California Highway Patrol said no one was hurt in the 6:45 a.m. accident, which involved two cars and closed the southernmost of the tunnel’s two eastbound bores. The fire was put out by 8 a.m.\u003c/p>\n\u003cp>The bore’s closure backed up traffic headed from Oakland into Contra Costa County for miles along Highway 24. But the CHP said the bore would be reopened around 11 a.m.\u003c/p>\n\u003cp>“Caltrans is going to come in and help remove the vehicle, make sure there’s no more damage to the bore of Caldecott, and we can get traffic back moving,” said CHP Officer Sean Wilkenfeld.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>If you’ve been in the Bay Area for awhile, Monday’s incident is an echo of \u003ca href=\"http://www.mercurynews.com/news/ci_24412323/anatomy-disaster-1982-caldecott-tunnel-fire-that-killed\" target=\"_blank\" rel=\"noopener\">the April 7, 1982, disaster\u003c/a> in which a gasoline tanker caught fire after a crash. Seven people were killed.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The memory of that incident, which caused $3 million in damage and closed the tunnel for about six days, has prompted public safety agencies to prepare for fires inside the Caldecott. The CHP said Monday that it conducted its most recent fire drill inside the tunnel a few weeks ago.\u003c/p>\n\u003cfigure id=\"attachment_10457425\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/03/caldecottfire1.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-10457425\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/03/caldecottfire1-800x557.jpg\" alt=\"Cars involved in Monday morning crash and fire that shut down one of the Caldecott Tunnel's eastbound bores Monday morning, with abandoned vehicles in background. \" width=\"800\" height=\"557\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/caldecottfire1-800x557.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/caldecottfire1-400x279.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/caldecottfire1-768x535.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/caldecottfire1-320x223.jpg 320w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/caldecottfire1.jpg 945w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cars involved in Monday morning crash and fire that shut down one of the Caldecott Tunnel’s eastbound bores Monday morning, with abandoned vehicles in background. \u003ccite>(California Highway Patrol via Twitter )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Passengers Riding in Harmony With BART Bicyclists, Mostly",
"title": "BART Passengers Riding in Harmony With BART Bicyclists, Mostly",
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"content": "\u003cp>A new BART survey shows that cyclists and non-biking passengers are coexisting peacefully for the most part, despite increased crowding on the system.\u003c/p>\n\u003cp>Results of a survey presented Thursday to BART's Board of Directors (and \u003ca href=\"#bikesonbart\">embedded below\u003c/a>) finds that non-cycling passengers' feelings about sharing trains is virtually unchanged since the agency granted all-station, all-hours access to bikes in 2013.\u003c/p>\n\u003cp>The report also shows a 20 percent increase in the number of train trips cyclists made from 2012 through 2014. \u003c/p>\n\u003cp>The survey found that 78 percent of passengers say the new bike access has had no effect on whether or not they use BART; in 2013, that number was 81 percent. Asked how all-day, all-train access affected their trip on BART, 67 percent of respondents said \"no effect,\" compared with 68 percent in 2013; 11 percent said it made trips better (2013: 8 percent) and 21 percent said it made trips worse (2013: 24 percent).\u003c/p>\n\u003cp>Even though crowding on BART has become a frequent topic of complaints from patrons, with weekday ridership rising about 15 percent since February 2012, survey respondents didn't report seeing bikes as a problem: 29 percent said there was enough room for bikes on rush-hour trains (2013: 22 percent); 23 percent said rush-hour was too crowded to add bikes to the mix -- 2 percent less than 2013.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The survey results reflect 2,349 responses from a group composed of riders from all of the system's lines and weighted to avoid over-representing cyclists. The margin of error is plus or minus 2 percent.\u003c/p>\n\u003cp>The study found 72 percent of passengers said they had not personally experienced a problem with bikes on BART; 28 percent said they had.\u003c/p>\n\u003cp>Non-biking passengers said they didn't like bikes on escalators (against the system's rules), longer boarding times because of bikes, grease from bikes, rude cyclists and bikes blocking seats.\u003c/p>\n\u003cp>As for cyclists, they weren't pleased with passengers blocking designated bike spaces, passengers failing to move to the middle of cars to make room for bikes, rude comments and missing trains due to rush-hour crowding.\u003c/p>\n\u003cp>Those sentiments were echoed by BART commuters at San Francisco’s Montgomery Station on Friday. Some are OK with bikes on crowded trains; others, not so much.\u003c/p>\n\u003cp>“I think in general they’re pretty respectful of people,” BART commuter Scott Fuller says about the cyclists he sees.\u003c/p>\n\u003cp>Jamal Jackson commutes from Hayward to San Francisco. He says he does not enjoy sharing train cars with bicyclists.\u003c/p>\n\u003cp>“The train is already crowded enough,” says Jackson. “They run up against you, run over your pant leg. They run over you.”\u003c/p>\n\u003cp>BART bike commuter Adrian Tofighi says he steers clear of heavy commute times to avoid issues with other passengers.\u003c/p>\n\u003cp>“If it’s super-packed, a lot of folks don’t really get that we have to get to work as well,” says Tofighi.\u003c/p>\n\u003cp>BART Bike Program Manager Steve Beroldo says he was pleasantly surprised by the results of the survey. Beroldo says the next step is to provide better and safer bicycle parking at the system's stations.\u003c/p>\n\u003cp>BART plans to add 280 bike lockers to its stations this summer. In addition, a new bike station just opened at the 19th Street Station in downtown Oakland. Similar facilities, which provide secure bicycle parking and other services to cyclists, are under construction at San Francisco's Civic Center and planned for the MacArthur, Concord and Pleasant Hill stations.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca id=\"bikesonbart\">\u003c/a>\u003cbr>\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe class=\"scribd_iframe_embed\" src=\"https://www.scribd.com/embeds/258657467/content?start_page=1&view_mode=scroll&show_recommendations=true\" data-auto-height=\"false\" data-aspect-ratio=\"undefined\" scrolling=\"no\" id=\"doc_61648\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A new BART survey shows that cyclists and non-biking passengers are coexisting peacefully for the most part, despite increased crowding on the system.\u003c/p>\n\u003cp>Results of a survey presented Thursday to BART's Board of Directors (and \u003ca href=\"#bikesonbart\">embedded below\u003c/a>) finds that non-cycling passengers' feelings about sharing trains is virtually unchanged since the agency granted all-station, all-hours access to bikes in 2013.\u003c/p>\n\u003cp>The report also shows a 20 percent increase in the number of train trips cyclists made from 2012 through 2014. \u003c/p>\n\u003cp>The survey found that 78 percent of passengers say the new bike access has had no effect on whether or not they use BART; in 2013, that number was 81 percent. Asked how all-day, all-train access affected their trip on BART, 67 percent of respondents said \"no effect,\" compared with 68 percent in 2013; 11 percent said it made trips better (2013: 8 percent) and 21 percent said it made trips worse (2013: 24 percent).\u003c/p>\n\u003cp>Even though crowding on BART has become a frequent topic of complaints from patrons, with weekday ridership rising about 15 percent since February 2012, survey respondents didn't report seeing bikes as a problem: 29 percent said there was enough room for bikes on rush-hour trains (2013: 22 percent); 23 percent said rush-hour was too crowded to add bikes to the mix -- 2 percent less than 2013.