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"content": "\u003cfigure id=\"attachment_147666\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/goldengatelaborcoalition140915.jpg\">\u003cimg class=\"wp-image-147666 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/goldengatelaborcoalition140915-640x480.jpg\" alt=\"Golden Gate Bridge union leaders at a Monday afternoon press conference to announce a Tuesday job action. They say one union will walk out Tuesday but that bridge and transit operations should not be affected. (Isabel Angell/KQED)\" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/09/goldengatelaborcoalition140915-640x480.jpg 640w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/goldengatelaborcoalition140915-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/goldengatelaborcoalition140915.jpg 1024w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Golden Gate Bridge union leaders at a Monday afternoon press conference to announce a Tuesday job action. They say one union will walk out Tuesday but that bridge and transit operations should not be affected. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 6:45 p.m. Monday:\u003c/strong> A coalition of Golden Gate Transportation District workers locked in a contract dispute with district management says one of its member unions will strike Tuesday, but that the commute across the Golden Gate Bridge should not be affected.\u003c/p>\n\u003cp>The 13-union \u003ca href=\"http://goldengatelabor.com/\" target=\"_blank\">Golden Gate Bridge Labor Coalition\u003c/a> announced this afternoon that the district's eight-member Machinists Union unit will strike for one day and that as many as 50 workers total are expected to honor their picket line. But the coalition added that other employees -- for instance, members of the Teamsters who move lane markers for the morning and afternoon rush hours -- would report to work Tuesday and that bridge and transit operations should be unaffected.\u003c/p>\n\u003cp>Art Gonzalez, a business representative for the Auto Machinists Local 1414, said the one-day strike is to protest what he called \"unfair labor practice\" by the district.\u003c/p>\n\u003cp>\"During negotiations in 2012 we came to an agreement with the district on retiree health care. The district has decided not to honor that agreement and last week we filed an unfair labor practice charge with the Public Employee Relations Board,\" he said. \"This unfair labor practice exemplifies why the machinists and other employees do not trust the district's current health care proposals at the bargaining table.\"\u003c/p>\n\u003cp>Dana Fehler, the bridge district's director of marketing communication, said later that management \"denies that it has committed an unfair labor practice or violated the law in any way. In this regard, the labor action is totally unwarranted.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>She added that during labor talks, the district \"has sought modest increases to the amount that Coalition employees have been contributing to their health benefits. District employees enjoy world class health benefits. The small contributions the district is asking employees to make to maintain these benefits is a mere fraction of the cost the district incurs and would remain less than the contributions made by most private and public employees in the Bay Area.\"\u003c/p>\n\u003cp>\u003cstrong>Original post: \u003c/strong>It's been months -- months! -- since we've had a labor dispute involving one of our local transit agencies. But another one, this time involving Golden Gate ferry and bus workers, may be imminent.\u003c/p>\n\u003cp>The 13-union \u003ca href=\"http://goldengatelabor.com/\" target=\"_blank\">Golden Gate Bridge Labor Coalition\u003c/a> says it will announce at 4 p.m. Monday whether members will walk out over a contract dispute with district management. The 450 workers in the coalition include bus mechanics, ferry captains, deckhands, ironworkers and structural engineers, among others.\u003c/p>\n\u003cp>Familiar issues are at the heart of the dispute: wages and health care premiums. \u003ca href=\"http://ww2.kqed.org/news/2014/08/05/golden-gate-bridge-district-workers-vote-authorize-strike/\" target=\"_blank\">Unions are seeking \u003c/a> a three-year contract, including a 3.75 percent per year pay increase and a .5 percent contribution to health care premiums. The coalition says the bridge district has countered with a 3 percent per year wage increase but that most of the pay increases would be wiped out by new health care premiums of 2 percent a year.\u003c/p>\n\u003cp>A strike would shut down ferries to Sausalito and Larkspur, a service that had \u003ca href=\"http://goldengateferry.org/researchlibrary/statistics.php\" target=\"_blank\">an average weekday ridership in fiscal 2013-14 of about 7,500\u003c/a>.\u003c/p>\n\u003cp>A walkout would probably shut down Golden Gate bus service into the city, too. Although bus drivers are in a union that's not part of the coalition, bus mechanics would be among those who would strike and drivers are expected to honor picket lines. \u003ca href=\"http://goldengatetransit.org/researchlibrary/statistics.php\" target=\"_blank\">District bus ridership averaged\u003c/a> about 22,000 on weekdays in the fiscal year that ended June 30, including about 8,000 in total rush-hour ridership (mornings and afternoons) across the Golden Gate Bridge.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.sfgate.com/default/article/GG-Transit-ferries-sailing-again-as-strike-ends-3524286.php\" target=\"_blank\">last time the district experienced a strike\u003c/a> was May 1, 2012, when ferry workers walked out for a day during contract negotiations.\u003c/p>\n\u003cp>The last big Bay Area transit labor action came in June, when S.F. Muni transit operators staged a sickout that curtailed service for several days. Last year, BART unions struck twice while negotiating a contract with the district. In the East Bay, AC Transit workers settled a protracted contract dispute last December, but only after months of strike threats and a 60-day cooling-off period ordered by Gov. Jerry Brown.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Isabel Angell contributed to this post. \u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_147666\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/goldengatelaborcoalition140915.jpg\">\u003cimg class=\"wp-image-147666 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/goldengatelaborcoalition140915-640x480.jpg\" alt=\"Golden Gate Bridge union leaders at a Monday afternoon press conference to announce a Tuesday job action. They say one union will walk out Tuesday but that bridge and transit operations should not be affected. (Isabel Angell/KQED)\" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/09/goldengatelaborcoalition140915-640x480.jpg 640w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/goldengatelaborcoalition140915-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/goldengatelaborcoalition140915.jpg 1024w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Golden Gate Bridge union leaders at a Monday afternoon press conference to announce a Tuesday job action. They say one union will walk out Tuesday but that bridge and transit operations should not be affected. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 6:45 p.m. Monday:\u003c/strong> A coalition of Golden Gate Transportation District workers locked in a contract dispute with district management says one of its member unions will strike Tuesday, but that the commute across the Golden Gate Bridge should not be affected.\u003c/p>\n\u003cp>The 13-union \u003ca href=\"http://goldengatelabor.com/\" target=\"_blank\">Golden Gate Bridge Labor Coalition\u003c/a> announced this afternoon that the district's eight-member Machinists Union unit will strike for one day and that as many as 50 workers total are expected to honor their picket line. But the coalition added that other employees -- for instance, members of the Teamsters who move lane markers for the morning and afternoon rush hours -- would report to work Tuesday and that bridge and transit operations should be unaffected.\u003c/p>\n\u003cp>Art Gonzalez, a business representative for the Auto Machinists Local 1414, said the one-day strike is to protest what he called \"unfair labor practice\" by the district.\u003c/p>\n\u003cp>\"During negotiations in 2012 we came to an agreement with the district on retiree health care. The district has decided not to honor that agreement and last week we filed an unfair labor practice charge with the Public Employee Relations Board,\" he said. \"This unfair labor practice exemplifies why the machinists and other employees do not trust the district's current health care proposals at the bargaining table.\"\u003c/p>\n\u003cp>Dana Fehler, the bridge district's director of marketing communication, said later that management \"denies that it has committed an unfair labor practice or violated the law in any way. In this regard, the labor action is totally unwarranted.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>She added that during labor talks, the district \"has sought modest increases to the amount that Coalition employees have been contributing to their health benefits. District employees enjoy world class health benefits. The small contributions the district is asking employees to make to maintain these benefits is a mere fraction of the cost the district incurs and would remain less than the contributions made by most private and public employees in the Bay Area.\"\u003c/p>\n\u003cp>\u003cstrong>Original post: \u003c/strong>It's been months -- months! -- since we've had a labor dispute involving one of our local transit agencies. But another one, this time involving Golden Gate ferry and bus workers, may be imminent.