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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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"content": "\u003cdiv class=\"post-body\">\u003cp>\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\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco's New Road Map for Better Late-Night Transit",
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"content": "\u003cp>For the first time in a decade, San Francisco transportation officials have a road map to improve late-night and early-morning travel for the tens of thousands of graveyard shift workers and night owls who currently have limited transportation options unless they drive.\u003c/p>\n\u003cp>In a 27-page report to be released Monday (\u003ca href=\"#nighttransit\">embedded below\u003c/a>), city officials, nightlife advocates, labor union representatives and others recommend developing plans to make overnight local and transbay bus service more frequent, reliable and safe.\u003c/p>\n\u003cp>In response to earlier calls for improved nighttime transit, BART and AC Transit have already expanded weekend transbay bus service as part of \u003ca href=\"http://www.actransit.org/allnighter/\">a one-year pilot program\u003c/a>, and funding to boost Muni's Owl service by 30 percent \u003ca href=\"http://www.sfcta.org/transportation-authority-board-february-24-2015\">will be considered Tuesday\u003c/a> by the San Francisco County Transportation Authority board.\u003c/p>\n\u003cp>\"We know what needs to happen, and some of it has happened, and some of it will happen later this year,\" said Supervisor Scott Wiener, who \u003ca href=\"http://ww2.kqed.org/news/2014/04/28/san-francisco-to-explore-boosting-late-night-transit-options\">convened the group last April\u003c/a>.\u003c/p>\n\u003cp>The report calls for a long-term regional effort to press for funding so that overnight rail service on BART, and a second transbay tube, become a reality someday:\u003c/p>\n\u003cblockquote>\u003cp>While 24-hour rail service is decades away and would require substantial funding for major new capital investments and operating costs that have not been identified, appropriate and timely steps must be taken to work toward its implementation.\u003c/p>\u003c/blockquote>\n\u003cp>The report urges BART and Muni to better explain why overnight rail service is not currently doable. Both agencies have said that downtime overnight is critical for maintenance work.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"I don't accept the contention that it would just be impossible [for BART] to go a little bit later on Friday and Saturday night,\" said Wiener. \"There has to be a way for them to work it out.\"\u003c/p>\n\u003cp>Not surprisingly, the lack of 24-hour BART service was the top issue affecting overnight travel decisions, followed by poor bus service, in a survey of 2,800 people conducted in English, Spanish and Chinese last summer and fall.\u003c/p>\n\u003cfigure id=\"attachment_10440489\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/Overnight-Transit-Map-.jpg\">\u003cimg class=\"size-medium wp-image-10440489\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/Overnight-Transit-Map--800x568.jpg\" alt=\"Bay Area transits options diminish significantly after 3 a.m. \" width=\"800\" height=\"568\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/02/Overnight-Transit-Map--800x568.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/Overnight-Transit-Map--400x284.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/Overnight-Transit-Map--1440x1022.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/Overnight-Transit-Map-.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Area transit options diminish significantly after 3 a.m. \u003ccite>(From \"The Other 9-to-5: Improving Late NIght and Early Morning Transportation for San Francisco Workers, Residents and Visitors.\" )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>How Many Late-Night Trips?\u003c/strong>\u003c/p>\n\u003cp>Twenty percent of the 250,000 trips taken each weeknight between 9 p.m. and 5 a.m. in San Francisco are on transit, the report says. From midnight to 5 a.m., two-thirds of trips are to or from another Bay Area county.\u003c/p>\n\u003cp>Driving or taking a taxi or ride service like Lyft, the report notes, are convenient and faster, but come \"at substantially higher costs.\" A majority of overnight commuters live on low- to-moderate incomes, according to the survey.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency should develop regulations that allow taxi drivers to charge a flat rate of $11 for two or more passengers to share a ride, the report recommends, and the city should consider taxi subsidies for low-income workers, similar to how rides are subsidized for people with disabilities.\u003c/p>\n\u003cp>\u003cstrong>Safety Concerns\u003c/strong>\u003c/p>\n\u003cp>Safety was a major concern, especially among women. Sixty percent of all those surveyed said \"they always or sometimes choose not to travel between midnight and 5 a.m. because of safety concerns.\" Among women, the figure was 70 percent.\u003c/p>\n\u003cp>The report recommends \"a comprehensive analysis of safety and security trends,\" along with redesigning bus stops, expanding community ambassador programs and installing real-time transit information in bars, restaurants and other establishments because information about overnight transit options is scarce.\u003c/p>\n\u003cp>It also says the city should consider closing streets when bars let out to improve pedestrian safety:\u003c/p>\n\u003cblockquote>\u003cp>In commercial corridors with vibrant nightlife, pedestrian safety and comfort may be a challenge at closing time, when large numbers of patrons -- many of whom will have, no doubt, been drinking -- simultaneously exit multiple venues, crowding into narrow sidewalks.\u003c/p>\n\u003cp>Cities such as Austin, Texas, and Vancouver, British Columbia, have used temporary late night street closures as a strategy to improve pedestrian safety in particularly active corridors.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>Wiener and the working group are expected to announce the results of the report at a City Hall press conference Monday, which will be followed by \u003ca href=\"http://www.sfbos.org/Modules/ShowDocument.aspx?documentid=51606\">a hearing\u003c/a> before the Board of Supervisors Land Use and Economic Development Committee.\u003cbr>\n\u003ca id=\"nighttransit\">\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/256605047/content?start_page=1&view_mode=scroll&show_recommendations=true\" data-auto-height=\"false\" data-aspect-ratio=\"undefined\" scrolling=\"no\" id=\"doc_48425\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>For the first time in a decade, San Francisco transportation officials have a road map to improve late-night and early-morning travel for the tens of thousands of graveyard shift workers and night owls who currently have limited transportation options unless they drive.\u003c/p>\n\u003cp>In a 27-page report to be released Monday (\u003ca href=\"#nighttransit\">embedded below\u003c/a>), city officials, nightlife advocates, labor union representatives and others recommend developing plans to make overnight local and transbay bus service more frequent, reliable and safe.\u003c/p>\n\u003cp>In response to earlier calls for improved nighttime transit, BART and AC Transit have already expanded weekend transbay bus service as part of \u003ca href=\"http://www.actransit.org/allnighter/\">a one-year pilot program\u003c/a>, and funding to boost Muni's Owl service by 30 percent \u003ca href=\"http://www.sfcta.org/transportation-authority-board-february-24-2015\">will be considered Tuesday\u003c/a> by the San Francisco County Transportation Authority board.\u003c/p>\n\u003cp>\"We know what needs to happen, and some of it has happened, and some of it will happen later this year,\" said Supervisor Scott Wiener, who \u003ca href=\"http://ww2.kqed.org/news/2014/04/28/san-francisco-to-explore-boosting-late-night-transit-options\">convened the group last April\u003c/a>.\u003c/p>\n\u003cp>The report calls for a long-term regional effort to press for funding so that overnight rail service on BART, and a second transbay tube, become a reality someday:\u003c/p>\n\u003cblockquote>\u003cp>While 24-hour rail service is decades away and would require substantial funding for major new capital investments and operating costs that have not been identified, appropriate and timely steps must be taken to work toward its implementation.\u003c/p>\u003c/blockquote>\n\u003cp>The report urges BART and Muni to better explain why overnight rail service is not currently doable. Both agencies have said that downtime overnight is critical for maintenance work.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"I don't accept the contention that it would just be impossible [for BART] to go a little bit later on Friday and Saturday night,\" said Wiener. \"There has to be a way for them to work it out.\"\u003c/p>\n\u003cp>Not surprisingly, the lack of 24-hour BART service was the top issue affecting overnight travel decisions, followed by poor bus service, in a survey of 2,800 people conducted in English, Spanish and Chinese last summer and fall.