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The survey results reflect 2,349 responses from a group composed of riders from all of the system's lines and weighted to avoid over-representing cyclists. The margin of error is plus or minus 2 percent.\u003c/p>\n\u003cp>The study found 72 percent of passengers said they had not personally experienced a problem with bikes on BART; 28 percent said they had.\u003c/p>\n\u003cp>Non-biking passengers said they didn't like bikes on escalators (against the system's rules), longer boarding times because of bikes, grease from bikes, rude cyclists and bikes blocking seats.\u003c/p>\n\u003cp>As for cyclists, they weren't pleased with passengers blocking designated bike spaces, passengers failing to move to the middle of cars to make room for bikes, rude comments and missing trains due to rush-hour crowding.\u003c/p>\n\u003cp>Those sentiments were echoed by BART commuters at San Francisco’s Montgomery Station on Friday. Some are OK with bikes on crowded trains; others, not so much.\u003c/p>\n\u003cp>“I think in general they’re pretty respectful of people,” BART commuter Scott Fuller says about the cyclists he sees.\u003c/p>\n\u003cp>Jamal Jackson commutes from Hayward to San Francisco. He says he does not enjoy sharing train cars with bicyclists.\u003c/p>\n\u003cp>“The train is already crowded enough,” says Jackson. “They run up against you, run over your pant leg. They run over you.”\u003c/p>\n\u003cp>BART bike commuter Adrian Tofighi says he steers clear of heavy commute times to avoid issues with other passengers.\u003c/p>\n\u003cp>“If it’s super-packed, a lot of folks don’t really get that we have to get to work as well,” says Tofighi.\u003c/p>\n\u003cp>BART Bike Program Manager Steve Beroldo says he was pleasantly surprised by the results of the survey. Beroldo says the next step is to provide better and safer bicycle parking at the system's stations.\u003c/p>\n\u003cp>BART plans to add 280 bike lockers to its stations this summer. In addition, a new bike station just opened at the 19th Street Station in downtown Oakland. Similar facilities, which provide secure bicycle parking and other services to cyclists, are under construction at San Francisco's Civic Center and planned for the MacArthur, Concord and Pleasant Hill stations.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca id=\"bikesonbart\">\u003c/a>\u003cbr>\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe class=\"scribd_iframe_embed\" src=\"https://www.scribd.com/embeds/258657467/content?start_page=1&view_mode=scroll&show_recommendations=true\" data-auto-height=\"false\" data-aspect-ratio=\"undefined\" scrolling=\"no\" id=\"doc_61648\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Caltrain and communities in the South Bay have been working for several years to send a simple, compassionate message to anyone who may be in psychiatric crisis near the train tracks: “There is help.”\u003c/p>\n\u003cp>It’s written on signs dotting the tracks near Caltrain intersections and stations, with a crisis hotline number under it. South Bay transit police with crisis intervention training intervene in dozens of potentially lethal incidents every year. The system has added 62,000 feet of fencing and formed partnerships with local and national suicide prevention organizations.\u003c/p>\n\u003caside class=\"alignright\">\n\u003cfigure>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/03/There-is-help-poster-400px.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\" wp-image-10452156 aligncenter\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/03/There-is-help-poster-400px-400x635.png\" alt=\"There-is-help-poster-400px\" width=\"248\" height=\"394\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/There-is-help-poster-400px.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/There-is-help-poster-400px-320x508.png 320w\" sizes=\"(max-width: 248px) 100vw, 248px\">\u003c/a>\u003c/figure>\n\u003cp> \u003c/p>\n\u003ch4>Resources for Those in Crisis\u003c/h4>\n\u003cul>\n\u003cli>\u003ca href=\"http://www.suicidepreventionlifeline.org/\">National Suicide Prevention Lifeline\u003c/a>:1-800-273-8255\u003c/li>\n\u003cli>\u003ca href=\"http://www.sccgov.org/sites/mhd/Providers/SuicidePrevention/Pages/default.aspx\">Santa Clara County Mental Health Department\u003c/a>: 1-855-278-4204\u003c/li>\n\u003cli>\u003ca href=\"http://smchealth.org/bhrs/SuicidePrevention\">San Mateo County Health System Suicide Prevention\u003c/a>: (650) 579-0350\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>And while the number of deaths by suicide on the tracks started a downward trend in 2011, tragedies in 2015 have been frequent. When a 15-year-old Palo Alto High School student died Monday, the number of deaths by suicide on the system’s right of way in 2015 climbed to seven, one more than all of 2014.\u003c/p>\n\u003cp>Most suicides on Caltrain tracks happen between South San Francisco and San Jose, with the greatest concentration in and around Palo Alto, according to a \u003ca href=\"http://transweb.sjsu.edu/MTIportal/research/publications/documents/2926_10-05.pdf\" target=\"_blank\" rel=\"noopener\">2010 study\u003c/a> for the state Department of Transportation. The fatalities often end the lives of young people. Since 2005, 10 teens have died by suicide on Caltrain tracks, with two this year, according to the agency. It’s frustrating and frightening for people in the South Bay.\u003c/p>\n\u003cp>“It tells us we have to keep working at this,” said Stephen Kaplan, director of San Mateo County Behavioral Health and Recovery Services. “We have to extend our reach. We have to make treatment accessible to people.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Suicide is often precipitated by an underlying mental illness, often depression or some form of anxiety, according to all the mental health experts interviewed for this report. Those conditions are common, and they are treatable.\u003c/p>\n\u003cp>“What you’re experiencing is something many people experience,” Kaplan said he would tell someone showing \u003ca href=\"https://www.afsp.org/preventing-suicide/suicide-warning-signs\" target=\"_blank\" rel=\"noopener\">the signs\u003c/a> of potential suicide. “There’s help available and people get better. Encourage them to access the hotlines or crisis lines, or online links to talk with somebody.”\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"600\" height=\"371\" frameborder=\"0\" scrolling=\"no\" src=\"https://docs.google.com/spreadsheets/d/1Q6vKc-EX5GskI5oyq8GMY35mejwaQ7utHQ5sVj9NpRo/pubchart?oid=1278989468&format=interactive\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cem>Source: Caltrain and MTI report for the state Department of Transportation\u003c/em>\u003c/p>\n\u003cp>To Meg Durbin, a physician at Palo Alto Medical Foundation, part of the dilemma is that prevented suicides are rarely, if ever, reported. She mentioned a program called “trackwatch,” where volunteers keep an eye out at some intersections in Palo Alto for people who may be considering harming themselves.\u003c/p>\n\u003cp>“They are trained to respond to emergencies and to respond to distress,” she said. “It has worked. We have saved lives with this.”\u003c/p>\n\u003cp>South Bay transit police successfully intervened in 91 potentially suicidal incidents between 2010 and 2013, according to data provided by Caltrain. Durbin said Palo Alto schools have several response plans in place to minimize the impact on other students when one of their classmates dies. That includes counselors checking in with students who may be vulnerable, a practice Durbin said has identified students in crisis and facilitated treatment.\u003c/p>\n\u003cp>“Interrupting a person’s progression around suicide thinking to acting is really important,” Kaplan said. “If you can interrupt that and provide them with appropriate resources at that time, you have a pretty good chance.”\u003c/p>\n\u003cp>As deaths by suicide, especially those of teenagers, continue to hit Palo Alto high schools, another concern has emerged: suicide contagion, or clustering. A suicide cluster occurs when a number of suicides occur close in time and location, or when one suicide appears to foster the next, Durbin said.\u003c/p>\n\u003cp>“We’re in one,” she said. “There is no doubt we’re in one.”