\u003c/p>\n\u003cp>The 13-union \u003ca href=\"http://goldengatelabor.com/\" target=\"_blank\">Golden Gate Bridge Labor Coalition\u003c/a> says it will announce at 4 p.m. Monday whether members will walk out over a contract dispute with district management. The 450 workers in the coalition include bus mechanics, ferry captains, deckhands, ironworkers and structural engineers, among others.\u003c/p>\n\u003cp>Familiar issues are at the heart of the dispute: wages and health care premiums. \u003ca href=\"http://ww2.kqed.org/news/2014/08/05/golden-gate-bridge-district-workers-vote-authorize-strike/\" target=\"_blank\">Unions are seeking \u003c/a> a three-year contract, including a 3.75 percent per year pay increase and a .5 percent contribution to health care premiums. The coalition says the bridge district has countered with a 3 percent per year wage increase but that most of the pay increases would be wiped out by new health care premiums of 2 percent a year.\u003c/p>\n\u003cp>A strike would shut down ferries to Sausalito and Larkspur, a service that had \u003ca href=\"http://goldengateferry.org/researchlibrary/statistics.php\" target=\"_blank\">an average weekday ridership in fiscal 2013-14 of about 7,500\u003c/a>.\u003c/p>\n\u003cp>A walkout would probably shut down Golden Gate bus service into the city, too. Although bus drivers are in a union that's not part of the coalition, bus mechanics would be among those who would strike and drivers are expected to honor picket lines. \u003ca href=\"http://goldengatetransit.org/researchlibrary/statistics.php\" target=\"_blank\">District bus ridership averaged\u003c/a> about 22,000 on weekdays in the fiscal year that ended June 30, including about 8,000 in total rush-hour ridership (mornings and afternoons) across the Golden Gate Bridge.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.sfgate.com/default/article/GG-Transit-ferries-sailing-again-as-strike-ends-3524286.php\" target=\"_blank\">last time the district experienced a strike\u003c/a> was May 1, 2012, when ferry workers walked out for a day during contract negotiations.\u003c/p>\n\u003cp>The last big Bay Area transit labor action came in June, when S.F. Muni transit operators staged a sickout that curtailed service for several days. Last year, BART unions struck twice while negotiating a contract with the district. In the East Bay, AC Transit workers settled a protracted contract dispute last December, but only after months of strike threats and a 60-day cooling-off period ordered by Gov. Jerry Brown.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Isabel Angell contributed to this post. \u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Berkeley to Look at Residential Permit Parking Citywide",
"title": "Berkeley to Look at Residential Permit Parking Citywide",
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"content": "\u003cfigure id=\"attachment_147529\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/1130655563_bd35906972_o.jpg\">\u003cimg class=\"wp-image-147529 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/1130655563_bd35906972_o-640x426.jpg\" alt=\"1130655563_bd35906972_o\" width=\"640\" height=\"426\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/09/1130655563_bd35906972_o-640x426.jpg 640w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/1130655563_bd35906972_o-1028x685.jpg 1028w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/1130655563_bd35906972_o.jpg 2048w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The city of Berkeley is looking at expanding its permit parking program to ease the crush in residential neighborhoods. (Chris Makarsky/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>By \u003ca href=\"http://www.berkeleyside.com/author/emilie/\" target=\"_blank\">Emilie Raguso \u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://www.berkeleyside.com/\" target=\"_blank\">Berkeleyside \u003c/a>\u003c/p>\n\u003cp style=\"color: #444444\">The Berkeley City Council voted unanimously Tuesday night to study whether permit parking might be needed in more residential neighborhoods throughout the city, and whether the cost to buy those permits should increase.\u003c/p>\n\u003cp style=\"color: #444444\">Parking in West Berkeley, particularly around Fourth Street and the city Corporation Yard on Allston Way, has been an area of concern for officials, as are blocks near Sacramento Street where many city staff reportedly park.\u003c/p>\n\u003cp style=\"color: #444444\">The city hopes to learn — via a new environmental study — where it might make the most sense to expand the permit parking program. Berkeley currently has \u003ca href=\"http://www.berkeleyside.com/wp-content/uploads/2014/09/RPP_R1.pdf\" target=\"_blank\">14 permit (RPP) zones\u003c/a> in central Berkeley, most of which are near commercial areas. \u003ca href=\"http://www.berkeleyside.com/wp-content/uploads/2014/09/2014-09-09-Item-50-Expansion-of-Residential1.pdf\" target=\"_blank\">Via the staff report\u003c/a> “The existing RPP zones are bounded roughly on the north by Rose, Hopkins and Eunice Streets; on the east by UC Berkeley; on the south by Woolsey and part of 62nd Street; and on the west by Sacramento and Chestnut Streets.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp style=\"color: #444444\">Residents would have to opt in to the program by garnering the support of at least 51% of homes per block face. In addition, a parking survey would need to show that at least 75% of available street parking is occupied at mid-morning and mid-afternoon.\u003c/p>\n\u003cp style=\"color: #444444\">Last year, the city launched a \u003ca href=\"http://www.berkeleyside.com/tag/goberkeley/\" target=\"_blank\">pilot program called goBerkeley\u003c/a> to change its approach to metered parking in several commercial areas to improve the visitor experience and cut down on emissions caused by drivers circling for a spot. With the permit parking program, the city now plans to take a closer look at neighborhood parking in residential areas, which was not part of goBerkeley.\u003c/p>\n\u003cp style=\"color: #444444\">Tuesday night, two speakers addressed council \u003ca href=\"http://www.berkeleyside.com/wp-content/uploads/2014/09/2014-09-09-Item-50-Expansion-of-Residential1.pdf\" target=\"_blank\">about the proposal\u003c/a>, which was submitted by Public Works director Andrew Clough and prompted by “periodic interest” in permit parking expansion expressed by council members.\u003c/p>\n\u003cp style=\"color: #444444\">One local resident told council she wasn’t sure she wanted to have to pay more to park in her own neighborhood, or to host visitors who need to park on the street.\u003c/p>\n\u003cp style=\"color: #444444\">\u003ca href=\"http://www.berkeleyside.com/tag/john-caner/\" target=\"_blank\">John Caner\u003c/a>, who runs the Downtown Berkeley Association, told council the city might want to consider protecting the ability of city staff to park in residential areas around Sacramento Street. He noted that downtown garages are already full, and that many city staff cannot afford to park in them.\u003c/p>\n\u003cp style=\"color: #444444\">On the other hand, \u003ca href=\"http://www.berkeleyside.com/tag/jesse-arreguin/\" target=\"_blank\">Councilman Jesse Arreguín\u003c/a> said he’s heard from many residents around California Street and Spaulding Avenue who are frustrated by the number of city staff who park in the neighborhood. He said there needs to be a balance in residential areas between “providing parking for people who work downtown” and “neighborhood character.”\u003c/p>\n\u003cp style=\"color: #444444\">As the program currently works, on roughly 1,600 “street segments,” parking for longer than two hours — in most areas — is reserved for permit holders from 9 a.m. to 7 p.m. weekdays. Some blocks also require permits on Saturdays.\u003c/p>\n\u003cp style=\"color: #444444\">The city hopes expanding the program might push more people who drive to use public transportation, which could decrease congestion and emissions. On the flip side, it may also lead to increased “rotation” as drivers who don’t opt for public transportation would need to move their vehicles more often to comply with the two-hour time limit.\u003c/p>\n\u003cp style=\"color: #444444\">The city estimates that 300 more blocks might be included in the program once the new environmental study is done. Expanding the program to those blocks would lead to additional costs, however, and the program already loses money, according to \u003ca href=\"http://www.berkeleyside.com/wp-content/uploads/2014/09/2014-09-09-Item-50-Expansion-of-Residential1.pdf\" target=\"_blank\">the staff report\u003c/a>. (An exact amount was not specified.)\u003c/p>\n\u003cp style=\"color: #444444\">Staff estimate that the expansion could cost more than $1 million to implement: nearly $800,000 to hire 7.6 parking enforcement officers; nearly $80,000 for 7.6 vehicles for them to drive; an estimated $150,000 for signage, at $500 per block; and $70,000 in program management costs for staffing.\u003c/p>\n\u003cp style=\"color: #444444\">Additional costs related to permit renewals, printing and postage, citation processing and the adjudication of contested citations have not been determined.\u003c/p>\n\u003cp style=\"color: #444444\">Council said, as part of the process, the city should investigate the possibility of raising the annual permit fee so it covers more program costs. Currently, an annual permit costs $45. Officials said it might be wise to look at an escalating fee for households with numerous vehicles.\u003c/p>\n\u003cp style=\"color: #444444\">City of Berkeley Transportation Division manager\u003ca href=\"http://www.berkeleyside.com/tag/farid-javandel/\" target=\"_blank\"> Farid Javandel\u003c/a> said Tuesday that he didn’t have an estimate for how much the environmental study will cost to complete, but noted that the expenses listed above, particularly for enforcement, would likely be of more significance.