\u003c/p>\n\u003cfigure id=\"attachment_10440489\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/Overnight-Transit-Map-.jpg\">\u003cimg class=\"size-medium wp-image-10440489\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/Overnight-Transit-Map--800x568.jpg\" alt=\"Bay Area transits options diminish significantly after 3 a.m. \" width=\"800\" height=\"568\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/02/Overnight-Transit-Map--800x568.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/Overnight-Transit-Map--400x284.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/Overnight-Transit-Map--1440x1022.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/Overnight-Transit-Map-.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Area transit options diminish significantly after 3 a.m. \u003ccite>(From \"The Other 9-to-5: Improving Late NIght and Early Morning Transportation for San Francisco Workers, Residents and Visitors.\" )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>How Many Late-Night Trips?\u003c/strong>\u003c/p>\n\u003cp>Twenty percent of the 250,000 trips taken each weeknight between 9 p.m. and 5 a.m. in San Francisco are on transit, the report says. From midnight to 5 a.m., two-thirds of trips are to or from another Bay Area county.\u003c/p>\n\u003cp>Driving or taking a taxi or ride service like Lyft, the report notes, are convenient and faster, but come \"at substantially higher costs.\" A majority of overnight commuters live on low- to-moderate incomes, according to the survey.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency should develop regulations that allow taxi drivers to charge a flat rate of $11 for two or more passengers to share a ride, the report recommends, and the city should consider taxi subsidies for low-income workers, similar to how rides are subsidized for people with disabilities.\u003c/p>\n\u003cp>\u003cstrong>Safety Concerns\u003c/strong>\u003c/p>\n\u003cp>Safety was a major concern, especially among women. Sixty percent of all those surveyed said \"they always or sometimes choose not to travel between midnight and 5 a.m. because of safety concerns.\" Among women, the figure was 70 percent.\u003c/p>\n\u003cp>The report recommends \"a comprehensive analysis of safety and security trends,\" along with redesigning bus stops, expanding community ambassador programs and installing real-time transit information in bars, restaurants and other establishments because information about overnight transit options is scarce.\u003c/p>\n\u003cp>It also says the city should consider closing streets when bars let out to improve pedestrian safety:\u003c/p>\n\u003cblockquote>\u003cp>In commercial corridors with vibrant nightlife, pedestrian safety and comfort may be a challenge at closing time, when large numbers of patrons -- many of whom will have, no doubt, been drinking -- simultaneously exit multiple venues, crowding into narrow sidewalks.\u003c/p>\n\u003cp>Cities such as Austin, Texas, and Vancouver, British Columbia, have used temporary late night street closures as a strategy to improve pedestrian safety in particularly active corridors.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>Wiener and the working group are expected to announce the results of the report at a City Hall press conference Monday, which will be followed by \u003ca href=\"http://www.sfbos.org/Modules/ShowDocument.aspx?documentid=51606\">a hearing\u003c/a> before the Board of Supervisors Land Use and Economic Development Committee.\u003cbr>\n\u003ca id=\"nighttransit\">\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/256605047/content?start_page=1&view_mode=scroll&show_recommendations=true\" data-auto-height=\"false\" data-aspect-ratio=\"undefined\" scrolling=\"no\" id=\"doc_48425\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Mission Street's public transit is about to change -- but not quickly. There's still time to have a say, so \u003ca href=\"https://www.sfmta.com/projects-planning/projects/14-mission-rapid-project\" target=\"_blank\">check out the website\u003c/a> and fill out an online survey.\u003c/p>\n\u003cp>In its \u003ca href=\"http://www.sfmta.com/projects-planning/projects/muni-forward-creating-rapid-network\" target=\"_blank\">Muni Forward \u003c/a>program, the San Francisco Municipal Transportation Agency is thinking of making at least four changes on Mission between South Van Ness Avenue and Cesar Chavez Street that will be implemented in 2017. The biggest impact on riders would be a plan to reduce stops from nearly one every block to one every other block.\u003c/p>\n\u003cp>The proposed changes also include bus bulbs at 16th and 20th streets, right-turn pockets, left-turn restrictions and redesigning the street to make the traffic lanes wider than the existing 9 feet.\u003c/p>\n\u003cp>The right-turn pockets would remove parking spaces, but would also prevent the backup that happens when drivers are trying to make a right turn but can’t because of pedestrians crossing in front of them. The current design, officials said, means that buses end up crossing the center line to pass right-turning vehicles that get stuck.\u003c/p>\n\u003cp>At present there are some left-turn restrictions, but the new proposal would limit left turns from 7 a.m. to 7 p.m. on weekdays for the entire stretch from South Van Ness to Cesar Chavez.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Read the rest of this story on \u003ca href=\"http://missionlocal.org/2015/02/mission-street-changes-are-coming-and-you-can-influence-them/\" target=\"_blank\">Mission Local\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Mission Street's public transit is about to change -- but not quickly. There's still time to have a say, so \u003ca href=\"https://www.sfmta.com/projects-planning/projects/14-mission-rapid-project\" target=\"_blank\">check out the website\u003c/a> and fill out an online survey.\u003c/p>\n\u003cp>In its \u003ca href=\"http://www.sfmta.com/projects-planning/projects/muni-forward-creating-rapid-network\" target=\"_blank\">Muni Forward \u003c/a>program, the San Francisco Municipal Transportation Agency is thinking of making at least four changes on Mission between South Van Ness Avenue and Cesar Chavez Street that will be implemented in 2017. The biggest impact on riders would be a plan to reduce stops from nearly one every block to one every other block.\u003c/p>\n\u003cp>The proposed changes also include bus bulbs at 16th and 20th streets, right-turn pockets, left-turn restrictions and redesigning the street to make the traffic lanes wider than the existing 9 feet.\u003c/p>\n\u003cp>The right-turn pockets would remove parking spaces, but would also prevent the backup that happens when drivers are trying to make a right turn but can’t because of pedestrians crossing in front of them. The current design, officials said, means that buses end up crossing the center line to pass right-turning vehicles that get stuck.\u003c/p>\n\u003cp>At present there are some left-turn restrictions, but the new proposal would limit left turns from 7 a.m. to 7 p.m. on weekdays for the entire stretch from South Van Ness to Cesar Chavez.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Bicyclists and pedestrians beware: San Francisco’s major commercial corridors can be lethal.\u003c/p>\n\u003cp>Surprised? Probably not. But now you can see that reality in startling detail on the \u003ca href=\"http://sfgov.maps.arcgis.com/apps/OnePane/basicviewer/index.html?appid=7382117f2b5f440e8e183f30cf2c6d57\" target=\"_blank\" rel=\"noopener\">city’s interactive maps\u003c/a>, which show exactly where thousands of people were hurt or killed when they were hit by cars.\u003c/p>\n\u003cp>The maps are products of the new \u003ca href=\"http://www.sfmta.com/sites/default/files/projects/Task%20Force%20Presentation%20April%202014.pdf\" target=\"_blank\" rel=\"noopener\">“Vision Zero”\u003c/a> policy agenda, which the city adopted in early 2014 in an effort to make the streets safer following a spate of pedestrian deaths. The maps draw from data that the California Highway Patrol collected between 2005 and 2011 that city agencies compiled and analyzed.\u003c/p>\n\u003cp>The interactive maps show exactly how many people were hurt at a given intersection. (Skull-and-crossbones represents a death, “X” represents a severe injury, and larger circles mark intersections where accidents frequently occurred.)\u003c/p>\n\u003cfigure id=\"attachment_10435606\" class=\"wp-caption aligncenter\" style=\"max-width: 1440px\">\u003ca href=\"http://sfgov.maps.arcgis.com/apps/OnePane/basicviewer/index.html?appid=ce429dbe354240fdbf45ea70d4e4984a\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10435606\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/cyclist-map.jpg\" alt=\"Map of cycling injuries and deaths in San Francisco from 2007-11. Click on map for interactive version. \" width=\"1440\" height=\"910\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/02/cyclist-map.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/02/cyclist-map-400x253.