\u003c/p>\n\u003cp>[soundcloud url=”https://api.soundcloud.com/tracks/195241075″ 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>News coverage can play a role in deepening a cluster, according to Caltrain and mental health experts. In reporting a suspected suicide, Caltrain includes \u003ca href=\"https://www.afsp.org/news-events/for-the-media/reporting-on-suicide\" target=\"_blank\" rel=\"noopener\">guidelines for reporters\u003c/a> developed by national suicide prevention organizations and urges caution.\u003c/p>\n\u003cp>“We believe that it is very clear that media coverage of these suicides, particularly in Palo Alto, has exacerbated the problem,” Caltrain spokeswoman Christine Dunn said.\u003c/p>\n\u003cp>A Santa Clara County mental health professional reached for this story, who asked not to be quoted by name, said she always encourages reporters to drop any story involving suicide because of the risk of contagion. She said some do.\u003c/p>\n\u003cp>To Durbin, it isn’t that clear-cut. She said reporting that glorifies suicide, gives extensive details of the manner and means of a death, or focuses on memorializing the deceased can put vulnerable people at risk. But she said the news media can play an important role in educating the public on risk factors for suicide and resources available.\u003c/p>\n\u003cp>Kaplan said combating stigma around mental health care is one of his highest priorities in the effort to reduce suicides.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We have to normalize this,” he said. “We have to get people to know that treatment does work, and it is available.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Caltrain and communities in the South Bay have been working for several years to send a simple, compassionate message to anyone who may be in psychiatric crisis near the train tracks: “There is help.”\u003c/p>\n\u003cp>It’s written on signs dotting the tracks near Caltrain intersections and stations, with a crisis hotline number under it. South Bay transit police with crisis intervention training intervene in dozens of potentially lethal incidents every year. The system has added 62,000 feet of fencing and formed partnerships with local and national suicide prevention organizations.\u003c/p>\n\u003caside class=\"alignright\">\n\u003cfigure>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/03/There-is-help-poster-400px.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\" wp-image-10452156 aligncenter\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/03/There-is-help-poster-400px-400x635.png\" alt=\"There-is-help-poster-400px\" width=\"248\" height=\"394\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/There-is-help-poster-400px.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/There-is-help-poster-400px-320x508.png 320w\" sizes=\"(max-width: 248px) 100vw, 248px\">\u003c/a>\u003c/figure>\n\u003cp> \u003c/p>\n\u003ch4>Resources for Those in Crisis\u003c/h4>\n\u003cul>\n\u003cli>\u003ca href=\"http://www.suicidepreventionlifeline.org/\">National Suicide Prevention Lifeline\u003c/a>:1-800-273-8255\u003c/li>\n\u003cli>\u003ca href=\"http://www.sccgov.org/sites/mhd/Providers/SuicidePrevention/Pages/default.aspx\">Santa Clara County Mental Health Department\u003c/a>: 1-855-278-4204\u003c/li>\n\u003cli>\u003ca href=\"http://smchealth.org/bhrs/SuicidePrevention\">San Mateo County Health System Suicide Prevention\u003c/a>: (650) 579-0350\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>And while the number of deaths by suicide on the tracks started a downward trend in 2011, tragedies in 2015 have been frequent. When a 15-year-old Palo Alto High School student died Monday, the number of deaths by suicide on the system’s right of way in 2015 climbed to seven, one more than all of 2014.\u003c/p>\n\u003cp>Most suicides on Caltrain tracks happen between South San Francisco and San Jose, with the greatest concentration in and around Palo Alto, according to a \u003ca href=\"http://transweb.sjsu.edu/MTIportal/research/publications/documents/2926_10-05.pdf\" target=\"_blank\" rel=\"noopener\">2010 study\u003c/a> for the state Department of Transportation. The fatalities often end the lives of young people. Since 2005, 10 teens have died by suicide on Caltrain tracks, with two this year, according to the agency. It’s frustrating and frightening for people in the South Bay.\u003c/p>\n\u003cp>“It tells us we have to keep working at this,” said Stephen Kaplan, director of San Mateo County Behavioral Health and Recovery Services. “We have to extend our reach. We have to make treatment accessible to people.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Suicide is often precipitated by an underlying mental illness, often depression or some form of anxiety, according to all the mental health experts interviewed for this report. Those conditions are common, and they are treatable.\u003c/p>\n\u003cp>“What you’re experiencing is something many people experience,” Kaplan said he would tell someone showing \u003ca href=\"https://www.afsp.org/preventing-suicide/suicide-warning-signs\" target=\"_blank\" rel=\"noopener\">the signs\u003c/a> of potential suicide. “There’s help available and people get better. Encourage them to access the hotlines or crisis lines, or online links to talk with somebody.”\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"600\" height=\"371\" frameborder=\"0\" scrolling=\"no\" src=\"https://docs.google.com/spreadsheets/d/1Q6vKc-EX5GskI5oyq8GMY35mejwaQ7utHQ5sVj9NpRo/pubchart?oid=1278989468&format=interactive\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cem>Source: Caltrain and MTI report for the state Department of Transportation\u003c/em>\u003c/p>\n\u003cp>To Meg Durbin, a physician at Palo Alto Medical Foundation, part of the dilemma is that prevented suicides are rarely, if ever, reported. She mentioned a program called “trackwatch,” where volunteers keep an eye out at some intersections in Palo Alto for people who may be considering harming themselves.\u003c/p>\n\u003cp>“They are trained to respond to emergencies and to respond to distress,” she said. “It has worked. We have saved lives with this.”\u003c/p>\n\u003cp>South Bay transit police successfully intervened in 91 potentially suicidal incidents between 2010 and 2013, according to data provided by Caltrain. Durbin said Palo Alto schools have several response plans in place to minimize the impact on other students when one of their classmates dies. That includes counselors checking in with students who may be vulnerable, a practice Durbin said has identified students in crisis and facilitated treatment.\u003c/p>\n\u003cp>“Interrupting a person’s progression around suicide thinking to acting is really important,” Kaplan said. “If you can interrupt that and provide them with appropriate resources at that time, you have a pretty good chance.”\u003c/p>\n\u003cp>As deaths by suicide, especially those of teenagers, continue to hit Palo Alto high schools, another concern has emerged: suicide contagion, or clustering. A suicide cluster occurs when a number of suicides occur close in time and location, or when one suicide appears to foster the next, Durbin said.\u003c/p>\n\u003cp>“We’re in one,” she said. “There is no doubt we’re in one.”\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/195241075″&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/195241075″'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>News coverage can play a role in deepening a cluster, according to Caltrain and mental health experts. In reporting a suspected suicide, Caltrain includes \u003ca href=\"https://www.afsp.org/news-events/for-the-media/reporting-on-suicide\" target=\"_blank\" rel=\"noopener\">guidelines for reporters\u003c/a> developed by national suicide prevention organizations and urges caution.\u003c/p>\n\u003cp>“We believe that it is very clear that media coverage of these suicides, particularly in Palo Alto, has exacerbated the problem,” Caltrain spokeswoman Christine Dunn said.\u003c/p>\n\u003cp>A Santa Clara County mental health professional reached for this story, who asked not to be quoted by name, said she always encourages reporters to drop any story involving suicide because of the risk of contagion. She said some do.\u003c/p>\n\u003cp>To Durbin, it isn’t that clear-cut. She said reporting that glorifies suicide, gives extensive details of the manner and means of a death, or focuses on memorializing the deceased can put vulnerable people at risk. But she said the news media can play an important role in educating the public on risk factors for suicide and resources available.\u003c/p>\n\u003cp>Kaplan said combating stigma around mental health care is one of his highest priorities in the effort to reduce suicides.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We have to normalize this,” he said. “We have to get people to know that treatment does work, and it is available.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Richmond Ferry Service Could Start as Soon as 2018",