\u003c/p>\n\u003cp style=\"color: #444444\">Javandel said he hopes to return to council in February with a proposed timeline and estimated cost for the environmental study.\u003c/p>\n\u003cp style=\"color: #444444\">\u003ca href=\"http://www.berkeleyside.com/tag/susan-wengraf/\" target=\"_blank\">Councilwoman Susan Wengraf\u003c/a> said Tuesday night that the city is going to need to think more broadly about parking going forward. She said there is an “inherent conflict we have about parking,” and that the city needs to build more parking structures downtown to help ease the tension.\u003c/p>\n\u003cp style=\"color: #444444\">Wengraf said many people do use BART to get to the city, but that the transit system doesn’t serve all of the surrounding communities. She also noted that the city doesn’t have the staff “to do simple things,” and wondered how an increased workload would be handled.\u003c/p>\n\u003cp style=\"color: #444444\">“We’re moving in one direction but we’re not doing anything to alleviate the whole problem,” she said. “I think we really do have a citywide problem with parking. And we’re not really addressing it in a comprehensive way.”\u003c/p>\n\u003cp style=\"color: #444444\">\u003ca href=\"http://www.berkeleyside.com/tag/max-anderson/\" target=\"_blank\">Councilman Max Anderson\u003c/a> said the situation is only going to get worse as the city increases in density. He said Berkeley’s population rose from 99,000 in 2000 to 114,000 now.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp style=\"color: #444444\">“That increase in population alone adds to the problem and, as we build more structures that attract people and are destinations, we’re going to have even more people coming,” he said. “In a sense, there’s a problem that accompanies success, and we have to be able to address the increased demand.\u003cbr>\nI don’t think we’ve done that so far.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_147529\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/1130655563_bd35906972_o.jpg\">\u003cimg class=\"wp-image-147529 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/1130655563_bd35906972_o-640x426.jpg\" alt=\"1130655563_bd35906972_o\" width=\"640\" height=\"426\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/09/1130655563_bd35906972_o-640x426.jpg 640w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/1130655563_bd35906972_o-1028x685.jpg 1028w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/1130655563_bd35906972_o.jpg 2048w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The city of Berkeley is looking at expanding its permit parking program to ease the crush in residential neighborhoods. (Chris Makarsky/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>By \u003ca href=\"http://www.berkeleyside.com/author/emilie/\" target=\"_blank\">Emilie Raguso \u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://www.berkeleyside.com/\" target=\"_blank\">Berkeleyside \u003c/a>\u003c/p>\n\u003cp style=\"color: #444444\">The Berkeley City Council voted unanimously Tuesday night to study whether permit parking might be needed in more residential neighborhoods throughout the city, and whether the cost to buy those permits should increase.\u003c/p>\n\u003cp style=\"color: #444444\">Parking in West Berkeley, particularly around Fourth Street and the city Corporation Yard on Allston Way, has been an area of concern for officials, as are blocks near Sacramento Street where many city staff reportedly park.\u003c/p>\n\u003cp style=\"color: #444444\">The city hopes to learn — via a new environmental study — where it might make the most sense to expand the permit parking program. Berkeley currently has \u003ca href=\"http://www.berkeleyside.com/wp-content/uploads/2014/09/RPP_R1.pdf\" target=\"_blank\">14 permit (RPP) zones\u003c/a> in central Berkeley, most of which are near commercial areas. \u003ca href=\"http://www.berkeleyside.com/wp-content/uploads/2014/09/2014-09-09-Item-50-Expansion-of-Residential1.pdf\" target=\"_blank\">Via the staff report\u003c/a> “The existing RPP zones are bounded roughly on the north by Rose, Hopkins and Eunice Streets; on the east by UC Berkeley; on the south by Woolsey and part of 62nd Street; and on the west by Sacramento and Chestnut Streets.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp style=\"color: #444444\">Residents would have to opt in to the program by garnering the support of at least 51% of homes per block face. In addition, a parking survey would need to show that at least 75% of available street parking is occupied at mid-morning and mid-afternoon.\u003c/p>\n\u003cp style=\"color: #444444\">Last year, the city launched a \u003ca href=\"http://www.berkeleyside.com/tag/goberkeley/\" target=\"_blank\">pilot program called goBerkeley\u003c/a> to change its approach to metered parking in several commercial areas to improve the visitor experience and cut down on emissions caused by drivers circling for a spot. With the permit parking program, the city now plans to take a closer look at neighborhood parking in residential areas, which was not part of goBerkeley.\u003c/p>\n\u003cp style=\"color: #444444\">Tuesday night, two speakers addressed council \u003ca href=\"http://www.berkeleyside.com/wp-content/uploads/2014/09/2014-09-09-Item-50-Expansion-of-Residential1.pdf\" target=\"_blank\">about the proposal\u003c/a>, which was submitted by Public Works director Andrew Clough and prompted by “periodic interest” in permit parking expansion expressed by council members.\u003c/p>\n\u003cp style=\"color: #444444\">One local resident told council she wasn’t sure she wanted to have to pay more to park in her own neighborhood, or to host visitors who need to park on the street.\u003c/p>\n\u003cp style=\"color: #444444\">\u003ca href=\"http://www.berkeleyside.com/tag/john-caner/\" target=\"_blank\">John Caner\u003c/a>, who runs the Downtown Berkeley Association, told council the city might want to consider protecting the ability of city staff to park in residential areas around Sacramento Street. He noted that downtown garages are already full, and that many city staff cannot afford to park in them.\u003c/p>\n\u003cp style=\"color: #444444\">On the other hand, \u003ca href=\"http://www.berkeleyside.com/tag/jesse-arreguin/\" target=\"_blank\">Councilman Jesse Arreguín\u003c/a> said he’s heard from many residents around California Street and Spaulding Avenue who are frustrated by the number of city staff who park in the neighborhood. He said there needs to be a balance in residential areas between “providing parking for people who work downtown” and “neighborhood character.”\u003c/p>\n\u003cp style=\"color: #444444\">As the program currently works, on roughly 1,600 “street segments,” parking for longer than two hours — in most areas — is reserved for permit holders from 9 a.m. to 7 p.m. weekdays. Some blocks also require permits on Saturdays.\u003c/p>\n\u003cp style=\"color: #444444\">The city hopes expanding the program might push more people who drive to use public transportation, which could decrease congestion and emissions. On the flip side, it may also lead to increased “rotation” as drivers who don’t opt for public transportation would need to move their vehicles more often to comply with the two-hour time limit.\u003c/p>\n\u003cp style=\"color: #444444\">The city estimates that 300 more blocks might be included in the program once the new environmental study is done. Expanding the program to those blocks would lead to additional costs, however, and the program already loses money, according to \u003ca href=\"http://www.berkeleyside.com/wp-content/uploads/2014/09/2014-09-09-Item-50-Expansion-of-Residential1.pdf\" target=\"_blank\">the staff report\u003c/a>. (An exact amount was not specified.)\u003c/p>\n\u003cp style=\"color: #444444\">Staff estimate that the expansion could cost more than $1 million to implement: nearly $800,000 to hire 7.6 parking enforcement officers; nearly $80,000 for 7.6 vehicles for them to drive; an estimated $150,000 for signage, at $500 per block; and $70,000 in program management costs for staffing.\u003c/p>\n\u003cp style=\"color: #444444\">Additional costs related to permit renewals, printing and postage, citation processing and the adjudication of contested citations have not been determined.\u003c/p>\n\u003cp style=\"color: #444444\">Council said, as part of the process, the city should investigate the possibility of raising the annual permit fee so it covers more program costs. Currently, an annual permit costs $45. Officials said it might be wise to look at an escalating fee for households with numerous vehicles.\u003c/p>\n\u003cp style=\"color: #444444\">City of Berkeley Transportation Division manager\u003ca href=\"http://www.berkeleyside.com/tag/farid-javandel/\" target=\"_blank\"> Farid Javandel\u003c/a> said Tuesday that he didn’t have an estimate for how much the environmental study will cost to complete, but noted that the expenses listed above, particularly for enforcement, would likely be of more significance.\u003c/p>\n\u003cp style=\"color: #444444\">Javandel said he hopes to return to council in February with a proposed timeline and estimated cost for the environmental study.\u003c/p>\n\u003cp style=\"color: #444444\">\u003ca href=\"http://www.berkeleyside.com/tag/susan-wengraf/\" target=\"_blank\">Councilwoman Susan Wengraf\u003c/a> said Tuesday night that the city is going to need to think more broadly about parking going forward. She said there is an “inherent conflict we have about parking,” and that the city needs to build more parking structures downtown to help ease the tension.\u003c/p>\n\u003cp style=\"color: #444444\">Wengraf said many people do use BART to get to the city, but that the transit system doesn’t serve all of the surrounding communities. She also noted that the city doesn’t have the staff “to do simple things,” and wondered how an increased workload would be handled.\u003c/p>\n\u003cp style=\"color: #444444\">“We’re moving in one direction but we’re not doing anything to alleviate the whole problem,” she said. “I think we really do have a citywide problem with parking. And we’re not really addressing it in a comprehensive way.”\u003c/p>\n\u003cp style=\"color: #444444\">\u003ca href=\"http://www.berkeleyside.com/tag/max-anderson/\" target=\"_blank\">Councilman Max Anderson\u003c/a> said the situation is only going to get worse as the city increases in density. He said Berkeley’s population rose from 99,000 in 2000 to 114,000 now.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp style=\"color: #444444\">“That increase in population alone adds to the problem and, as we build more structures that attract people and are destinations, we’re going to have even more people coming,” he said. “In a sense, there’s a problem that accompanies success, and we have to be able to address the increased demand.\u003cbr>\nI don’t think we’ve done that so far.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Consultant: Big Changes Needed to Avoid Repeat of Contract War",