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/02/cyclist-map-800x506.jpg 800w\" sizes=\"(max-width: 1440px) 100vw, 1440px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Map of cycling injuries and deaths in San Francisco from 2007-11. Click on map for interactive version. \u003ccite>(Vision Zero San Francisco)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"http://sfgov.maps.arcgis.com/apps/OnePane/basicviewer/index.html?appid=ce429dbe354240fdbf45ea70d4e4984a\" target=\"_blank\" rel=\"noopener\">Cyclists:\u003c/a> Major injuries were clustered along Polk Street in the Tenderloin, as well as Valencia Street in the Mission District. The intersection of Market Street and Octavia Boulevard was especially dangerous, and serious collisions occurred in the Panhandle neighborhood, too. (Data from 2007—2011)\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"excerpt": "Explore interactive maps to check out data for specific San Francisco intersections.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Bicyclists and pedestrians beware: San Francisco’s major commercial corridors can be lethal.\u003c/p>\n\u003cp>Surprised? Probably not. But now you can see that reality in startling detail on the \u003ca href=\"http://sfgov.maps.arcgis.com/apps/OnePane/basicviewer/index.html?appid=7382117f2b5f440e8e183f30cf2c6d57\" target=\"_blank\" rel=\"noopener\">city’s interactive maps\u003c/a>, which show exactly where thousands of people were hurt or killed when they were hit by cars.\u003c/p>\n\u003cp>The maps are products of the new \u003ca href=\"http://www.sfmta.com/sites/default/files/projects/Task%20Force%20Presentation%20April%202014.pdf\" target=\"_blank\" rel=\"noopener\">“Vision Zero”\u003c/a> policy agenda, which the city adopted in early 2014 in an effort to make the streets safer following a spate of pedestrian deaths. The maps draw from data that the California Highway Patrol collected between 2005 and 2011 that city agencies compiled and analyzed.\u003c/p>\n\u003cp>The interactive maps show exactly how many people were hurt at a given intersection. (Skull-and-crossbones represents a death, “X” represents a severe injury, and larger circles mark intersections where accidents frequently occurred.)\u003c/p>\n\u003cfigure id=\"attachment_10435606\" class=\"wp-caption aligncenter\" style=\"max-width: 1440px\">\u003ca href=\"http://sfgov.maps.arcgis.com/apps/OnePane/basicviewer/index.html?appid=ce429dbe354240fdbf45ea70d4e4984a\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10435606\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/cyclist-map.jpg\" alt=\"Map of cycling injuries and deaths in San Francisco from 2007-11. Click on map for interactive version. \" width=\"1440\" height=\"910\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/02/cyclist-map.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/02/cyclist-map-400x253.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/02/cyclist-map-800x506.jpg 800w\" sizes=\"(max-width: 1440px) 100vw, 1440px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Map of cycling injuries and deaths in San Francisco from 2007-11. Click on map for interactive version. \u003ccite>(Vision Zero San Francisco)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"http://sfgov.maps.arcgis.com/apps/OnePane/basicviewer/index.html?appid=ce429dbe354240fdbf45ea70d4e4984a\" target=\"_blank\" rel=\"noopener\">Cyclists:\u003c/a> Major injuries were clustered along Polk Street in the Tenderloin, as well as Valencia Street in the Mission District. The intersection of Market Street and Octavia Boulevard was especially dangerous, and serious collisions occurred in the Panhandle neighborhood, too. (Data from 2007—2011)\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>George Washington and Abe Lincoln would not have approved, but there's no free parking in San Francisco today. More parking enforcement rules for Presidents Day:\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://www.sfmta.com/getting-around/parking/holiday-enforcement\" target=\"_blank\">San Francisco\u003c/a>\u003c/em>\u003c/p>\n\u003cul>\n\u003cli>Commuter towaway - Not enforced\u003c/li>\n\u003cli>Residential permit - Not enforced\u003c/li>\n\u003cli>M-F street sweeping - Not enforced\u003c/li>\n\u003cli>Night street sweeping - Enforced\u003c/li>\n\u003cli>Seven-day street sweeping (on Market Street, for example) - Enforced\u003c/li>\n\u003cli>Parking meters - Enforced\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>Oakland\u003c/em>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_enforce.htm\" target=\"_blank\">Street sweeping\u003c/a>- Not enforced\u003c/li>\n\u003cli>\u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_mc&r.htm\" target=\"_blank\">Parking meters\u003c/a> - Not enforced\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>San Jose\u003c/em>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"http://www.sanjoseca.gov/index.aspx?NID=1877\" target=\"_blank\">Parking meters\u003c/a> - Not enforced\u003c/li>\n\u003c/ul>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>George Washington and Abe Lincoln would not have approved, but there's no free parking in San Francisco today. More parking enforcement rules for Presidents Day:\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://www.sfmta.com/getting-around/parking/holiday-enforcement\" target=\"_blank\">San Francisco\u003c/a>\u003c/em>\u003c/p>\n\u003cul>\n\u003cli>Commuter towaway - Not enforced\u003c/li>\n\u003cli>Residential permit - Not enforced\u003c/li>\n\u003cli>M-F street sweeping - Not enforced\u003c/li>\n\u003cli>Night street sweeping - Enforced\u003c/li>\n\u003cli>Seven-day street sweeping (on Market Street, for example) - Enforced\u003c/li>\n\u003cli>Parking meters - Enforced\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>Oakland\u003c/em>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_enforce.htm\" target=\"_blank\">Street sweeping\u003c/a>- Not enforced\u003c/li>\n\u003cli>\u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_mc&r.htm\" target=\"_blank\">Parking meters\u003c/a> - Not enforced\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>San Jose\u003c/em>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"http://www.sanjoseca.gov/index.aspx?NID=1877\" target=\"_blank\">Parking meters\u003c/a> - Not enforced\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Plan Moves Ahead to Ease Congestion and Allow Bikes on Richmond-San Rafael Bridge",
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"content": "\u003cp class=\"Body\">By 2017, if all goes according to plan, people will be able to bike and walk across the upper deck of the 5.5-mile Richmond-San Rafael Bridge, an idea that bike advocates have been pushing for nearly 40 years.\u003c/p>\n\u003cp class=\"Body\">\"It's exciting to finally see this project moving forward,\" says Renee Rivera, executive director of \u003ca href=\"https://bikeeastbay.org/\">Bike East Bay\u003c/a>. \"There will be so many new opportunities that open up by having bicycle and pedestrian access to the bridge.\"\u003c/p>\n\u003cp class=\"Body\">A Bay Area Toll Authority committee Wednesday approved $4.6 million for a contractor, HNTB Corp., to draw up a final design, which includes converting a shoulder into a third vehicle lane on the lower deck to ease congestion and delays for eastbound drivers.\u003c/p>\n\u003cp class=\"Body\">The new path will fill a major gap in the Bay Trail, a 330-mile network of bicycle and pedestrian paths that will some day grow to 500 miles, and wrap around the entire bay, across all eight bridges.\u003c/p>\n\u003cp class=\"Body\">Five bridges are currently accessible by bike and foot, although the Bay Bridge path \u003ca href=\"http://www.contracostatimes.com/breaking-news/ci_27508421/bay-bridge-bike-path-completion-delayed-about-six\">currently stops\u003c/a> before Yerba Buena Island. Officials at the Metropolitan Transportation Commission are \u003ca href=\"http://ww2.kqed.org/news/2014/11/13/bay-bridge-western-bike-path-to-move-from-concept-to-proposal/\">studying building a path\u003c/a> across the western span to San Francisco, but say it's still many years away.\u003c/p>\n\u003cfigure id=\"attachment_10431351\" class=\"wp-caption aligncenter\" style=\"max-width: 736px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/Screen-Shot-2015-02-12-at-9.55.31-AM.png\">\u003cimg class=\"wp-image-10431351 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/Screen-Shot-2015-02-12-at-9.55.31-AM.png\" alt=\"A rendering of the proposed biking and walking path on the Richmond-San Rafael Bridge.\" width=\"736\" height=\"408\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/02/Screen-Shot-2015-02-12-at-9.55.31-AM.png 736w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/Screen-Shot-2015-02-12-at-9.55.31-AM-400x222.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/Screen-Shot-2015-02-12-at-9.55.31-AM-672x372.png 672w\" sizes=\"(max-width: 736px) 100vw, 736px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A rendering of the proposed biking and walking path on the Richmond-San Rafael Bridge. (Courtesy MTC.) \u003ccite>(Courtesy of the Metropolitan Transportation Commission )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp class=\"Body\">Rivera says bike advocates first proposed the Richmond-San Rafael Bridge path in 1978, when state officials stopped using pipes in the shoulder to carry water across during a drought. Resistance from Caltrans kept it from moving forward until a year ago, when the agency adopted new road guidelines.