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"content": "\u003cp>East Bay commuters, and folks who just love riding on boats, are one step closer to having a new ferry line from Richmond to San Francisco.\u003c/p>\n\u003cp>The Water Emergency Transportation Authority entered an agreement Thursday with the Contra Costa Transportation Authority to secure initial funds for a commuter ferry service that is expected to be ready to sail in 2018.\u003c/p>\n\u003cp>The agreement guarantees roughly $38 million over 10 years for the operating costs of the new line. However, WETA still needs to secure between $42 million and $46 million in capital funds for boats and a new terminal in Richmond.\u003c/p>\n\u003cp>Those funds have been identified in state and federal grants, according to WETA Executive Director Nina Rannells, but still need to be obtained for the project to be completed.\u003c/p>\n\u003cp>“This is a huge milestone in moving this project forward,” said Rannells. “To me it was a green light that this would be a reality. Now we just have to move on to the next phase of work.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>WETA was also eyeing services from San Francisco to Berkeley and Treasure Island, which the agency still hopes to complete in the next decade. However, Richmond showed the most promise for ridership and financial sustainability, according to Rannells.\u003c/p>\n\u003cp>The trip will take roughly 30 minutes and cost passengers between $6 and $8 each way. WETA already operates routes serving Oakland, Alameda, Alameda's Bay Farm Island, Vallejo and South San Francisco.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“With the rebound of the economy and the growth of the Bay Area, I think everyone is seeing BART and the bridges and freeways are increasing in congestion,” said Rannells. “Our biggest challenge is that we don’t have enough boats to keep up with demand.”\u003c/p>\n\n",
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"title": "Richmond Ferry Service Could Start as Soon as 2018 | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>East Bay commuters, and folks who just love riding on boats, are one step closer to having a new ferry line from Richmond to San Francisco.\u003c/p>\n\u003cp>The Water Emergency Transportation Authority entered an agreement Thursday with the Contra Costa Transportation Authority to secure initial funds for a commuter ferry service that is expected to be ready to sail in 2018.\u003c/p>\n\u003cp>The agreement guarantees roughly $38 million over 10 years for the operating costs of the new line. However, WETA still needs to secure between $42 million and $46 million in capital funds for boats and a new terminal in Richmond.\u003c/p>\n\u003cp>Those funds have been identified in state and federal grants, according to WETA Executive Director Nina Rannells, but still need to be obtained for the project to be completed.\u003c/p>\n\u003cp>“This is a huge milestone in moving this project forward,” said Rannells. “To me it was a green light that this would be a reality. Now we just have to move on to the next phase of work.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>WETA was also eyeing services from San Francisco to Berkeley and Treasure Island, which the agency still hopes to complete in the next decade. However, Richmond showed the most promise for ridership and financial sustainability, according to Rannells.\u003c/p>\n\u003cp>The trip will take roughly 30 minutes and cost passengers between $6 and $8 each way. WETA already operates routes serving Oakland, Alameda, Alameda's Bay Farm Island, Vallejo and South San Francisco.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“With the rebound of the economy and the growth of the Bay Area, I think everyone is seeing BART and the bridges and freeways are increasing in congestion,” said Rannells. “Our biggest challenge is that we don’t have enough boats to keep up with demand.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Update, Feb. 26: \u003c/strong>The Sunnyvale City Council has voted against a crucial component of a plan to create a bus rapid transit system in the heart of Silicon Valley. \u003c/p>\n\u003cp>After four hours of public comment and debate Tuesday night, the council voted against a plan for dedicated bus lanes on El Camino Real through the city. Under a proposal from the Santa Clara Valley Transportation Authority, the bus-only lanes would allow dramatically speeded-up transit service along El Camino from Palo Alto to downtown San Jose. \u003c/p>\n\u003cp>In a 4-3 vote, the council passed a resolution backing an alternative idea: having the VTA’s enhanced bus service travel in “mixed flow” lanes along a corridor that would include improved “bulbout” bus stops. The new stops would allow buses to pick up and drop off passengers without pulling to the curb, which would improve travel times somewhat.\u003c/p>\n\u003cp>Tuesday night’s vote was advisory, and Sunnyvale is just one of five cities along the proposed bus rapid transit route that must ultimately decide whether they support the effort or not. \u003c/p>\n\u003cp>The VTA is expected to decide on the details of the project later this year. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>\u003cbr>\nOriginal post:\u003c/strong> U.S. Transportation Secretary Anthony Foxx \u003ca href=\"http://www.mercurynews.com/business/ci_27445216/u-s-transportation-chief-visits-google-unveil-30\">came to Silicon Valley \u003c/a>earlier this month to announce the administration’s transportation vision for the next three decades. That future includes faster public transit, and Foxx’s 2016 budget recommends \u003ca href=\"http://www.dot.gov/briefing-room/us-transportation-secretary-foxx-recommends-32-billion-expand-transit-options-improve\">a chunk of federal dollars \u003c/a>to help cities build bus rapid transit systems.\u003c/p>\n\u003cp>This speedier form of bus travel, set to debut in San Jose, Oakland and San Francisco over the next few years, is becoming popular in cities all over the world. Buses have their own dedicated lanes, priority at traffic signals, low floors for easy boarding, prepaid ticketing, Wi-Fi and other amenities.\u003c/p>\n\u003cp>Officials at the Valley Transportation Authority would \u003ca href=\"http://www.vta.org/projects-and-programs/brt-el-camino-real-brt-project\">like to build such a system\u003c/a> — tentatively called Breeze — along El Camino Real, Silicon Valley’s busiest bus corridor, to better serve its thousands of daily riders and attract newcomers who will be part of a projected population boom.\u003c/p>\n\u003cp>[contextly_sidebar id=”SaAEyhX08cJtupWdjzmuU53TBQ0tkDHO”]\u003c/p>\n\u003cp>The VTA is in line to receive $75 million in federal funds as part of a $233 million bus rapid transit project that would make the buses run faster than cars.\u003c/p>\n\u003cp>There’s just one big problem.\u003c/p>\n\u003cp>None of the cities that run along the corridor, other than San Jose, have embraced it over fears it will make traffic worse, according to transportation officials and transit advocates. The center of tech innovation is also a region where the car is king, and having a fast public bus system is a tough political sell.\u003c/p>\n\u003cp>[soundcloud url=”https://api.soundcloud.com/tracks/192825592″ 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>“There are very entrenched interests that don’t want to see this project happen, or want to see it watered down,” says Chris Lepe, a senior community planner for the transit advocacy group \u003ca href=\"http://www.transformca.org/\">TransForm.