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"content": "\u003cfigure id=\"attachment_133074\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/BARTTrain.jpg\">\u003cimg class=\"size-full wp-image-133074\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/BARTTrain.jpg\" alt=\"A BART train sits idle at the Millbrae station during the BART strike last July. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART train sits idle at the Millbrae Station during the BART strike last July. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>BART's board and management needs to start now to revamp its approach to contract negotiations to avoid a repeat of last year's labor dispute and strikes. That's the major conclusion of an outside consultant's 224-page report reviewing last year's strife and looking forward to the next round of negotiations, scheduled in 2017.\u003c/p>\n\u003cp>\u003ca href=\"#bartlaborreport\">The report (embedded below)\u003c/a>, by Seattle-based \u003ca href=\"http://www.agreementdynamics.com/\" target=\"_blank\">Agreement Dynamics\u003c/a>, makes 63 recommendations that could help avoid a meltdown in contract negotiations.\u003c/p>\n\u003cp>The steps include:\u003c/p>\n\u003cul>\n\u003cli>Beginning negotiations earlier\u003c/li>\n\u003cli>Bringing in \"neutral facilitators\" before formal talks begin to build trust between labor and management\u003c/li>\n\u003cli>Excluding managers with \"historically combative relationships and/or adversarial styles\" from involvement in labor relations and including managers who are respected by and have credibility with the workforce\u003c/li>\n\u003cli>Agreeing with unions on a fallback arbitration process in the case of impasse\u003c/li>\n\u003cli>Agreeing with unions on a joint media strategy in order to avoid airing disputes publicly.\u003c/li>\n\u003c/ul>\n\u003cp>There's plenty of fascinating reading in the report, based on more than 200 hours of interviews with 60 people, including members of the BART board, agency managers, the agency's labor consultants and union officers and negotiators, among others. Here's part of the document's summary of the 2013 contract battle, which ended only after two nonunion workers were hit by a train and killed during the system's second strike last October:\u003c/p>\n\u003cblockquote>\u003cp>At BART, a multitude of minor and significant mistakes, miscommunications, inaccurate assumptions, pervasive sense of mistrust, combative history, antagonistic tactics and feelings of victimization and futility all converged to poison the 2013 bargaining process. Interviews conducted over the last two and one-half months lead us to conclude that all parties have baggage and are deeply affected by what happened last year. Numerous interviewees used words such as “shell shocked,” “devoid of trust,” “angry” and “polarized” to describe their current state of mind.\u003c/p>\u003c/blockquote>\n\u003cp>The report's authors also included a litany of the \"combat-type references\" that the two sides used to describe the conflict:\u003c/p>\n\u003cul>\n\u003cli>“We just walked out of a war.”\u003c/li>\n\u003cli>“It was like Vietnam.”\u003c/li>\n\u003cli>“We are outgunned.” (Over 20 separate references)\u003c/li>\n\u003cli>“They bring an army.”\u003c/li>\n\u003cli>“A strike is war. That’s what they caused.”\u003c/li>\n\u003cli>“Labor massacre.”\u003c/li>\n\u003cli>“They declared war.”\u003c/li>\n\u003cli>“The bloodiest strike ever.”\u003c/li>\n\u003cli>“They threw bombs.”\u003c/li>\n\u003c/ul>\n\u003cp>So, how ready are the two sides to embrace a new direction? The San Francisco Chronicle's Michael Cabanatuan conveys remarks from both management and labor:\u003c/p>\n\u003cblockquote>\u003cp>BART General Manager Grace Crunican said the agency is analyzing the recommendations and has already taken steps to improve relations with its unions.\u003c/p>\n\u003cp>\"Last year's labor negotiation process was well below the standard the public and our riders expect and deserve,\" she said. \"This report makes it clear that mistakes were made on all sides during the 2013 labor negotiations process. BART management certainly made our share.\"\u003c/p>\n\u003cp>Pete Castelli, executive director of Service Employees International Union Local 1021, which represents clerical, maintenance and administrative workers, said he supported many of the recommendations. But, he said, BART doesn't have to wait for the next round of contract talks to improve labor relations.\u003c/p>\n\u003cp>\"Anything that gets us having these kinds of conversations and gets management thinking about what happened is a good thing,\" he said. \"Taking a different approach that would mean good faith bargaining, we'd welcome that. But they can do that now. They could do that yesterday.\"\u003c/p>\u003c/blockquote>\n\u003cp>\u003ca id=\"bartlaborreport\">\u003c/a>\u003ciframe id=\"doc_79645\" class=\"scribd_iframe_embed\" src=\"//www.scribd.com/embeds/239305872/content?start_page=1&view_mode=scroll&show_recommendations=true\" width=\"100%\" height=\"600\" frameborder=\"0\" scrolling=\"no\">\u003c/iframe>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_133074\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/BARTTrain.jpg\">\u003cimg class=\"size-full wp-image-133074\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/BARTTrain.jpg\" alt=\"A BART train sits idle at the Millbrae station during the BART strike last July. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART train sits idle at the Millbrae Station during the BART strike last July. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>BART's board and management needs to start now to revamp its approach to contract negotiations to avoid a repeat of last year's labor dispute and strikes. That's the major conclusion of an outside consultant's 224-page report reviewing last year's strife and looking forward to the next round of negotiations, scheduled in 2017.\u003c/p>\n\u003cp>\u003ca href=\"#bartlaborreport\">The report (embedded below)\u003c/a>, by Seattle-based \u003ca href=\"http://www.agreementdynamics.com/\" target=\"_blank\">Agreement Dynamics\u003c/a>, makes 63 recommendations that could help avoid a meltdown in contract negotiations.\u003c/p>\n\u003cp>The steps include:\u003c/p>\n\u003cul>\n\u003cli>Beginning negotiations earlier\u003c/li>\n\u003cli>Bringing in \"neutral facilitators\" before formal talks begin to build trust between labor and management\u003c/li>\n\u003cli>Excluding managers with \"historically combative relationships and/or adversarial styles\" from involvement in labor relations and including managers who are respected by and have credibility with the workforce\u003c/li>\n\u003cli>Agreeing with unions on a fallback arbitration process in the case of impasse\u003c/li>\n\u003cli>Agreeing with unions on a joint media strategy in order to avoid airing disputes publicly.\u003c/li>\n\u003c/ul>\n\u003cp>There's plenty of fascinating reading in the report, based on more than 200 hours of interviews with 60 people, including members of the BART board, agency managers, the agency's labor consultants and union officers and negotiators, among others. Here's part of the document's summary of the 2013 contract battle, which ended only after two nonunion workers were hit by a train and killed during the system's second strike last October:\u003c/p>\n\u003cblockquote>\u003cp>At BART, a multitude of minor and significant mistakes, miscommunications, inaccurate assumptions, pervasive sense of mistrust, combative history, antagonistic tactics and feelings of victimization and futility all converged to poison the 2013 bargaining process. Interviews conducted over the last two and one-half months lead us to conclude that all parties have baggage and are deeply affected by what happened last year. Numerous interviewees used words such as “shell shocked,” “devoid of trust,” “angry” and “polarized” to describe their current state of mind.\u003c/p>\u003c/blockquote>\n\u003cp>The report's authors also included a litany of the \"combat-type references\" that the two sides used to describe the conflict:\u003c/p>\n\u003cul>\n\u003cli>“We just walked out of a war.”\u003c/li>\n\u003cli>“It was like Vietnam.”\u003c/li>\n\u003cli>“We are outgunned.” (Over 20 separate references)\u003c/li>\n\u003cli>“They bring an army.”\u003c/li>\n\u003cli>“A strike is war. That’s what they caused.”\u003c/li>\n\u003cli>“Labor massacre.”\u003c/li>\n\u003cli>“They declared war.”\u003c/li>\n\u003cli>“The bloodiest strike ever.”\u003c/li>\n\u003cli>“They threw bombs.”\u003c/li>\n\u003c/ul>\n\u003cp>So, how ready are the two sides to embrace a new direction? The San Francisco Chronicle's Michael Cabanatuan conveys remarks from both management and labor:\u003c/p>\n\u003cblockquote>\u003cp>BART General Manager Grace Crunican said the agency is analyzing the recommendations and has already taken steps to improve relations with its unions.