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp class=\"Body\">The new path, Rivera says, is among the first projects being rolled out under those guidelines, which incorporate innovative bicyclist and pedestrian designs. She calls the path a \"test case.\"\u003c/p>\n\u003cp class=\"Body\">\"Is Caltrans truly ready to start considering all users? In the case of this project, all the conversations and support so far indicates strong support from Caltrans,\" Rivera says.\u003c/p>\n\u003cp class=\"Body\">The project, including the path and third vehicle lane, is considered a four-year pilot and would cost an estimated $74 million, money that MTC officials already have set aside. The eastbound vehicle lane would run from Sir Francis Drake Boulevard to Marine Street.\u003c/p>\n\u003cp class=\"Body\">The commute for drivers has worsened, in part, because of the lack of affordable housing in Marin, Rivera explains. Many people who work in Marin live in western Contra Costa County, where rents are cheaper.\u003c/p>\n\u003cp class=\"Body\">\"If there was more affordable housing in Marin, we wouldn't be necessarily seeing all this congestion,\" Rivera says.\u003c/p>\n\u003cp class=\"Body\">In addition to the bridge path, transportation officials plan to build a biking and walking trail connecting the bridge and Richmond to \u003ca href=\"http://www.pointrichmond.com/pointsanpablo/pointmolate.htm\">Point Molate\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp class=\"Body\">The final design must still be approved by Caltrans. MTC officials say they are trying to speed up the 2018 completion date for the traffic lane.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp class=\"Body\">By 2017, if all goes according to plan, people will be able to bike and walk across the upper deck of the 5.5-mile Richmond-San Rafael Bridge, an idea that bike advocates have been pushing for nearly 40 years.\u003c/p>\n\u003cp class=\"Body\">\"It's exciting to finally see this project moving forward,\" says Renee Rivera, executive director of \u003ca href=\"https://bikeeastbay.org/\">Bike East Bay\u003c/a>. \"There will be so many new opportunities that open up by having bicycle and pedestrian access to the bridge.\"\u003c/p>\n\u003cp class=\"Body\">A Bay Area Toll Authority committee Wednesday approved $4.6 million for a contractor, HNTB Corp., to draw up a final design, which includes converting a shoulder into a third vehicle lane on the lower deck to ease congestion and delays for eastbound drivers.\u003c/p>\n\u003cp class=\"Body\">The new path will fill a major gap in the Bay Trail, a 330-mile network of bicycle and pedestrian paths that will some day grow to 500 miles, and wrap around the entire bay, across all eight bridges.\u003c/p>\n\u003cp class=\"Body\">Five bridges are currently accessible by bike and foot, although the Bay Bridge path \u003ca href=\"http://www.contracostatimes.com/breaking-news/ci_27508421/bay-bridge-bike-path-completion-delayed-about-six\">currently stops\u003c/a> before Yerba Buena Island. Officials at the Metropolitan Transportation Commission are \u003ca href=\"http://ww2.kqed.org/news/2014/11/13/bay-bridge-western-bike-path-to-move-from-concept-to-proposal/\">studying building a path\u003c/a> across the western span to San Francisco, but say it's still many years away.\u003c/p>\n\u003cfigure id=\"attachment_10431351\" class=\"wp-caption aligncenter\" style=\"max-width: 736px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/Screen-Shot-2015-02-12-at-9.55.31-AM.png\">\u003cimg class=\"wp-image-10431351 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/Screen-Shot-2015-02-12-at-9.55.31-AM.png\" alt=\"A rendering of the proposed biking and walking path on the Richmond-San Rafael Bridge.\" width=\"736\" height=\"408\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/02/Screen-Shot-2015-02-12-at-9.55.31-AM.png 736w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/Screen-Shot-2015-02-12-at-9.55.31-AM-400x222.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/Screen-Shot-2015-02-12-at-9.55.31-AM-672x372.png 672w\" sizes=\"(max-width: 736px) 100vw, 736px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A rendering of the proposed biking and walking path on the Richmond-San Rafael Bridge. (Courtesy MTC.) \u003ccite>(Courtesy of the Metropolitan Transportation Commission )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp class=\"Body\">Rivera says bike advocates first proposed the Richmond-San Rafael Bridge path in 1978, when state officials stopped using pipes in the shoulder to carry water across during a drought. Resistance from Caltrans kept it from moving forward until a year ago, when the agency adopted new road guidelines.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp class=\"Body\">The new path, Rivera says, is among the first projects being rolled out under those guidelines, which incorporate innovative bicyclist and pedestrian designs. She calls the path a \"test case.\"\u003c/p>\n\u003cp class=\"Body\">\"Is Caltrans truly ready to start considering all users? In the case of this project, all the conversations and support so far indicates strong support from Caltrans,\" Rivera says.\u003c/p>\n\u003cp class=\"Body\">The project, including the path and third vehicle lane, is considered a four-year pilot and would cost an estimated $74 million, money that MTC officials already have set aside. The eastbound vehicle lane would run from Sir Francis Drake Boulevard to Marine Street.\u003c/p>\n\u003cp class=\"Body\">The commute for drivers has worsened, in part, because of the lack of affordable housing in Marin, Rivera explains. Many people who work in Marin live in western Contra Costa County, where rents are cheaper.\u003c/p>\n\u003cp class=\"Body\">\"If there was more affordable housing in Marin, we wouldn't be necessarily seeing all this congestion,\" Rivera says.\u003c/p>\n\u003cp class=\"Body\">In addition to the bridge path, transportation officials plan to build a biking and walking trail connecting the bridge and Richmond to \u003ca href=\"http://www.pointrichmond.com/pointsanpablo/pointmolate.htm\">Point Molate\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp class=\"Body\">The final design must still be approved by Caltrans. MTC officials say they are trying to speed up the 2018 completion date for the traffic lane.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Here's our \"day in the life\" video comparing the experiences of driving a taxi and driving for Lyft. You'll see that the drivers comment on many of the issues in the ongoing \u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\" target=\"_blank\">battle between taxis and ride services\u003c/a>: the loss of business for the taxis, the lack of insurance for the ride-service drivers, and how Lyft and Uber have been able to exploit the weaknesses of the taxi industry.\u003c/p>\n\u003cp>One of the many interesting things about covering this story for a couple of years now is seeing the evolution of attitudes on the part of those on the front lines of the conflict.\u003c/p>\n\u003cp>To be sure, many cab drivers still despise Uber/Lyft and the part-time workers who have scooped up a substantial portion of their customers by driving their own vehicles, no less. And it’s true that some cab drivers would still rather pick up a drunken, carsick barbershop quartet than try to stake a claim in the “sharing economy.”\u003c/p>\n\u003cfigure id=\"attachment_10426093\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/rideshare1.jpg\">\u003cimg class=\"size-medium wp-image-10426093\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/rideshare1-800x450.jpg\" alt=\"Looking back through one of the sideview mirrors on John Han's taxicab. (Adam Grossberg/KQED)\" width=\"800\" height=\"450\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/02/rideshare1-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/rideshare1-400x225.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/rideshare1.jpg 1440w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Looking back through one of the sideview mirrors on John Han's taxicab. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>But over the past year, many who used to drive taxis have been jumping ship to the upstart companies, leaving their former employers struggling to fill shifts. Obviously, many think they'll get a better deal working on their own. (You'll see in the video that cab drivers start every day in the hole, since they are responsible for renting the cab.)\u003c/p>\n\u003cp>On the ride-service side, when I talked to a group of Lyft drivers in 2013, just about every one felt like like they’d stumbled upon the greatest part-time job in the world. Good pay -- $25-40 per hour -- plus a cherished ability to literally work whenever they want with absolutely no notice required.