\u003c/a>\u003c/p>\n\u003cp>Palo Alto is backing an alternative to dedicated lanes: a mixed-flow proposal that VTA officials say falls short of true bus rapid transit. Tonight, the Sunnyvale City Council is expected to take an official position, and there is pressure to oppose dedicated lanes.\u003c/p>\n\u003cp>VTA officials fear the lesser alternatives will put the project’s federal funding at risk because it won’t be a competitive project.\u003c/p>\n\u003cp>\u003cstrong>The Plan\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_10442130\" class=\"wp-caption aligncenter\" style=\"max-width: 788px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/Screen-Shot-2015-02-24-at-8.06.20-AM.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10442130\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/Screen-Shot-2015-02-24-at-8.06.20-AM.png\" alt='The new bus rapid transit system in Silicon Valley is tentatively being called \"Breeze.\" ' width=\"788\" height=\"346\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/02/Screen-Shot-2015-02-24-at-8.06.20-AM.png 788w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/02/Screen-Shot-2015-02-24-at-8.06.20-AM-400x176.png 400w\" sizes=\"(max-width: 788px) 100vw, 788px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The proposed bus rapid transit system in Silicon Valley is tentatively being called Breeze. \u003ccite>(Courtesy of the Valley Transportation Authority )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The 17-mile rapid bus route from San Jose to Palo Alto would run in dedicated lanes along the current 522 rapid bus route, starting at Diridon station in San Jose, and then onto El Camino Real through Santa Clara, Sunnyvale, Los Altos, Mountain View and Palo Alto.\u003c/p>\n\u003cp>This busy bus corridor currently accounts for 20,000 daily trips. Under bus rapid transit, VTA officials estimate more than 10,000 additional riders would hop aboard by 2040.\u003c/p>\n\u003cp>Every year on El Camino Real, because of worsening traffic congestion, the buses slow down by an average of two minutes. That means today the buses are 30 minutes slower than they were in 2000.\u003c/p>\n\u003cp>Under bus rapid transit, a ride from San Jose to Palo Alto is expected to take 40 minutes. Right now, it’s a 90-minute ride.\u003c/p>\n\u003cp>“The bottom line with these buses is to make them fast, frequent and reliable,” says John Ristow, the senior planner on the project for the VTA. “In order to do that, we’ve got to actually find ways to allow them to move rapidly because they have to make stops and pick people up.”\u003c/p>\n\u003cp>The new low-floor buses would have more comfortable seating and Wi-Fi, and people of all abilities would be able to board quickly.\u003c/p>\n\u003cp>\u003cstrong>The Riders \u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_10442133\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/522-bus-.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-10442133\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/522-bus--800x531.jpg\" alt=\"A survey of 500 bus riders found they most are low-income working families and people of color who make an average household income of $38,000 a year. \" width=\"800\" height=\"531\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/02/522-bus--800x531.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/02/522-bus--400x266.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/02/522-bus-.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Recent rider surveys found most are low-income, working families and people of color under the age of 35 who make an average household income of $38,000 a year. \u003ccite>(Courtesy of the Valley Transportation Authority )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Sneha Rajkumar is a software engineering student who lives in Sunnyvale and takes the bus to school in San Jose. Her husband takes their car because there is no transit connection to his job. It’s the bus ride home that pains her the most.\u003c/p>\n\u003cp>“It stops at each and every signal, then at each and every stop,” Rajkumar says. “You lose patience when it’s already 9:45 p.m. and you gotta get home, cook dinner and see your family.”\u003c/p>\n\u003cp>Her experience is similar to 500 bus riders along the corridor who were recently surveyed by the group \u003ca href=\"http://www.wpusa.org/\">Working Partnerships USA\u003c/a>. Their average travel time on the bus is 50 minutes, but some had commutes as long as two hours, says Charisse Ma Lebron, the group’s director of health policy and community development.\u003c/p>\n\u003cp>The research showed that bus riders are predominantly working families, people of color, students and people from other underserved populations. VTA’s 2013 on-board survey found riders’ average household income was $38,000, says Lebron.\u003c/p>\n\u003cp>\u003cstrong>‘Carmageddon’ Fears \u003c/strong>\u003c/p>\n\u003cp>VTA officials say Sunnyvale residents and businesses have sent the most letters opposing dedicated bus lanes. Over the weekend, a group called the El Camino Coalition took out \u003ca href=\"http://ads.mercurynews.com/san-jose-ca/communication/newspaper/san-jose-mercury-news/2015-02-22-1603722-the-vta-s-ill-conceived-dedicated-lane-bus-rapid-transit-proposal-for-el-camino-real-due-to-an-insufficient-and-one-sided-public-awareness-campaign-most-santa-clara-county-residents-are-unclear-of-the-ramifications-or-unaware-entirely-of\">a one-page ad in the Mercury News\u003c/a> decrying the “ill-conceived” lanes.\u003c/p>\n\u003cp>Most of the opposition is being organized by car dealerships along El Camino Real.\u003c/p>\n\u003cp>“We’re not opposed to transit,” says Ryan Hopkins, the general manager of the Honda dealership. “We feel that if you block off a lane on El Camino … it’s just going to create more traffic and congestion, and it’s going to divert traffic to the other streets.”\u003c/p>\n\u003cp>But VTA officials say they studied the potential traffic impact at more than 80 intersections along El Camino, and concluded it would not worsen traffic. And Lepe of TransForm says fears about traffic congestion have not materialized from bus rapid transit projects in cities like Cleveland and Los Angeles.\u003c/p>\n\u003cp class=\"x_MsoNormal\">“The kind of carmageddon that folks fear might happen hasn’t manifested with these projects,” says Lepe. “Why? Because you have a mode shift that takes place. When people start seeing the bus traveling faster than cars, they say ‘Hey, maybe I should jump on that.’ “\u003c/p>\n\u003cp>Still, Sunnyvale City Councilman David Whittum, who also sits on the VTA Board of Directors, says businesses along El Camino Real, which pull in 20 percent of city tax revenue, are concerned it will affect their bottom line.\u003c/p>\n\u003cp>Says Whittum: “If somebody comes and says, ‘Hey, I’m going to take away two lanes, but don’t worry, everything will be fine,’ my question would be: So what is your experience in doing that in some of these business communities, and can you show me examples of where everything is fine?”\u003c/p>\n\u003cp>He says merchants are also concerned about disruptions that would be caused during construction.\u003c/p>\n\u003cp class=\"x_MsoNormal\">\u003cb> A Safer Street\u003c/b>\u003c/p>\n\u003cp class=\"x_MsoNormal\">El Camino Real is Sunnyvale’s most dangerous street for cyclists and pedestrians. When I visited the corridor, I found more than a few people biking and walking, especially transit riders on their way to and from bus stops.\u003c/p>\n\u003cp class=\"x_MsoNormal\">“I have to ride as if people don’t see me, and I have no rights,” Tony McToy explains. I had spotted him pedaling slowly down El Camino, dressed casually, with a Popeyes bag hanging from his handlebars.\u003c/p>\n\u003cp class=\"x_MsoNormal\">“There’s no bike lane. So, whenever I can, and there’s no pedestrians on the sidewalk, I get on the sidewalk. Then if I see a pedestrian, I yield, but I have to watch my back,” he says.\u003c/p>\n\u003cp class=\"x_MsoNormal\">The bus rapid transit plan calls for protected green bike lanes on El Camino Real, which transportation officials say would make the street safer for people like McToy. Officials would also install them along other parts of the corridor, along with pedestrian safety improvements.