\u003c/p>\n\u003cp>\"Last year's labor negotiation process was well below the standard the public and our riders expect and deserve,\" she said. \"This report makes it clear that mistakes were made on all sides during the 2013 labor negotiations process. BART management certainly made our share.\"\u003c/p>\n\u003cp>Pete Castelli, executive director of Service Employees International Union Local 1021, which represents clerical, maintenance and administrative workers, said he supported many of the recommendations. But, he said, BART doesn't have to wait for the next round of contract talks to improve labor relations.\u003c/p>\n\u003cp>\"Anything that gets us having these kinds of conversations and gets management thinking about what happened is a good thing,\" he said. \"Taking a different approach that would mean good faith bargaining, we'd welcome that. But they can do that now. They could do that yesterday.\"\u003c/p>\u003c/blockquote>\n\u003cp>\u003ca id=\"bartlaborreport\">\u003c/a>\u003ciframe id=\"doc_79645\" class=\"scribd_iframe_embed\" src=\"//www.scribd.com/embeds/239305872/content?start_page=1&view_mode=scroll&show_recommendations=true\" width=\"100%\" height=\"600\" frameborder=\"0\" scrolling=\"no\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>[youtube http://www.youtube.com/watch?v=bMrmnKl7M4w?rel=0&w=640&h=480]\u003c/p>\n\u003cp>This happened Friday, so you can't really say we're right on top of it. But: A couple of deer made headlines during the it's-the-end-of-the-week-just-please-let-me-get-home commute by gamboling onto the Golden Gate Bridge, then trotting with palpable insouciance up the northbound lanes. The upshot was that they brought a great civilization, or at least the part represented by North Bay-bound drivers, to a standstill.\u003c/p>\n\u003cp>Here's how CBS San Francisco \u003ca href=\"http://sanfrancisco.cbslocal.com/2014/09/05/2-deer-stop-traffic-on-golden-gate-bridge-during-friday-eve-commute/\" target=\"_blank\">describes the scene\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>...CHP officers were caught in the resulting traffic backup and by the time they reached the scene, the deer were gone, Barclay said. However, several videos and photos taken by people on the bridge have surfaced.\u003c/p>\n\u003cp>Drivers appeared to have slowed behind the animals, leaving the lanes clear in front of them.\u003cbr>\n“They pretty much created their own traffic break,” Barclay said, noting that northbound traffic tends to be backed up and slower around 5:30 p.m. anyway.\u003c/p>\n\u003cp>“That could be what saved the deer from getting hurt,” he added. “If it was lighter traffic the cars would have been moving faster.”\u003c/p>\u003c/blockquote>\n\u003cp>What a couple of awesome ruminants. We're hoping they enjoyed telling the story to their deer friends.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/bMrmnKl7M4w?rel=0'\n title='//www.youtube.com/embed/bMrmnKl7M4w?rel=0'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003c/p>\n\u003cp>This happened Friday, so you can't really say we're right on top of it. But: A couple of deer made headlines during the it's-the-end-of-the-week-just-please-let-me-get-home commute by gamboling onto the Golden Gate Bridge, then trotting with palpable insouciance up the northbound lanes. The upshot was that they brought a great civilization, or at least the part represented by North Bay-bound drivers, to a standstill.\u003c/p>\n\u003cp>Here's how CBS San Francisco \u003ca href=\"http://sanfrancisco.cbslocal.com/2014/09/05/2-deer-stop-traffic-on-golden-gate-bridge-during-friday-eve-commute/\" target=\"_blank\">describes the scene\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>...CHP officers were caught in the resulting traffic backup and by the time they reached the scene, the deer were gone, Barclay said. However, several videos and photos taken by people on the bridge have surfaced.\u003c/p>\n\u003cp>Drivers appeared to have slowed behind the animals, leaving the lanes clear in front of them.\u003cbr>\n“They pretty much created their own traffic break,” Barclay said, noting that northbound traffic tends to be backed up and slower around 5:30 p.m. anyway.\u003c/p>\n\u003cp>“That could be what saved the deer from getting hurt,” he added. “If it was lighter traffic the cars would have been moving faster.”\u003c/p>\u003c/blockquote>\n\u003cp>What a couple of awesome ruminants. We're hoping they enjoyed telling the story to their deer friends.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "California Bill Would Enable Uber, Lyft Drivers to Finally Get Insurance",
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"content": "\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140AB2293\" target=\"_blank\">AB2293\u003c/a>, the ride-service insurance bill that passed the California Legislature last week, could pave the way for drivers for companies like Lyft and Uber to finally get coverage for both personal and commercial use of their vehicles.\u003c/p>\n\u003cp>The measure is supported by the insurance industry as well as Uber and Lyft, which fought tooth and nail to squash it until Assemblywoman Susan Bonilla (D-Concord) lowered the amount of coverage required. The legislation calls for the development, by July 1, 2015, of new hybrid policies that would cover drivers for both personal use of their vehicle and TNC (transportation network company) work, and directs the state Department of Insurance to expedite approval of such products.\u003c/p>\n\u003cp>Gov. Jerry Brown, who was involved in the final negotiations over the bill, is expected to sign it into law.\u003c/p>\n\u003cp>\u003cstrong>Keeping Status a Secret\u003c/strong>\u003c/p>\n\u003cp>Ever since we've been covering the ride-service story, we've heard from UberX and Lyft drivers that they don't want to be identified by name because they are \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/can-lyft-uberx-drivers-lose-their-insurance\" target=\"_blank\">afraid their personal auto insurer would cancel their polic\u003c/a>ies.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Those policies were written with the understanding that the vehicles would be used for everyday use, not operating as a de facto cab.\u003c/p>\n\u003cp>Some in the taxi industry even claimed a wave of insurance cancellations for TNC drivers was on the way. The San Francisco Cab Drivers Association claimed to have compiled a database of thousands of TNC vehicle license plate numbers that it was making available to insurers.\u003c/p>\n\u003cp>Though mass cancellations never occurred, at least \u003ca href=\"http://ww2.kqed.org/news/2014/01/20/ride-sharing-insurance-lyft-uberx-sidecar/\" target=\"_blank\">two cancellations were reported\u003c/a>, and many drivers consider it a fact of life that they have to keep their status as commercial drivers hidden. No one was ever able to find an insurance company who would cover TNC work, with either a personal or a commercial policy. For instance, when we talked to two San Francisco cab drivers who wanted to buy their own cars so they could drive for UberX, \u003ca href=\"http://ww2.kqed.org/news/2014/01/20/ride-sharing-insurance-lyft-uberx-sidecar/\" target=\"_blank\">they hit a brick wall\u003c/a>.\u003c/p>\n\u003cp>[contextly_sidebar id=\"XHynJJiNGUH70r6uZkbADMMWgKttQBhi\"]\u003c/p>\n\u003cp>“I couldn’t find anybody who would insure an UberX vehicle,” said longtime cab driver John Han. “When I talked to my personal insurance company ... I said I had just been approved for a car loan but wanted to work for UberX. They said they can’t insure that. You can’t really insure a car as both a personal vehicle and commercial at the same time. The only way I can do UberX would be to lie to my insurance company.\"\u003c/p>\n\u003cp>“Many insurers don’t know their customers are involved in these kinds of programs,” said Pete Moraga of the Insurance Information Network of California. “If these drivers aren’t telling their insurers, there’s no way for them to know.”\u003c/p>\n\u003cp>Drivers have fared no better trying to get commercial insurance. \"They had never heard of TNCs,” said Luxor cab driver Bill Clark of commercial insurers. Musing about his quest to leave the taxi business and drive for UberX, Clark said, “I could get a brand-new Prius, drive any time I wanted to and just make money. That’s like a dream; too good to be true. In fact, it was too good to be true. You can’t get insurance on them.”\u003c/p>\n\u003cp>\u003cstrong>Policy to be Designed For TNC Drivers\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Well that could very well change, according to Bonilla, sponsor of \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140AB2293\" target=\"_blank\">AB2293\u003c/a>.\u003c/p>\n\u003caside class=\"pullquote alignleft\">'This is going to be a brand-new policy for TNC drivers that will cover them for both personal and for their commercial activities.'\n\u003cp>--Assemblywoman Susan Bonilla\u003c/p>\n\u003c/aside>\n\u003cp>\"For an innovative business there will be an innovative insurance product,\" said Bonilla. \"It doesn't currently exist now. This is going to be a brand-new policy for TNC drivers that will cover them for both personal and for their commercial activities.\"\u003c/p>\n\u003cp>Armand Feliciano, vice president for the Association of California Insurance Companies, said he's confident insurers will create the new policies by the July 1, 2015, deadline.\u003c/p>\n\u003cp>\"I know of at least one company that’s been actively working with Lyft on a product,\" he said. \"This is something (companies) want to write, they are interested in writing. It’s a challenge here in California; we have Proposition 103 and the factors for personal auto are pretty limited: mileage driven and experience. If you extrapolate a little bit from that, how do you figure out a guy that may turn (the app) on for a good two hours a day? He goes in and out from personal to commercial. There are challenges trying to assess the risk, but there’s definitely an incentive for companies ... to provide the product.