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Troubles Mount for TNCs\u003c/strong>\u003c/p>\n\u003cp>Eighteen months later, while the honeymoon may not be completely over, it’s at least on the return flight home where they're skimping on the peanuts. \u003ca href=\"http://ww2.kqed.org/news/2014/01/02/122446/\" target=\"_blank\">Fatal accidents\u003c/a>, \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/who-pays-when-ride-share-driver-crashes\" target=\"_blank\">insurance gaps\u003c/a>, \u003ca href=\"http://www.bloomberg.com/news/articles/2015-01-30/uber-drivers-may-have-employee-status-judge-says\" target=\"_blank\">lawsuits\u003c/a>, \u003ca href=\"http://www.thesmokinggun.com/buster/battery/uber-driver-arrested-for-groping-passenger-897561\" target=\"_blank\">criminal incidents\u003c/a>, \u003ca href=\"http://ww2.kqed.org/news/2014/11/13/as-regulatory-battles-continue-uber-and-lyft-win-some-lose-some\" target=\"_blank\">regulatory hassles\u003c/a> and an influx of drivers leading to \u003ca href=\"http://www.vox.com/2014/12/17/7402311/lyft-driver-pay\" target=\"_blank\">diminished pay\u003c/a>, not to mention the grind of driving hour upon hour day after day, have -- as some cab drivers had predicted would happen -- combed a few hairs out of the famous pink mustache.\u003c/p>\n\u003cfigure id=\"attachment_10426091\" class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/john_cab.jpg\">\u003cimg class=\"size-thumbnail wp-image-10426091\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/john_cab-400x225.jpg\" alt=\"John Han has been a cab driver in San Francisco for 13 years. (Adam Grossberg/KQED)\" width=\"400\" height=\"225\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/02/john_cab-400x225.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/john_cab-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/john_cab.jpg 1440w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">John Han has been a cab driver in San Francisco for 13 years. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>We picked John Han of Yellow Cab to follow around for several reasons. A former blogger on taxi issues, he’s as well versed on the issues concerning cabs, TNCs and how the twain have met as most journalists who cover the issue.\u003c/p>\n\u003cp>He’s also not an ideologue when it comes to the subject of TNCs -- he used to drive for Uber Taxi, a service that connects riders with cabs. And he attempted to join UberX by buying a car financed through an Uber program, but abandoned the effort when he couldn’t find the appropriate insurance.\u003c/p>\n\u003cfigure id=\"attachment_10426092\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/mike_lyft.jpg\">\u003cimg class=\"size-thumbnail wp-image-10426092\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/mike_lyft-400x225.jpg\" alt=\"Mike Banko has been a driver for Lyft since December 2012. (Adam Grossberg/KQED)\" width=\"400\" height=\"225\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/02/mike_lyft-400x225.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/mike_lyft-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/mike_lyft.jpg 1440w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Mike Banko has been a driver for Lyft since December 2012. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Insurance factored into our choice of Lyft driver Mike Banko. He’s just about the only ride-service driver we’ve met who’s willing to be named in an interview, let alone in a video. That’s because so many drivers are fearful their personal auto coverage will be canceled if their insurer finds out they’re using their vehicle for ride-service work. You’ll see in the video that Mike tells us straight up he hasn’t informed his insurance company about his job.\u003c/p>\n\u003cp>One thing you won't see in the video, but is an important part of any day in the life of someone who hauls passengers for a living: When we accompanied the drivers on their shifts, it was easy to see how dangerous driving in this crowded city has become. Both these guys appeared to drive very safely, yet traversing the city streets, dodging pedestrians, bikes and vehicles, it was not hard at all to imagine something occurring that would forever change multiple lives in the blink of an eye.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>I'm not sure the TNC drivers fully understood that when they originally signed up -- but I think those who have stuck with it now do.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Here's our \"day in the life\" video comparing the experiences of driving a taxi and driving for Lyft. You'll see that the drivers comment on many of the issues in the ongoing \u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\" target=\"_blank\">battle between taxis and ride services\u003c/a>: the loss of business for the taxis, the lack of insurance for the ride-service drivers, and how Lyft and Uber have been able to exploit the weaknesses of the taxi industry.\u003c/p>\n\u003cp>One of the many interesting things about covering this story for a couple of years now is seeing the evolution of attitudes on the part of those on the front lines of the conflict.\u003c/p>\n\u003cp>To be sure, many cab drivers still despise Uber/Lyft and the part-time workers who have scooped up a substantial portion of their customers by driving their own vehicles, no less. And it’s true that some cab drivers would still rather pick up a drunken, carsick barbershop quartet than try to stake a claim in the “sharing economy.”\u003c/p>\n\u003cfigure id=\"attachment_10426093\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/rideshare1.jpg\">\u003cimg class=\"size-medium wp-image-10426093\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/rideshare1-800x450.jpg\" alt=\"Looking back through one of the sideview mirrors on John Han's taxicab. (Adam Grossberg/KQED)\" width=\"800\" height=\"450\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/02/rideshare1-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/rideshare1-400x225.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/rideshare1.jpg 1440w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Looking back through one of the sideview mirrors on John Han's taxicab. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>But over the past year, many who used to drive taxis have been jumping ship to the upstart companies, leaving their former employers struggling to fill shifts. Obviously, many think they'll get a better deal working on their own. (You'll see in the video that cab drivers start every day in the hole, since they are responsible for renting the cab.)\u003c/p>\n\u003cp>On the ride-service side, when I talked to a group of Lyft drivers in 2013, just about every one felt like like they’d stumbled upon the greatest part-time job in the world. Good pay -- $25-40 per hour -- plus a cherished ability to literally work whenever they want with absolutely no notice required.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Troubles Mount for TNCs\u003c/strong>\u003c/p>\n\u003cp>Eighteen months later, while the honeymoon may not be completely over, it’s at least on the return flight home where they're skimping on the peanuts. \u003ca href=\"http://ww2.kqed.org/news/2014/01/02/122446/\" target=\"_blank\">Fatal accidents\u003c/a>, \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/who-pays-when-ride-share-driver-crashes\" target=\"_blank\">insurance gaps\u003c/a>, \u003ca href=\"http://www.bloomberg.com/news/articles/2015-01-30/uber-drivers-may-have-employee-status-judge-says\" target=\"_blank\">lawsuits\u003c/a>, \u003ca href=\"http://www.thesmokinggun.com/buster/battery/uber-driver-arrested-for-groping-passenger-897561\" target=\"_blank\">criminal incidents\u003c/a>, \u003ca href=\"http://ww2.kqed.org/news/2014/11/13/as-regulatory-battles-continue-uber-and-lyft-win-some-lose-some\" target=\"_blank\">regulatory hassles\u003c/a> and an influx of drivers leading to \u003ca href=\"http://www.vox.com/2014/12/17/7402311/lyft-driver-pay\" target=\"_blank\">diminished pay\u003c/a>, not to mention the grind of driving hour upon hour day after day, have -- as some cab drivers had predicted would happen -- combed a few hairs out of the famous pink mustache.\u003c/p>\n\u003cfigure id=\"attachment_10426091\" class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/john_cab.jpg\">\u003cimg class=\"size-thumbnail wp-image-10426091\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/john_cab-400x225.jpg\" alt=\"John Han has been a cab driver in San Francisco for 13 years. (Adam Grossberg/KQED)\" width=\"400\" height=\"225\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/02/john_cab-400x225.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/john_cab-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/john_cab.jpg 1440w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">John Han has been a cab driver in San Francisco for 13 years. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>We picked John Han of Yellow Cab to follow around for several reasons. A former blogger on taxi issues, he’s as well versed on the issues concerning cabs, TNCs and how the twain have met as most journalists who cover the issue.