\u003c/p>\n\u003cp class=\"x_MsoNormal\">\u003cstrong>Political Will\u003c/strong>\u003c/p>\n\u003cp class=\"x_MsoNormal\">It will be up to the board of the Valley Transportation Authority to decide whether to implement bus rapid transit, but if the cities don’t support the project it will likely die, say transit advocates.\u003c/p>\n\u003cp>“We have to remember that population and job growth are inevitable in Silicon Valley, and doing nothing is not an option,” says Lebron.\u003c/p>\n\u003cp>She points out that many of the bus riders who would benefit from the project don’t always have time to attend meetings and voice their support.\u003c/p>\n\u003cp>“It’s not uncommon that the needs of traditionally underserved, underrepresented populations are excluded from the policymaking process,” she says.\u003c/p>\n\u003cp>Ultimately, says Lepe, it’s a question of political will. Whether Silicon Valley elected officials will get behind bus rapid transit remains to be seen.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>Curious about the boom/bust cycle that is reshaping the Bay Area? Check out our \u003ca href=\"http://kqed.org/boomtown\" target=\"_blank\" rel=\"noopener\">Boomtown series.\u003c/a>\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, Feb. 26: \u003c/strong>The Sunnyvale City Council has voted against a crucial component of a plan to create a bus rapid transit system in the heart of Silicon Valley. \u003c/p>\n\u003cp>After four hours of public comment and debate Tuesday night, the council voted against a plan for dedicated bus lanes on El Camino Real through the city. Under a proposal from the Santa Clara Valley Transportation Authority, the bus-only lanes would allow dramatically speeded-up transit service along El Camino from Palo Alto to downtown San Jose. \u003c/p>\n\u003cp>In a 4-3 vote, the council passed a resolution backing an alternative idea: having the VTA’s enhanced bus service travel in “mixed flow” lanes along a corridor that would include improved “bulbout” bus stops. The new stops would allow buses to pick up and drop off passengers without pulling to the curb, which would improve travel times somewhat.\u003c/p>\n\u003cp>Tuesday night’s vote was advisory, and Sunnyvale is just one of five cities along the proposed bus rapid transit route that must ultimately decide whether they support the effort or not. \u003c/p>\n\u003cp>The VTA is expected to decide on the details of the project later this year. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>\u003cbr>\nOriginal post:\u003c/strong> U.S. Transportation Secretary Anthony Foxx \u003ca href=\"http://www.mercurynews.com/business/ci_27445216/u-s-transportation-chief-visits-google-unveil-30\">came to Silicon Valley \u003c/a>earlier this month to announce the administration’s transportation vision for the next three decades. That future includes faster public transit, and Foxx’s 2016 budget recommends \u003ca href=\"http://www.dot.gov/briefing-room/us-transportation-secretary-foxx-recommends-32-billion-expand-transit-options-improve\">a chunk of federal dollars \u003c/a>to help cities build bus rapid transit systems.\u003c/p>\n\u003cp>This speedier form of bus travel, set to debut in San Jose, Oakland and San Francisco over the next few years, is becoming popular in cities all over the world. Buses have their own dedicated lanes, priority at traffic signals, low floors for easy boarding, prepaid ticketing, Wi-Fi and other amenities.\u003c/p>\n\u003cp>Officials at the Valley Transportation Authority would \u003ca href=\"http://www.vta.org/projects-and-programs/brt-el-camino-real-brt-project\">like to build such a system\u003c/a> — tentatively called Breeze — along El Camino Real, Silicon Valley’s busiest bus corridor, to better serve its thousands of daily riders and attract newcomers who will be part of a projected population boom.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The VTA is in line to receive $75 million in federal funds as part of a $233 million bus rapid transit project that would make the buses run faster than cars.\u003c/p>\n\u003cp>There’s just one big problem.\u003c/p>\n\u003cp>None of the cities that run along the corridor, other than San Jose, have embraced it over fears it will make traffic worse, according to transportation officials and transit advocates. The center of tech innovation is also a region where the car is king, and having a fast public bus system is a tough political sell.\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/192825592″&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/192825592″'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“There are very entrenched interests that don’t want to see this project happen, or want to see it watered down,” says Chris Lepe, a senior community planner for the transit advocacy group \u003ca href=\"http://www.transformca.org/\">TransForm.\u003c/a>\u003c/p>\n\u003cp>Palo Alto is backing an alternative to dedicated lanes: a mixed-flow proposal that VTA officials say falls short of true bus rapid transit. Tonight, the Sunnyvale City Council is expected to take an official position, and there is pressure to oppose dedicated lanes.\u003c/p>\n\u003cp>VTA officials fear the lesser alternatives will put the project’s federal funding at risk because it won’t be a competitive project.\u003c/p>\n\u003cp>\u003cstrong>The Plan\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_10442130\" class=\"wp-caption aligncenter\" style=\"max-width: 788px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/Screen-Shot-2015-02-24-at-8.06.20-AM.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10442130\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/Screen-Shot-2015-02-24-at-8.06.20-AM.png\" alt='The new bus rapid transit system in Silicon Valley is tentatively being called \"Breeze.\" ' width=\"788\" height=\"346\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/02/Screen-Shot-2015-02-24-at-8.06.20-AM.png 788w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/02/Screen-Shot-2015-02-24-at-8.06.20-AM-400x176.png 400w\" sizes=\"(max-width: 788px) 100vw, 788px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The proposed bus rapid transit system in Silicon Valley is tentatively being called Breeze. \u003ccite>(Courtesy of the Valley Transportation Authority )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The 17-mile rapid bus route from San Jose to Palo Alto would run in dedicated lanes along the current 522 rapid bus route, starting at Diridon station in San Jose, and then onto El Camino Real through Santa Clara, Sunnyvale, Los Altos, Mountain View and Palo Alto.\u003c/p>\n\u003cp>This busy bus corridor currently accounts for 20,000 daily trips. Under bus rapid transit, VTA officials estimate more than 10,000 additional riders would hop aboard by 2040.\u003c/p>\n\u003cp>Every year on El Camino Real, because of worsening traffic congestion, the buses slow down by an average of two minutes. That means today the buses are 30 minutes slower than they were in 2000.\u003c/p>\n\u003cp>Under bus rapid transit, a ride from San Jose to Palo Alto is expected to take 40 minutes. Right now, it’s a 90-minute ride.\u003c/p>\n\u003cp>“The bottom line with these buses is to make them fast, frequent and reliable,” says John Ristow, the senior planner on the project for the VTA. “In order to do that, we’ve got to actually find ways to allow them to move rapidly because they have to make stops and pick people up.”\u003c/p>\n\u003cp>The new low-floor buses would have more comfortable seating and Wi-Fi, and people of all abilities would be able to board quickly.\u003c/p>\n\u003cp>\u003cstrong>The Riders \u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_10442133\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/522-bus-.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-10442133\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/522-bus--800x531.jpg\" alt=\"A survey of 500 bus riders found they most are low-income working families and people of color who make an average household income of $38,000 a year. \" width=\"800\" height=\"531\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/02/522-bus--800x531.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/02/522-bus--400x266.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/02/522-bus-.