\"\u003c/p>\n\u003cp>While those who dislike hiding their TNC status from insurers may welcome coverage written specifically for their occupation, they may find it is going to add to the cost of doing business, a cost that was invisible to them because it was not factored into their personal policies. The coverage is almost certainly going to be more expensive than plain personal insurance.\u003c/p>\n\u003cp>\"That’s a valid assumption,\" Feliciano said. \"When you turn on that app, it’s our position that you do engage in a rather riskier behavior. You are going to places like a beerfest, or you may be driving a little faster because you want to catch that fare. So that risk is going to be a little higher, and therefore it’s going to be priced differently.\"\u003c/p>\n\u003cp>\u003cstrong>Closing an Insurance Gap\u003c/strong>\u003c/p>\n\u003cp>The bill also stipulates TNC drivers must be insured during the time they have their app open but have yet to accept a call (known as Period 1 in the biz). The coverage during this period must be at least $50,000 per individual, $100,000 total per incident for bodily injury, and $30,000 for property damage. An additional $200,000 in excess coverage is required.\u003c/p>\n\u003cp>Insurance coverage during Period 1 became a very big deal on Dec. 31, 2013, when UberX driver Syed Muzaffar ran into a family in a San Francisco crosswalk, killing 6-year-old Sofia Liu and seriously injuring her mother and brother just before 8 p.m. It soon emerged that Uber did not consider Muzzafar to be insured under its state-mandated $1 million liability policy.\u003c/p>\n\u003cp>Although Muzaffar had his app open and was awaiting a call, Uber said, he had yet to actually accept a fare and was thus not yet engaged in \"providing TNC services,\" the point at which the California Public Utilities Commission requires TNC insurance to kick in. Uber's narrow definition of when TNC services began relegated coverage of the fatal accident to Muzaffar's personal insurance, which provided only a fraction of the amount to cover costs that could hit seven figures. (Sofia Liu's family is suing Uber over the incident.)\u003c/p>\n\u003cp>In March, in the wake of negative press coverage over the issue, as well as \u003ca href=\"http://www.insurance.ca.gov/0250-insurers/0300-insurers/0200-bulletins/bulletin-notices-commiss-opinion/TransNetwkDrvrs.cfm\" target=\"_blank\">warnings from various state governments\u003c/a> -- including California's Department of Insurance about insurance gaps inherent in driving for TNCs -- Uber and Lyft \u003ca href=\"http://ww2.kqed.org/news/2014/03/14/uber-lyft-insurance/\" target=\"_blank\">expanded their insurance\u003c/a>, including coverage for Period 1. That coverage, however, was significantly lower than it was for the post-Period 1 time, when drivers are on a call.\u003c/p>\n\u003cp>And as the CPUC floated a proposal to require TNCs to extend their $1 million insurance to Period 1, Uber and Lyft argued against it, claiming that interval is fraught with ambiguity: What if a driver isn't really working and just turns the app on in order to qualify for the insurance? What if a driver who uses apps from different TNCs gets into an accident? Which company would have to cover that?\u003c/p>\n\u003cp>In the face of of Uber and Lyft's resistance, both AB2293 and the CPUC's proposal came down significantly in terms of the final amount of coverage for Period 1.\u003c/p>\n\u003cp>Drivers also take note: AB2293 says either TNCs or drivers can pay for Period 1 coverage -- it doesn't have to come from the companies.\u003c/p>\n\u003cp>\"That could become a point of competitiveness in terms of attracting drivers, the decision of who will pay what,\" said Bonilla.\u003c/p>\n\u003cp>I asked Uber who would pay for the new insurance, the driver or the company? Spokeswoman Eva Behrend did not answer the question directly, but said, \"The legislation does not take effect until July 2015 and intentionally leaves the option open for either the driver or the TNC to carry the insurance. This gives the insurance industry time to develop a hybrid product.\"\u003c/p>\n\u003cp>\u003cstrong>Clarity: Personal Insurance Does Not Cover TNC Accidents\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_105050\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003cimg class=\"size-full wp-image-105050\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/07/UberCar.jpg\" alt=\"Uber car\" width=\"300\" height=\"175\">\u003cfigcaption class=\"wp-caption-text\">An Uber car drives in San Francisco. (Adam Fagen/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>AB2293 also clears up once and for all that personal insurance will not cover TNC accidents. As noted, Uber and Lyft do currently provide insurance that covers Period 1. But that coverage is contingent on \"a driver’s personal insurance policy (being) found not to cover an accident during this period.\"\u003c/p>\n\u003cp>The California Department of Insurance, insurance companies and TNC opponents such as the taxi industry scoffed at this qualification, taking the position that the TNCs' reliance on personal insurance to cover a commercial activity was based on a fiction, contingent on the erroneous view that drivers’ personal insurers would pay claims for individuals who drive commercially for TNCs.\u003c/p>\n\u003cp>Insurers say this shifts the cost of covering commercial activity by TNCs onto the personal insurance market.\u003c/p>\n\u003cp>AB2293 makes it clear that a driver's personal insurance will have no responsibility for covering TNC accidents, unless that insurance has been \"specifically written to cover the driver's use of a vehicle in connection with a transportation network company's online-enabled application or platform.\"\u003c/p>\n\u003cp>\u003cstrong>CPUC Could Require More Coverage (But it Doesn't Look Likely)\u003c/strong>\u003c/p>\n\u003cp>The latest proposal on TNC insurance by the California Public Utilities Commission calls for slightly greater amounts of Period 1 coverage than does AB2293. The plan calls for at least $100,000 per individual and $300,000 total per incident for bodily injury and $50,000 for property damage, in an excess insurance policy, instead of AB2293's 50,000/100,000/30,000 coverage. The commission next meets on Sept. 11 and could vote on the proposal then.\u003c/p>\n\u003cp>Bonilla said there is nothing in her bill that would preclude the CPUC from requiring greater amounts and even additional types of coverage than are specified in AB2293; the amounts written into the bill are minimums. The CPUC, however, appears to be moving in the opposite direction. While a provision of AB2293 requires at least $1 million in uninsured/underinsured motorist coverage for TNCs, the latest CPUC proposal does not. (AB 2293's stipulations would supercede the CPUC on this.)\u003c/p>\n\u003cp>Previous versions of the proposal from the CPUC required collision, comprehensive, and medical payments coverage from TNCs. Those requirements have been dropped, with the commission writing that, \"We are concerned ... that imposing these additional coverage requirements may make it difficult for TNCs to satisfy these requirements through the existing insurance market, thus inhibiting the creative environment that has allowed the TNC industry to flourish in California for the benefit of California residents who wish to avail themselves of TNC services.\"\u003c/p>\n\u003cp>Since AB2293 does not require collision, comprehensive or medical payments, these appear to be off the table for now.\u003c/p>\n\u003cp>Both Uber and Lyft, however, do offer some of these coverages. Uber and Lyft currently offer comprehensive and collision coverage, but only if drivers have purchased similar coverage on their personal policies. (And they do not offer this coverage for Period 1.)\u003c/p>\n\u003cp>Uber said it has no plans to drop this coverage. Lyft did not respond to a request for comment.\u003c/p>\n\u003cp>\u003cstrong>Not Everyone Happy\u003c/strong>\u003c/p>\n\u003cp>While the insurance industry, Uber and Lyft, and Bonilla all hailed the legislation's passage, which was the subject of some \u003ca href=\"http://www.sfgate.com/bayarea/matier-ross/article/Uber-takes-turn-toward-old-school-politics-5725738.php\">hardball political tactics by Uber\u003c/a>, not everyone is on board. Bonilla's original proposal called for $750,000 in liability coverage for Period 1, considerably more than what finally got passed. Sen. Bill Monning (D-Carmel), chairman of the Senate Insurance Committee, was quoted as saying the bill, sold as a compromise, \"compromises the public health and safety.\"\u003c/p>\n\u003cp>Bonilla said she wished she could have gotten more through. \"I would have rather had a higher number,\" she told me. \"My author’s amendments on Monday put the number at $500,000, and I believe I could have moved the bill. The problem is we didn’t have agreement from the administration, and it took negotiation to make the governor feel comfortable. As you know, it’s not enough to get a bill to the governor's desk; it’s his signature.\"\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>As for the taxi industry, its preferred bill, AB612, which would have basically treated TNC vehicles like cabs in terms of insurance and safety requirements, died a quiet death in committee.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140AB2293\" target=\"_blank\">AB2293\u003c/a>, the ride-service insurance bill that passed the California Legislature last week, could pave the way for drivers for companies like Lyft and Uber to finally get coverage for both personal and commercial use of their vehicles.