\u003c/p>\n\u003cp>He’s also not an ideologue when it comes to the subject of TNCs -- he used to drive for Uber Taxi, a service that connects riders with cabs. And he attempted to join UberX by buying a car financed through an Uber program, but abandoned the effort when he couldn’t find the appropriate insurance.\u003c/p>\n\u003cfigure id=\"attachment_10426092\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/mike_lyft.jpg\">\u003cimg class=\"size-thumbnail wp-image-10426092\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/02/mike_lyft-400x225.jpg\" alt=\"Mike Banko has been a driver for Lyft since December 2012. (Adam Grossberg/KQED)\" width=\"400\" height=\"225\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/02/mike_lyft-400x225.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/mike_lyft-800x450.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/02/mike_lyft.jpg 1440w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Mike Banko has been a driver for Lyft since December 2012. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Insurance factored into our choice of Lyft driver Mike Banko. He’s just about the only ride-service driver we’ve met who’s willing to be named in an interview, let alone in a video. That’s because so many drivers are fearful their personal auto coverage will be canceled if their insurer finds out they’re using their vehicle for ride-service work. You’ll see in the video that Mike tells us straight up he hasn’t informed his insurance company about his job.\u003c/p>\n\u003cp>One thing you won't see in the video, but is an important part of any day in the life of someone who hauls passengers for a living: When we accompanied the drivers on their shifts, it was easy to see how dangerous driving in this crowded city has become. Both these guys appeared to drive very safely, yet traversing the city streets, dodging pedestrians, bikes and vehicles, it was not hard at all to imagine something occurring that would forever change multiple lives in the blink of an eye.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>I'm not sure the TNC drivers fully understood that when they originally signed up -- but I think those who have stuck with it now do.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>In a first, the mayors of the Bay Area's three largest cities are appearing together tonight on \u003ca href=\"http://www.kqed.org/tv/programs/newsroom/\" target=\"_blank\" rel=\"noopener\">KQED NEWSROOM\u003c/a> to discuss major issues they face, including housing, wealth disparity, the technology boom, transportation infrastructure -- and the changing venues for professional sports teams.\u003c/p>\n\u003cp>In a show taped Friday afternoon, Mayor Ed Lee of San Francisco announced that he, Mayor Libby Schaaf of Oakland and Mayor Sam Liccardo have formed a \"coalition\" to present a united front in Sacramento on the affordable housing crisis.\u003c/p>\n\u003cp>http://youtu.be/Pk10nbvmZNM\u003c/p>\n\u003cp>Schaaf said she was \"disappointed\" that the tech industry is not doing more to help the cities solve their problems. And she got in a dig about the lack of diversity in the tech sector.\u003c/p>\n\u003cp>\"Their workforces do not look like our cities,\" she said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>http://youtu.be/LGONcOS1rfg\u003c/p>\n\u003cp>Perhaps the highlight of the show came when the show's co-hosts, Thuy Vu and Scott Shafer, asked the mayors about battles over where to locate the Oakland A's and the Golden State Warriors.\u003c/p>\n\u003cp>\"He's stealing my basketball team,\" she said, pointing at Lee, \"and he's trying to steal my baseball team,\" she added, pointing at Liccardo.\u003c/p>\n\u003cp>Liccardo noted that San Jose is the largest city in the nation not to have a professional baseball team. He also said it wasn't up to the cities where the sports teams would go, because \"it's about a bunch of billionaires\" who decide where they want to put their teams.\u003c/p>\n\u003cp>\"We're saying, 'We want a fair chance to compete,' \" he added.\u003c/p>\n\u003cp>Schaaf said that \"the one thing we do need to learn from each other is that the days of government subsidizing sports teams is over. And that we cannot afford to have a race to the bottom in these kind of ill-conceived stadium deals.\"\u003c/p>\n\u003cp>http://youtu.be/eoopSPqHs1o\u003c/p>\n\u003cp>Lee stated that the mayors will work together on another Olympics bid, and that a new kind of regionalism is in order.\u003c/p>\n\u003cp>\"Our Bay Area is now having to compete with the likes of cities like London, Paris, Shanghai, other places,\" Lee said, implying that the three mayors will have to be a lot better at collaboration on regional issues than has been the case in the past.\u003c/p>\n\u003cp>Lee and Schaaf are jointly working together on a new transbay tube for BART, and Lee voiced support for extending BART into San Jose.\u003c/p>\n\u003cp>All three dodged a question about whether they would like the funds that Gov. Jerry Brown has committed to high-speed rail to be redirected to these regional transportation projects.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>The entire interview with the three mayors can be seen on \u003ca href=\"http://www.kqed.org/tv/programs/newsroom/\" target=\"_blank\" rel=\"noopener\">KQED NEWSROOM\u003c/a>, a weekly news magazine program that airs on television, radio and online. Watch Fridays at 8 p.m. on KQED Public Television 9, listen on Sundays at 6 p.m. on KQED Public Radio 88.5 FM, or watch online \u003ca href=\"http://www.kqed.org/tv/programs/newsroom/watch/archive/288198\" target=\"_blank\" rel=\"noopener\">here\u003c/a>.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cp>A woman who says an Uber driver raped her in New Delhi, India, is accusing the company of failing to properly investigate the alleged assailant's background.\u003c/p>\n\u003cp>In a lawsuit filed Thursday in San Francisco, the unidentified woman called Uber's service a \"modern-day equivalent of electronic hitchhiking\" and accused the company of failing to ensure passengers' safety. The lawsuit seeks unspecified damages.\u003c/p>\n\u003cp>The alleged rape last month prompted widespread protests in India against sexual violence and led to demands there for measures to better ensure women's safety. Some protesters have called for Uber to be banned from India entirely.\u003c/p>\n\u003cp>New Delhi police have said the company could face criminal charges if it misrepresented the safety of its service, and law enforcement officials have already interviewed a New Delhi-based Uber executive.\u003c/p>\n\u003cp>\"Our deepest sympathies remain with the victim of this horrific crime,\" Uber spokeswoman Nairi Hourdajian said in a prepared statement. \"We are cooperating fully with the authorities to ensure the perpetrator is brought to justice.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[contextly_sidebar id=\"OGvWaTrAKWsYBVcKSD3RgkOfGu7ht3oC\"]\u003c/p>\n\u003cp>Thursday's lawsuit adds to the legal woes the San Francisco-based ride-service company is facing around the globe even as it attracts more customers and investors.\u003c/p>\n\u003cp>In California, Uber has been sued by the district attorneys of San Francisco and Los Angeles for allegedly exaggerating the thoroughness of driver background checks. The lawsuit says that Uber can't claim its background checks are the best available because the company doesn't require its drivers to submit fingerprints for checking against a national criminal database.\u003c/p>\n\u003cp>On Dec. 17, Uber's head of global safety posted a long comment on the company's website promising to focus on rider safety while defending the company's safety record.\u003c/p>\n\u003cp>\"We are finding solutions in many places that range from polygraph exams that fill gaps in available data to adding our own processes on top of existing screening for commercial licenses,\" wrote company security chief Philip Cardenas. \"We are exploring new ways to screen drivers globally, using scientific analysis and technology to find solutions.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The ride service company, which lets passengers summon cars through a smartphone app, is operating in hundreds of cities in the United States and 53 other countries. The firm, which began operations in 2010, has raised billions in venture capital and is currently valued at more than $40 billion.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A 9-mile section of the Pacific Coast Highway just north of Malibu remains closed after a December rainstorm sent piles of debris down a steep hillside and choked off northbound lanes.\u003c/p>\n\u003cp>Caltrans is still in the process of removing the debris, but while it's at it, workers are taking steps to reduce the risk of more slides.\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/188167976&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/188167976'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Allan Sharon is one of a team of 250 trained climbers that Caltrans has assembled -- all with different day jobs -- who periodically work an estimated 3,000 miles or more of state roads that wind through the hills and mountains and sit next to slopes with the potential for rockslides.\u003c/p>\n\u003cp>On a recent sunny morning, Sharon is helping set up anchors at the top of a slope that's about 150 feet above the Pacific Coast Highway. He's been with Caltrans for 22 years. Usually he works as a heavy equipment operator in the mountains of Ojai. Today his job is to identify any rocks or boulders at risk of falling and, well, make them fall — in a controlled way, of course. They call it scaling.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "California DMV Retracts Notice That UberX, Lyft Drivers Need Commercial Plates",
