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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>\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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"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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"nprByline": "\u003cstrong>\u003ca href=\"https://twitter.com/willhuntsberry\" target=\"_blank\">Will Huntsberry\u003c/a>\u003c/strong>",
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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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"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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"disqusTitle": "California Tries to Balance Transportation Needs, Goals for Environment",
"title": "California Tries to Balance Transportation Needs, Goals for Environment",
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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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"nprByline": "\u003cstrong>\u003ca href=\"https://twitter.com/FenitN\" target=\"_blank\">Fenit Nirappil\u003c/a>\u003cbr />Associated Press\u003c/strong>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\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>\u003c/p>\u003c/div>",
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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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"disqusTitle": "Muni's Plans for Mission Street Could Impact Bus Stops, Parking and Traffic",
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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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"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": "\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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"disqusTitle": "Taxi vs. Lyft: Come Along for the Ride (Video)",
"title": "Taxi vs. Lyft: Come Along for the Ride (Video)",
"headTitle": "Boomtown | News Fix | KQED News",
"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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"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": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"marketplace": {
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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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"mindshift": {
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
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},
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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.",
"airtime": "MON-FRI 2pm-3pm",
"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": {
"id": "reveal",
"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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"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/reveal300px.png",
"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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"link": "/radio/program/reveal",
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"rss": "http://feeds.revealradio.org/revealpodcast"
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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": {
"id": "science-friday",
"title": "Science Friday",
"info": "Science Friday is a weekly science talk show, broadcast live over public radio stations nationwide. Each week, the show focuses on science topics that are in the news and tries to bring an educated, balanced discussion to bear on the scientific issues at hand. Panels of expert guests join host Ira Flatow, a veteran science journalist, to discuss science and to take questions from listeners during the call-in portion of the program.",
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