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Recent rider surveys found most are low-income, working families and people of color under the age of 35 who make an average household income of $38,000 a year. \u003ccite>(Courtesy of the Valley Transportation Authority )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Sneha Rajkumar is a software engineering student who lives in Sunnyvale and takes the bus to school in San Jose. Her husband takes their car because there is no transit connection to his job. It’s the bus ride home that pains her the most.\u003c/p>\n\u003cp>“It stops at each and every signal, then at each and every stop,” Rajkumar says. “You lose patience when it’s already 9:45 p.m. and you gotta get home, cook dinner and see your family.”\u003c/p>\n\u003cp>Her experience is similar to 500 bus riders along the corridor who were recently surveyed by the group \u003ca href=\"http://www.wpusa.org/\">Working Partnerships USA\u003c/a>. Their average travel time on the bus is 50 minutes, but some had commutes as long as two hours, says Charisse Ma Lebron, the group’s director of health policy and community development.\u003c/p>\n\u003cp>The research showed that bus riders are predominantly working families, people of color, students and people from other underserved populations. VTA’s 2013 on-board survey found riders’ average household income was $38,000, says Lebron.\u003c/p>\n\u003cp>\u003cstrong>‘Carmageddon’ Fears \u003c/strong>\u003c/p>\n\u003cp>VTA officials say Sunnyvale residents and businesses have sent the most letters opposing dedicated bus lanes. Over the weekend, a group called the El Camino Coalition took out \u003ca href=\"http://ads.mercurynews.com/san-jose-ca/communication/newspaper/san-jose-mercury-news/2015-02-22-1603722-the-vta-s-ill-conceived-dedicated-lane-bus-rapid-transit-proposal-for-el-camino-real-due-to-an-insufficient-and-one-sided-public-awareness-campaign-most-santa-clara-county-residents-are-unclear-of-the-ramifications-or-unaware-entirely-of\">a one-page ad in the Mercury News\u003c/a> decrying the “ill-conceived” lanes.\u003c/p>\n\u003cp>Most of the opposition is being organized by car dealerships along El Camino Real.\u003c/p>\n\u003cp>“We’re not opposed to transit,” says Ryan Hopkins, the general manager of the Honda dealership. “We feel that if you block off a lane on El Camino … it’s just going to create more traffic and congestion, and it’s going to divert traffic to the other streets.”\u003c/p>\n\u003cp>But VTA officials say they studied the potential traffic impact at more than 80 intersections along El Camino, and concluded it would not worsen traffic. And Lepe of TransForm says fears about traffic congestion have not materialized from bus rapid transit projects in cities like Cleveland and Los Angeles.\u003c/p>\n\u003cp class=\"x_MsoNormal\">“The kind of carmageddon that folks fear might happen hasn’t manifested with these projects,” says Lepe. “Why? Because you have a mode shift that takes place. When people start seeing the bus traveling faster than cars, they say ‘Hey, maybe I should jump on that.’ “\u003c/p>\n\u003cp>Still, Sunnyvale City Councilman David Whittum, who also sits on the VTA Board of Directors, says businesses along El Camino Real, which pull in 20 percent of city tax revenue, are concerned it will affect their bottom line.\u003c/p>\n\u003cp>Says Whittum: “If somebody comes and says, ‘Hey, I’m going to take away two lanes, but don’t worry, everything will be fine,’ my question would be: So what is your experience in doing that in some of these business communities, and can you show me examples of where everything is fine?”\u003c/p>\n\u003cp>He says merchants are also concerned about disruptions that would be caused during construction.\u003c/p>\n\u003cp class=\"x_MsoNormal\">\u003cb> A Safer Street\u003c/b>\u003c/p>\n\u003cp class=\"x_MsoNormal\">El Camino Real is Sunnyvale’s most dangerous street for cyclists and pedestrians. When I visited the corridor, I found more than a few people biking and walking, especially transit riders on their way to and from bus stops.\u003c/p>\n\u003cp class=\"x_MsoNormal\">“I have to ride as if people don’t see me, and I have no rights,” Tony McToy explains. I had spotted him pedaling slowly down El Camino, dressed casually, with a Popeyes bag hanging from his handlebars.\u003c/p>\n\u003cp class=\"x_MsoNormal\">“There’s no bike lane. So, whenever I can, and there’s no pedestrians on the sidewalk, I get on the sidewalk. Then if I see a pedestrian, I yield, but I have to watch my back,” he says.\u003c/p>\n\u003cp class=\"x_MsoNormal\">The bus rapid transit plan calls for protected green bike lanes on El Camino Real, which transportation officials say would make the street safer for people like McToy. Officials would also install them along other parts of the corridor, along with pedestrian safety improvements.\u003c/p>\n\u003cp class=\"x_MsoNormal\">\u003cstrong>Political Will\u003c/strong>\u003c/p>\n\u003cp class=\"x_MsoNormal\">It will be up to the board of the Valley Transportation Authority to decide whether to implement bus rapid transit, but if the cities don’t support the project it will likely die, say transit advocates.\u003c/p>\n\u003cp>“We have to remember that population and job growth are inevitable in Silicon Valley, and doing nothing is not an option,” says Lebron.\u003c/p>\n\u003cp>She points out that many of the bus riders who would benefit from the project don’t always have time to attend meetings and voice their support.\u003c/p>\n\u003cp>“It’s not uncommon that the needs of traditionally underserved, underrepresented populations are excluded from the policymaking process,” she says.\u003c/p>\n\u003cp>Ultimately, says Lepe, it’s a question of political will. Whether Silicon Valley elected officials will get behind bus rapid transit remains to be seen.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cem>Curious about the boom/bust cycle that is reshaping the Bay Area? Check out our \u003ca href=\"http://kqed.org/boomtown\" target=\"_blank\" rel=\"noopener\">Boomtown series.\u003c/a>\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "L.A. Commuter Train Derails, Injuring 28",
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"content": "\u003cp>https://twitter.com/PressTV/status/570241992468226050\u003c/p>\n\u003cp>\u003cstrong>Update, 9:20 a.m.: \u003c/strong>Per the Associated Press, the number of injured in Tuesday morning's train-truck collision and derailment in Oxnard has been revised downward to 28. Four of those hurt are reported to be in critical condition.\u003c/p>\n\u003cp>The Los Angeles Times reports that the truck involved in the incident was already on fire as a Los Angeles-bound Metrolink train approached a level crossing at 79 mph.\u003c/p>\n\u003cp>\"The conductor noticed the car early and established emergency protocol. He anticipated the crash from a far distance,\" Oxnard Fire Battalion Chief Sergio Martinez told the AP.\u003c/p>\n\u003cp>Three of the trains four cars overturned after the collision. A fourth car and the train's locomotive remained upright.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-california-trail-derails-30-injured-20150224-story.html\" target=\"_blank\">From the L.A. Times\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>There were 51 passengers on board and 28 were taken to local hospitals. The other 23 were not injured.\u003c/p>\n\u003cp>Patients suffered injuries including significant head trauma, broken limbs and back and neck injuries, emergency service personnel said. Metrolink spokesman Jeff Lustgarten said the train's engineer was among those injured.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Original post:\u003c/strong> A Los Angeles-bound commuter train hit a truck and derailed early Tuesday, injuring at least 30 people.\u003c/p>\n\u003cp>The predawn accident occurred in the Ventura County city of Oxnard, about 65 miles west-northwest of downtown Los Angeles, and sent three cars tumbling onto their sides. A fourth car derailed but remained upright.\u003c/p>\n\u003cp>KTLA-TV quoted Oxnard police as saying a city-owned truck had been struck and was on fire when emergency crews arrived. Police said the truck's driver fled the scene but was later found and detained.\u003c/p>\n\u003cp>The Los Angeles Times describes the scene along the tracks after the 5:45 a.m. incident:\u003c/p>\n\u003cblockquote>\u003cp>Video from the scene showed dozens of firefighters and paramedics at the scene parked near a derailed car that was half on the tracks and the other half occupying a lane of traffic.\u003c/p>\n\u003cp>Several tarps were laid out where victims were sprawled out being treated. Others were on stretchers being wheeled into waiting ambulances.\u003c/p>\n\u003cp>Three of the four cars that derailed were equipped with a “crash energy management” system meant to absorb the shock of a crash and redistribute force away from passengers, a Metrolink official said.\u003c/p>\n\u003cp>The fourth car, a bicycle car, was not equipped with system.\u003c/p>\n\u003cp>The National Transportation Safety Board, which investigates crashes like this, said in a tweet they are aware of the incident and are ‘’currently gathering information.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>In 2008, a Metrolink train collided with a freight train on shared tracks in the San Fernando Valley, killing 25 people.\u003c/p>\n\n",