\u003c/p>\n\u003cp>The measure is supported by the insurance industry as well as Uber and Lyft, which fought tooth and nail to squash it until Assemblywoman Susan Bonilla (D-Concord) lowered the amount of coverage required. The legislation calls for the development, by July 1, 2015, of new hybrid policies that would cover drivers for both personal use of their vehicle and TNC (transportation network company) work, and directs the state Department of Insurance to expedite approval of such products.\u003c/p>\n\u003cp>Gov. Jerry Brown, who was involved in the final negotiations over the bill, is expected to sign it into law.\u003c/p>\n\u003cp>\u003cstrong>Keeping Status a Secret\u003c/strong>\u003c/p>\n\u003cp>Ever since we've been covering the ride-service story, we've heard from UberX and Lyft drivers that they don't want to be identified by name because they are \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/can-lyft-uberx-drivers-lose-their-insurance\" target=\"_blank\">afraid their personal auto insurer would cancel their polic\u003c/a>ies.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Those policies were written with the understanding that the vehicles would be used for everyday use, not operating as a de facto cab.\u003c/p>\n\u003cp>Some in the taxi industry even claimed a wave of insurance cancellations for TNC drivers was on the way. The San Francisco Cab Drivers Association claimed to have compiled a database of thousands of TNC vehicle license plate numbers that it was making available to insurers.\u003c/p>\n\u003cp>Though mass cancellations never occurred, at least \u003ca href=\"http://ww2.kqed.org/news/2014/01/20/ride-sharing-insurance-lyft-uberx-sidecar/\" target=\"_blank\">two cancellations were reported\u003c/a>, and many drivers consider it a fact of life that they have to keep their status as commercial drivers hidden. No one was ever able to find an insurance company who would cover TNC work, with either a personal or a commercial policy. For instance, when we talked to two San Francisco cab drivers who wanted to buy their own cars so they could drive for UberX, \u003ca href=\"http://ww2.kqed.org/news/2014/01/20/ride-sharing-insurance-lyft-uberx-sidecar/\" target=\"_blank\">they hit a brick wall\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“I couldn’t find anybody who would insure an UberX vehicle,” said longtime cab driver John Han. “When I talked to my personal insurance company ... I said I had just been approved for a car loan but wanted to work for UberX. They said they can’t insure that. You can’t really insure a car as both a personal vehicle and commercial at the same time. The only way I can do UberX would be to lie to my insurance company.\"\u003c/p>\n\u003cp>“Many insurers don’t know their customers are involved in these kinds of programs,” said Pete Moraga of the Insurance Information Network of California. “If these drivers aren’t telling their insurers, there’s no way for them to know.”\u003c/p>\n\u003cp>Drivers have fared no better trying to get commercial insurance. \"They had never heard of TNCs,” said Luxor cab driver Bill Clark of commercial insurers. Musing about his quest to leave the taxi business and drive for UberX, Clark said, “I could get a brand-new Prius, drive any time I wanted to and just make money. That’s like a dream; too good to be true. In fact, it was too good to be true. You can’t get insurance on them.”\u003c/p>\n\u003cp>\u003cstrong>Policy to be Designed For TNC Drivers\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Well that could very well change, according to Bonilla, sponsor of \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140AB2293\" target=\"_blank\">AB2293\u003c/a>.\u003c/p>\n\u003caside class=\"pullquote alignleft\">'This is going to be a brand-new policy for TNC drivers that will cover them for both personal and for their commercial activities.'\n\u003cp>--Assemblywoman Susan Bonilla\u003c/p>\n\u003c/aside>\n\u003cp>\"For an innovative business there will be an innovative insurance product,\" said Bonilla. \"It doesn't currently exist now. This is going to be a brand-new policy for TNC drivers that will cover them for both personal and for their commercial activities.\"\u003c/p>\n\u003cp>Armand Feliciano, vice president for the Association of California Insurance Companies, said he's confident insurers will create the new policies by the July 1, 2015, deadline.\u003c/p>\n\u003cp>\"I know of at least one company that’s been actively working with Lyft on a product,\" he said. \"This is something (companies) want to write, they are interested in writing. It’s a challenge here in California; we have Proposition 103 and the factors for personal auto are pretty limited: mileage driven and experience. If you extrapolate a little bit from that, how do you figure out a guy that may turn (the app) on for a good two hours a day? He goes in and out from personal to commercial. There are challenges trying to assess the risk, but there’s definitely an incentive for companies ... to provide the product.\"\u003c/p>\n\u003cp>While those who dislike hiding their TNC status from insurers may welcome coverage written specifically for their occupation, they may find it is going to add to the cost of doing business, a cost that was invisible to them because it was not factored into their personal policies. The coverage is almost certainly going to be more expensive than plain personal insurance.\u003c/p>\n\u003cp>\"That’s a valid assumption,\" Feliciano said. \"When you turn on that app, it’s our position that you do engage in a rather riskier behavior. You are going to places like a beerfest, or you may be driving a little faster because you want to catch that fare. So that risk is going to be a little higher, and therefore it’s going to be priced differently.\"\u003c/p>\n\u003cp>\u003cstrong>Closing an Insurance Gap\u003c/strong>\u003c/p>\n\u003cp>The bill also stipulates TNC drivers must be insured during the time they have their app open but have yet to accept a call (known as Period 1 in the biz). The coverage during this period must be at least $50,000 per individual, $100,000 total per incident for bodily injury, and $30,000 for property damage. An additional $200,000 in excess coverage is required.\u003c/p>\n\u003cp>Insurance coverage during Period 1 became a very big deal on Dec. 31, 2013, when UberX driver Syed Muzaffar ran into a family in a San Francisco crosswalk, killing 6-year-old Sofia Liu and seriously injuring her mother and brother just before 8 p.m. It soon emerged that Uber did not consider Muzzafar to be insured under its state-mandated $1 million liability policy.\u003c/p>\n\u003cp>Although Muzaffar had his app open and was awaiting a call, Uber said, he had yet to actually accept a fare and was thus not yet engaged in \"providing TNC services,\" the point at which the California Public Utilities Commission requires TNC insurance to kick in. Uber's narrow definition of when TNC services began relegated coverage of the fatal accident to Muzaffar's personal insurance, which provided only a fraction of the amount to cover costs that could hit seven figures. (Sofia Liu's family is suing Uber over the incident.)\u003c/p>\n\u003cp>In March, in the wake of negative press coverage over the issue, as well as \u003ca href=\"http://www.insurance.ca.gov/0250-insurers/0300-insurers/0200-bulletins/bulletin-notices-commiss-opinion/TransNetwkDrvrs.cfm\" target=\"_blank\">warnings from various state governments\u003c/a> -- including California's Department of Insurance about insurance gaps inherent in driving for TNCs -- Uber and Lyft \u003ca href=\"http://ww2.kqed.org/news/2014/03/14/uber-lyft-insurance/\" target=\"_blank\">expanded their insurance\u003c/a>, including coverage for Period 1. That coverage, however, was significantly lower than it was for the post-Period 1 time, when drivers are on a call.\u003c/p>\n\u003cp>And as the CPUC floated a proposal to require TNCs to extend their $1 million insurance to Period 1, Uber and Lyft argued against it, claiming that interval is fraught with ambiguity: What if a driver isn't really working and just turns the app on in order to qualify for the insurance? What if a driver who uses apps from different TNCs gets into an accident? Which company would have to cover that?\u003c/p>\n\u003cp>In the face of of Uber and Lyft's resistance, both AB2293 and the CPUC's proposal came down significantly in terms of the final amount of coverage for Period 1.\u003c/p>\n\u003cp>Drivers also take note: AB2293 says either TNCs or drivers can pay for Period 1 coverage -- it doesn't have to come from the companies.\u003c/p>\n\u003cp>\"That could become a point of competitiveness in terms of attracting drivers, the decision of who will pay what,\" said Bonilla.\u003c/p>\n\u003cp>I asked Uber who would pay for the new insurance, the driver or the company? Spokeswoman Eva Behrend did not answer the question directly, but said, \"The legislation does not take effect until July 2015 and intentionally leaves the option open for either the driver or the TNC to carry the insurance. This gives the insurance industry time to develop a hybrid product.\"\u003c/p>\n\u003cp>\u003cstrong>Clarity: Personal Insurance Does Not Cover TNC Accidents\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_105050\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003cimg class=\"size-full wp-image-105050\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/07/UberCar.jpg\" alt=\"Uber car\" width=\"300\" height=\"175\">\u003cfigcaption class=\"wp-caption-text\">An Uber car drives in San Francisco. (Adam Fagen/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>AB2293 also clears up once and for all that personal insurance will not cover TNC accidents. As noted, Uber and Lyft do currently provide insurance that covers Period 1. But that coverage is contingent on \"a driver’s personal insurance policy (being) found not to cover an accident during this period.