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"content": "\u003cp>The California Department of Motor Vehicles sent out a retraction Friday night of a \u003ca href=\"http://www.scribd.com/doc/253515604/DMV-memo-on-commercial-plates\" target=\"_blank\">memo it had issued\u003c/a> earlier this month that vehicles even occasionally used for commercial purposes -- like those driven for ride services such as Lyft and UberX -- would need to be registered as commercial vehicles.\u003c/p>\n\u003cp>That announcement had drawn a flurry of press coverage since it was first \u003ca href=\"http://www.buzzfeed.com/kenbensinger/ubers-auto-registration-gambit#.ot9qKw9RW\" target=\"_blank\">reported by BuzzFeed\u003c/a>. Switching registration of a personal vehicle to that of a commercial vehicle would add another layer of bureaucracy to signing up for ride-service work and potentially dissuade drivers from joining up. (You can \u003ca href=\"https://www.dmv.ca.gov/portal/wcm/connect/dd5e68f8-018a-4cb4-9d2b-eb75996e0f1a/reg590.pdf?MOD=AJPERES\" target=\"_blank\">see the necessary DMV form here\u003c/a>.)\u003c/p>\n\u003cp>BuzzFeed even called the requirement an \"existential threat\" to the ride-service industry, noting: \"For drivers to switch their registrations to comply with California law, they would have to pay to make the conversion to commercial status, and shell out for higher annual registration fees. In addition, commercial vehicles generally require commercial insurance, which costs as much as 10 times more than standard personal coverage.\"\u003c/p>\n\u003cp>Here's the announcement from the DMV tonight, switching course from its earlier position:\u003c/p>\n\u003cblockquote>\u003cp>California DMV Director Jean Shiomoto this evening retracted Vehicle Industry News alert VIN 2015-01, which affected ride share operators for companies such as Uber, Lyft and Sidecar and issued the following statement:\u003c/p>\n\u003cp>“Our responsibility is to notify the public of existing state law. In response to inquiries, the department issued an alert earlier this month that reflected the definition of a commercial vehicle under a 1935 law. However, there remains uncertainty about the interaction and effect of this law governing vehicle registration requirements with the more recent regulatory and statutory changes affecting ride share operators. We jumped the gun, and we shouldn’t have. The matter requires further review and analysis which the department is undertaking immediately.”\u003c/p>\n\u003cp>In the coming days, the DMV will be meeting with regulators and industry to continue working through this issue. Pending this further review, Vehicle Industry News alert VIN 2015-1, which affected ride share operators, is hereby revoked including any reference to the requirement of a commercial plate.\u003c/p>\u003c/blockquote>\n\u003cp>The California Public Utilities Commission officially sanctioned ride services in 2013, creating a new category of vehicle-for-hire services called transportation network companies, which are now licensed by the CPUC under a set of regulations addressing safety, training, insurance coverage and other requirements.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In addition, legislation was passed last year by the California Legislature and signed into law by Gov. Jerry Brown that stiffened TNC insurance requirements and called on the insurance industry to create a new form of coverage specifically for TNC work. Neither the CPUC regulations nor the new law stipulated TNC vehicles must be registered as commercial vehicles.\u003c/p>\n\u003cp>When I spoke to the DMV earlier today, before the retraction, a spokesman said that stipulation was already on the books, since -- as stated above -- 1935. The DMV said it was merely issuing a clarification for the benefit of an increasing number of drivers and auto dealers who had been confused about the issue. A spokesman for the California Highway Patrol confirmed the commercial registration requirement but said it was impossible to determine if it had ever been enforced because CHP does not track citations for different types of registration violations, but rather lumps them all together.\u003c/p>\n\u003cp>Adding fuel to the fire yesterday, Assembly Republican Leader Kristin Olsen (R-Modesto) and Assemblywoman Ling Ling Chang (R-Diamond Bar) \u003ca href=\"http://www.bizjournals.com/sanfrancisco/blog/2015/01/assembly-gop-dmv-uber-commercial-license-plate.html\" target=\"_blank\">threatened\u003c/a> in a letter to the DMV and the CPUC to introduce legislation to amend the law unless the department exempted ride-service drivers from the commercial registration requirement.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Update, Jan. 26:\u003c/strong> We put in a request to the CPUC for its take on this issue. Here's the reply from CPUC Information Officer Andrew Kotch, which doesn't state an opinion on whether commercial or non-commercial registration is required, only that it \"comply with all state laws.\"\u003c/p>\n\u003cblockquote>\u003cp>CPUC rules and state statutes require TNC drivers to drive their own private vehicles, but do not specify a particular type of registration. It is the TNCs' responsibility to ensure their business model complies with all state laws. Most, if not all, TNCs require drivers to submit vehicle registration, insurance information, and a valid driver's license along with the TNC application, which provides TNCs an opportunity to verify legal registration.\u003c/p>\u003c/blockquote>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The California Department of Motor Vehicles sent out a retraction Friday night of a \u003ca href=\"http://www.scribd.com/doc/253515604/DMV-memo-on-commercial-plates\" target=\"_blank\">memo it had issued\u003c/a> earlier this month that vehicles even occasionally used for commercial purposes -- like those driven for ride services such as Lyft and UberX -- would need to be registered as commercial vehicles.\u003c/p>\n\u003cp>That announcement had drawn a flurry of press coverage since it was first \u003ca href=\"http://www.buzzfeed.com/kenbensinger/ubers-auto-registration-gambit#.ot9qKw9RW\" target=\"_blank\">reported by BuzzFeed\u003c/a>. Switching registration of a personal vehicle to that of a commercial vehicle would add another layer of bureaucracy to signing up for ride-service work and potentially dissuade drivers from joining up. (You can \u003ca href=\"https://www.dmv.ca.gov/portal/wcm/connect/dd5e68f8-018a-4cb4-9d2b-eb75996e0f1a/reg590.pdf?MOD=AJPERES\" target=\"_blank\">see the necessary DMV form here\u003c/a>.)\u003c/p>\n\u003cp>BuzzFeed even called the requirement an \"existential threat\" to the ride-service industry, noting: \"For drivers to switch their registrations to comply with California law, they would have to pay to make the conversion to commercial status, and shell out for higher annual registration fees. In addition, commercial vehicles generally require commercial insurance, which costs as much as 10 times more than standard personal coverage.\"\u003c/p>\n\u003cp>Here's the announcement from the DMV tonight, switching course from its earlier position:\u003c/p>\n\u003cblockquote>\u003cp>California DMV Director Jean Shiomoto this evening retracted Vehicle Industry News alert VIN 2015-01, which affected ride share operators for companies such as Uber, Lyft and Sidecar and issued the following statement:\u003c/p>\n\u003cp>“Our responsibility is to notify the public of existing state law. In response to inquiries, the department issued an alert earlier this month that reflected the definition of a commercial vehicle under a 1935 law. However, there remains uncertainty about the interaction and effect of this law governing vehicle registration requirements with the more recent regulatory and statutory changes affecting ride share operators. We jumped the gun, and we shouldn’t have. The matter requires further review and analysis which the department is undertaking immediately.”\u003c/p>\n\u003cp>In the coming days, the DMV will be meeting with regulators and industry to continue working through this issue. Pending this further review, Vehicle Industry News alert VIN 2015-1, which affected ride share operators, is hereby revoked including any reference to the requirement of a commercial plate.\u003c/p>\u003c/blockquote>\n\u003cp>The California Public Utilities Commission officially sanctioned ride services in 2013, creating a new category of vehicle-for-hire services called transportation network companies, which are now licensed by the CPUC under a set of regulations addressing safety, training, insurance coverage and other requirements.