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"excerpt": "L.A-bound Metrolink train hits truck in Oxnard, and three cars overturn. Four people critically injured. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>\u003cstrong>Update, 9:20 a.m.: \u003c/strong>Per the Associated Press, the number of injured in Tuesday morning's train-truck collision and derailment in Oxnard has been revised downward to 28. Four of those hurt are reported to be in critical condition.\u003c/p>\n\u003cp>The Los Angeles Times reports that the truck involved in the incident was already on fire as a Los Angeles-bound Metrolink train approached a level crossing at 79 mph.\u003c/p>\n\u003cp>\"The conductor noticed the car early and established emergency protocol. He anticipated the crash from a far distance,\" Oxnard Fire Battalion Chief Sergio Martinez told the AP.\u003c/p>\n\u003cp>Three of the trains four cars overturned after the collision. A fourth car and the train's locomotive remained upright.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-california-trail-derails-30-injured-20150224-story.html\" target=\"_blank\">From the L.A. Times\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>There were 51 passengers on board and 28 were taken to local hospitals. The other 23 were not injured.\u003c/p>\n\u003cp>Patients suffered injuries including significant head trauma, broken limbs and back and neck injuries, emergency service personnel said. Metrolink spokesman Jeff Lustgarten said the train's engineer was among those injured.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Original post:\u003c/strong> A Los Angeles-bound commuter train hit a truck and derailed early Tuesday, injuring at least 30 people.\u003c/p>\n\u003cp>The predawn accident occurred in the Ventura County city of Oxnard, about 65 miles west-northwest of downtown Los Angeles, and sent three cars tumbling onto their sides. A fourth car derailed but remained upright.\u003c/p>\n\u003cp>KTLA-TV quoted Oxnard police as saying a city-owned truck had been struck and was on fire when emergency crews arrived. Police said the truck's driver fled the scene but was later found and detained.\u003c/p>\n\u003cp>The Los Angeles Times describes the scene along the tracks after the 5:45 a.m. incident:\u003c/p>\n\u003cblockquote>\u003cp>Video from the scene showed dozens of firefighters and paramedics at the scene parked near a derailed car that was half on the tracks and the other half occupying a lane of traffic.\u003c/p>\n\u003cp>Several tarps were laid out where victims were sprawled out being treated. Others were on stretchers being wheeled into waiting ambulances.\u003c/p>\n\u003cp>Three of the four cars that derailed were equipped with a “crash energy management” system meant to absorb the shock of a crash and redistribute force away from passengers, a Metrolink official said.\u003c/p>\n\u003cp>The fourth car, a bicycle car, was not equipped with system.\u003c/p>\n\u003cp>The National Transportation Safety Board, which investigates crashes like this, said in a tweet they are aware of the incident and are ‘’currently gathering information.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>In 2008, a Metrolink train collided with a freight train on shared tracks in the San Fernando Valley, killing 25 people.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>SACRAMENTO — As state legislatures across the nation grapple with declining funding to maintain roads, bridges and other transportation infrastructure, California lawmakers are confronting the unintended consequences of policies aimed at achieving ambitious environmental goals.\u003c/p>\n\u003cp>Gov. Jerry Brown has called on the state to expand its landmark global warming law by slashing gasoline consumption in half and adding 1.5 million zero-emission vehicles by 2030.\u003c/p>\n\u003cp>But California depends on taxes paid at the pump to fix roads. For more than 20 years, the state and federal government have charged separate 18-cent per gallon taxes for road maintenance, a rate that has not kept pace with inflation or been adjusted to address falling fuel use as Californians drive more fuel-efficient vehicles. State revenues slid from $2.87 billion in 2003 to $2.62 billion in 2013, even as the state's population has increased and vehicles are driving more miles.\u003c/p>\n\u003cp>\"Each year, we fall further and further behind, and we must do something about it,\" Brown said in his January inaugural address.\u003c/p>\n\u003cp>Federal gas tax money is also drying up.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Figures compiled by The Associated Press show the total amount of road money available to states from the Federal Highway Trust Fund has declined 3.5 percent during the five-year period ending in 2013, the latest year for which numbers were available. During that span, the amount of inflation-adjusted federal highway money dropped in all states except Alaska and New York.\u003c/p>\n\u003cp>California saw federal funding plunge 13.5 percent to $3.8 billion in 2013.\u003c/p>\n\u003cp>Brown has called on lawmakers to address a $59 billion backlog in state infrastructure repairs over the next decade.\u003c/p>\n\u003cp>In response, Assembly Speaker Toni Atkins, D-San Diego, has proposed an annual $52-a-year fee for drivers in addition to gas taxes.\u003c/p>\n\u003cp>Atkins' plan is in its early stages and her office has provided scant details, but she says motorists could be charged along with their annual registration fees or through their insurance at different rates depending on what vehicles they drive. She says potholes and cracked roads already take a toll on Californians' wallets through repairs to damaged tires and shocks.\u003c/p>\n\u003cp>Lawmakers in other states facing similar quandaries are proposing gas tax increases or flat fees for electric car drivers. In California, raising such fees would require two-thirds support from the Legislature, including from tax-averse Republicans.\u003c/p>\n\u003cp>GOP leaders in the Legislature say the state should look for infrastructure repair money elsewhere in the budget before asking Californians to pay more. They have suggested redirecting $1 billion in truck weight fees being used to pay off state debt. They have also blasted the California Department of Transportation for overstaffing, citing a legislative analyst's report last year showing $500 million in unnecessary personnel costs.\u003c/p>\n\u003cp>Lawmakers last year authorized a study on whether to tax drivers by miles driven instead of gas guzzled, but such a proposal could take more than five years to implement.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>A so-called road user charge is also being studied in Minnesota and Nevada and will debut this summer in Oregon with 5,000 volunteers paying 1.5 cents per mile driven in exchange for potential gas tax rebates.\u003c/p>\n\n",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
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"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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"reveal": {
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"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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"order": 16
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},
"science-friday": {
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