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In addition, legislation was passed last year by the California Legislature and signed into law by Gov. Jerry Brown that stiffened TNC insurance requirements and called on the insurance industry to create a new form of coverage specifically for TNC work. Neither the CPUC regulations nor the new law stipulated TNC vehicles must be registered as commercial vehicles.\u003c/p>\n\u003cp>When I spoke to the DMV earlier today, before the retraction, a spokesman said that stipulation was already on the books, since -- as stated above -- 1935. The DMV said it was merely issuing a clarification for the benefit of an increasing number of drivers and auto dealers who had been confused about the issue. A spokesman for the California Highway Patrol confirmed the commercial registration requirement but said it was impossible to determine if it had ever been enforced because CHP does not track citations for different types of registration violations, but rather lumps them all together.\u003c/p>\n\u003cp>Adding fuel to the fire yesterday, Assembly Republican Leader Kristin Olsen (R-Modesto) and Assemblywoman Ling Ling Chang (R-Diamond Bar) \u003ca href=\"http://www.bizjournals.com/sanfrancisco/blog/2015/01/assembly-gop-dmv-uber-commercial-license-plate.html\" target=\"_blank\">threatened\u003c/a> in a letter to the DMV and the CPUC to introduce legislation to amend the law unless the department exempted ride-service drivers from the commercial registration requirement.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Update, Jan. 26:\u003c/strong> We put in a request to the CPUC for its take on this issue. Here's the reply from CPUC Information Officer Andrew Kotch, which doesn't state an opinion on whether commercial or non-commercial registration is required, only that it \"comply with all state laws.\"\u003c/p>\n\u003cblockquote>\u003cp>CPUC rules and state statutes require TNC drivers to drive their own private vehicles, but do not specify a particular type of registration. It is the TNCs' responsibility to ensure their business model complies with all state laws. Most, if not all, TNCs require drivers to submit vehicle registration, insurance information, and a valid driver's license along with the TNC application, which provides TNCs an opportunity to verify legal registration.\u003c/p>\u003c/blockquote>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco Fire Department Signs on to Vision Zero Pedestrian Safety Plan",
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"content": "\u003cp>Pedestrian safety advocates agreed it was a long road to get the San Francisco Fire Department on board for a plan aiming to eliminate traffic-related deaths in the city by 2024.\u003c/p>\n\u003cp>But the city's Fire Commission unanimously passed a resolution Thursday night solidifying the department's commitment to the \u003ca href=\"http://walksf.org/about/goals-mission/vision-zero/\" target=\"_blank\">Vision Zero\u003c/a> goal.\u003c/p>\n\u003cp>\"I think it makes clear the fire department’s commitment to road safety, which is something that they’ve been struggling about how to express,\" said Tyler Frisbee, policy director for the San Francisco Bicycle Coalition, which supports Vision Zero policies.\u003c/p>\n\u003cp>The resolution comes about a week after the San Francisco Budget and Legislative Analyst's Office published a \u003ca href=\"http://www.sfbos.org/Modules/ShowDocument.aspx?documentid=51265\" target=\"_blank\">report\u003c/a> urging the fire department to drop its opposition to \"traffic calming\" changes to the city's streets, which include narrowing some intersections.\u003c/p>\n\u003cp>The San Francisco Chronicle \u003ca href=\"http://www.sfgate.com/bayarea/article/SFFD-urged-to-end-opposition-to-attempts-to-slow-6010560.php\" target=\"_blank\">reported\u003c/a> on the disagreements between city planners and the fire department on the issue:\u003c/p>\n\u003cblockquote>\u003cp>At the center of the issue are what are known to engineers, planners and pedestrian advocates as “bulbouts” — wide, rounded extensions of sidewalks that serve to narrow street crossings and slow traffic.\u003c/p>\n\u003cp>Those and other traffic-calming measures are popular among planners trying to make streets safer by slowing traffic and making pedestrians more visible. But some fire departments, including San Francisco’s, believe that they interfere with their ability to navigate narrow streets and quickly attack fires.\u003c/p>\n\u003cp>In recent years, as the city has struggled to make its increasingly crowded streets safer and more efficient for bicyclists and pedestrians as well as cars, conflicts over bulbouts and narrowed streets have emerged, usually pitting bike riders and pedestrians against motorists. But planners and the Fire Department have repeatedly, though more quietly, clashed as well.\u003c/p>\n\u003cp>The report from Harvey Rose, the Board of Supervisors’ budget analyst, concludes that, despite the city’s emphasis on pedestrian safety, the Fire Department lacks policies to design and buy fire engines and trucks that accommodate pedestrian safety improvements.\u003c/p>\u003c/blockquote>\n\u003cp>SFFD Assistant Deputy Chief Ken Lombardi told KQED that the department isn't necessarily opposed to buying more maneuverable equipment.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"It’s not that simple,\" he said. \"We’re trying to buy a smaller engine. We just need to make sure that engine’s going to do the proper job.\"\u003c/p>\n\u003cp>Pedestrian safety advocates like Frisbee see the resolution as a positive first step.\u003c/p>\n\u003cp>\"This is absolutely something that’s possible,\" Frisbee said, \"and it’s something that’s really critical toward ensuring that public safety doesn’t just mean emergency response safety, but it means our safety out on the streets every day.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Fire Department joins the city's mayor, Board of Supervisors, Public Health Department, Municipal Transportation Agency, Planning Department, Police Department, and Department of the Environment, as well as the San Francisco County Transportation Authority, in formally adopting Vision Zero polices, according to the resolution.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Pedestrian safety advocates agreed it was a long road to get the San Francisco Fire Department on board for a plan aiming to eliminate traffic-related deaths in the city by 2024.\u003c/p>\n\u003cp>But the city's Fire Commission unanimously passed a resolution Thursday night solidifying the department's commitment to the \u003ca href=\"http://walksf.org/about/goals-mission/vision-zero/\" target=\"_blank\">Vision Zero\u003c/a> goal.\u003c/p>\n\u003cp>\"I think it makes clear the fire department’s commitment to road safety, which is something that they’ve been struggling about how to express,\" said Tyler Frisbee, policy director for the San Francisco Bicycle Coalition, which supports Vision Zero policies.\u003c/p>\n\u003cp>The resolution comes about a week after the San Francisco Budget and Legislative Analyst's Office published a \u003ca href=\"http://www.sfbos.org/Modules/ShowDocument.aspx?documentid=51265\" target=\"_blank\">report\u003c/a> urging the fire department to drop its opposition to \"traffic calming\" changes to the city's streets, which include narrowing some intersections.\u003c/p>\n\u003cp>The San Francisco Chronicle \u003ca href=\"http://www.sfgate.com/bayarea/article/SFFD-urged-to-end-opposition-to-attempts-to-slow-6010560.php\" target=\"_blank\">reported\u003c/a> on the disagreements between city planners and the fire department on the issue:\u003c/p>\n\u003cblockquote>\u003cp>At the center of the issue are what are known to engineers, planners and pedestrian advocates as “bulbouts” — wide, rounded extensions of sidewalks that serve to narrow street crossings and slow traffic.\u003c/p>\n\u003cp>Those and other traffic-calming measures are popular among planners trying to make streets safer by slowing traffic and making pedestrians more visible. But some fire departments, including San Francisco’s, believe that they interfere with their ability to navigate narrow streets and quickly attack fires.\u003c/p>\n\u003cp>In recent years, as the city has struggled to make its increasingly crowded streets safer and more efficient for bicyclists and pedestrians as well as cars, conflicts over bulbouts and narrowed streets have emerged, usually pitting bike riders and pedestrians against motorists. But planners and the Fire Department have repeatedly, though more quietly, clashed as well.\u003c/p>\n\u003cp>The report from Harvey Rose, the Board of Supervisors’ budget analyst, concludes that, despite the city’s emphasis on pedestrian safety, the Fire Department lacks policies to design and buy fire engines and trucks that accommodate pedestrian safety improvements.\u003c/p>\u003c/blockquote>\n\u003cp>SFFD Assistant Deputy Chief Ken Lombardi told KQED that the department isn't necessarily opposed to buying more maneuverable equipment.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"soldout": {
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