\"\u003c/p>\n\u003cp>The California Department of Insurance, insurance companies and TNC opponents such as the taxi industry scoffed at this qualification, taking the position that the TNCs' reliance on personal insurance to cover a commercial activity was based on a fiction, contingent on the erroneous view that drivers’ personal insurers would pay claims for individuals who drive commercially for TNCs.\u003c/p>\n\u003cp>Insurers say this shifts the cost of covering commercial activity by TNCs onto the personal insurance market.\u003c/p>\n\u003cp>AB2293 makes it clear that a driver's personal insurance will have no responsibility for covering TNC accidents, unless that insurance has been \"specifically written to cover the driver's use of a vehicle in connection with a transportation network company's online-enabled application or platform.\"\u003c/p>\n\u003cp>\u003cstrong>CPUC Could Require More Coverage (But it Doesn't Look Likely)\u003c/strong>\u003c/p>\n\u003cp>The latest proposal on TNC insurance by the California Public Utilities Commission calls for slightly greater amounts of Period 1 coverage than does AB2293. The plan calls for at least $100,000 per individual and $300,000 total per incident for bodily injury and $50,000 for property damage, in an excess insurance policy, instead of AB2293's 50,000/100,000/30,000 coverage. The commission next meets on Sept. 11 and could vote on the proposal then.\u003c/p>\n\u003cp>Bonilla said there is nothing in her bill that would preclude the CPUC from requiring greater amounts and even additional types of coverage than are specified in AB2293; the amounts written into the bill are minimums. The CPUC, however, appears to be moving in the opposite direction. While a provision of AB2293 requires at least $1 million in uninsured/underinsured motorist coverage for TNCs, the latest CPUC proposal does not. (AB 2293's stipulations would supercede the CPUC on this.)\u003c/p>\n\u003cp>Previous versions of the proposal from the CPUC required collision, comprehensive, and medical payments coverage from TNCs. Those requirements have been dropped, with the commission writing that, \"We are concerned ... that imposing these additional coverage requirements may make it difficult for TNCs to satisfy these requirements through the existing insurance market, thus inhibiting the creative environment that has allowed the TNC industry to flourish in California for the benefit of California residents who wish to avail themselves of TNC services.\"\u003c/p>\n\u003cp>Since AB2293 does not require collision, comprehensive or medical payments, these appear to be off the table for now.\u003c/p>\n\u003cp>Both Uber and Lyft, however, do offer some of these coverages. Uber and Lyft currently offer comprehensive and collision coverage, but only if drivers have purchased similar coverage on their personal policies. (And they do not offer this coverage for Period 1.)\u003c/p>\n\u003cp>Uber said it has no plans to drop this coverage. Lyft did not respond to a request for comment.\u003c/p>\n\u003cp>\u003cstrong>Not Everyone Happy\u003c/strong>\u003c/p>\n\u003cp>While the insurance industry, Uber and Lyft, and Bonilla all hailed the legislation's passage, which was the subject of some \u003ca href=\"http://www.sfgate.com/bayarea/matier-ross/article/Uber-takes-turn-toward-old-school-politics-5725738.php\">hardball political tactics by Uber\u003c/a>, not everyone is on board. Bonilla's original proposal called for $750,000 in liability coverage for Period 1, considerably more than what finally got passed. Sen. Bill Monning (D-Carmel), chairman of the Senate Insurance Committee, was quoted as saying the bill, sold as a compromise, \"compromises the public health and safety.\"\u003c/p>\n\u003cp>Bonilla said she wished she could have gotten more through. \"I would have rather had a higher number,\" she told me. \"My author’s amendments on Monday put the number at $500,000, and I believe I could have moved the bill. The problem is we didn’t have agreement from the administration, and it took negotiation to make the governor feel comfortable. As you know, it’s not enough to get a bill to the governor's desk; it’s his signature.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>As for the taxi industry, its preferred bill, AB612, which would have basically treated TNC vehicles like cabs in terms of insurance and safety requirements, died a quiet death in committee.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco Bay Area Labor Day Parking and Transit Schedules",
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"content": "\u003cp>\u003cimg class=\"aligncenter size-full wp-image-126686\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/parkingmeter.jpg\" alt=\"parkingmeter\" width=\"640\" height=\"426\">\u003c/p>\n\u003cp>For those who've got some get-up-and-go this Labor Day, some helpful info ...\u003c/p>\n\u003cp>\u003cem>Parking enforcement:\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>\u003ca href=\"http://www.sfmta.com/cms/penf/holidayenf.htm\">San Francisco\u003c/a>\u003c/strong>\u003c/p>\n\u003cp>Not enforced: commuter towaway, residential permits, M-F street sweeping\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Enforced: 7-day street sweeping and parking meters\u003c/p>\n\u003cp>\u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_enforce.htm\" target=\"_blank\">\u003cstrong>Oakland\u003c/strong>\u003c/a>\u003c/p>\n\u003cp>Not enforced: \u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_enforce.htm\">street sweeping\u003c/a> and \u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_mc&r.htm\">parking meters\u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://www.sanjoseca.gov/index.aspx?NID=1877\" target=\"_blank\">\u003cstrong>San Jose\u003c/strong>\u003c/a>\u003c/p>\n\u003cp>Not enforced: parking meters\u003c/p>\n\u003cp>\u003cem>Transit\u003c/em>\u003c/p>\n\u003cp>Clink on the links for schedules.\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"http://www.bart.gov/schedules/bystation\" target=\"_blank\">\u003cstrong>BART\u003c/strong> \u003c/a>- Sunday service\u003c/li>\n\u003cli>\u003ca href=\"http://transit.511.org/schedules/index.aspx#m1=S&m2=bus&cid=SF\" target=\"_blank\">\u003cstrong>Muni\u003c/strong>\u003c/a> - Sunday service\u003c/li>\n\u003cli>\u003ca href=\"http://transit.511.org/schedules/holiday.aspx\" target=\"_blank\">\u003cstrong>511.org\u003c/strong>\u003c/a> has a master list with links to holiday schedules for various Bay Area transit systems.\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cimg class=\"aligncenter size-full wp-image-126686\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/parkingmeter.jpg\" alt=\"parkingmeter\" width=\"640\" height=\"426\">\u003c/p>\n\u003cp>For those who've got some get-up-and-go this Labor Day, some helpful info ...\u003c/p>\n\u003cp>\u003cem>Parking enforcement:\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>\u003ca href=\"http://www.sfmta.com/cms/penf/holidayenf.htm\">San Francisco\u003c/a>\u003c/strong>\u003c/p>\n\u003cp>Not enforced: commuter towaway, residential permits, M-F street sweeping\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Enforced: 7-day street sweeping and parking meters\u003c/p>\n\u003cp>\u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_enforce.htm\" target=\"_blank\">\u003cstrong>Oakland\u003c/strong>\u003c/a>\u003c/p>\n\u003cp>Not enforced: \u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_enforce.htm\">street sweeping\u003c/a> and \u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_mc&r.htm\">parking meters\u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://www.sanjoseca.gov/index.aspx?NID=1877\" target=\"_blank\">\u003cstrong>San Jose\u003c/strong>\u003c/a>\u003c/p>\n\u003cp>Not enforced: parking meters\u003c/p>\n\u003cp>\u003cem>Transit\u003c/em>\u003c/p>\n\u003cp>Clink on the links for schedules.\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"http://www.bart.gov/schedules/bystation\" target=\"_blank\">\u003cstrong>BART\u003c/strong> \u003c/a>- Sunday service\u003c/li>\n\u003cli>\u003ca href=\"http://transit.511.org/schedules/index.aspx#m1=S&m2=bus&cid=SF\" target=\"_blank\">\u003cstrong>Muni\u003c/strong>\u003c/a> - Sunday service\u003c/li>\n\u003cli>\u003ca href=\"http://transit.511.org/schedules/holiday.aspx\" target=\"_blank\">\u003cstrong>511.org\u003c/strong>\u003c/a> has a master list with links to holiday schedules for various Bay Area transit systems.\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "muni-fares-set-to-go-up-on-labor-day",
"title": "Muni Fares Go Up Today",
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"content": "\u003cp>\u003cstrong>Bay City News\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_137790\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2014/06/02/whats-next-for-muni-after-sickout/rs739_muni051311-640/\" rel=\"attachment wp-att-137790\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-137790\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/RS739_muni051311-640.jpg\" alt=\"Passengers board a San Francisco MUNI bus March 7, 2007 in San Francisco, California. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"400\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Passengers board a Muni bus in San Francisco. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>The cost to commute in San Francisco is about to go up this Labor Day.\u003c/p>\n\u003cp>Daily cash fares for riding San Francisco Municipal Railway will go from $2 to $2.25 effective Monday, SFMTA officials said.\u003c/p>\n\u003cp>Monthly passes will also go up — inclusive Muni and BART monthly passes will increase to $80 from $76 and Muni-only passes will increase to $68 from $66.\u003c/p>\n\u003cp>Even Lifeline passes for low-income Muni riders will increase by $1 to $34 per month.To be eligible for Lifeline passes, single applicants must make less than $22,980, two-person households must make less than $31,020, and $8,040 is added to the minimum income for each family member.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>However, fares for senior, disabled and youth Muni riders will remain unchanged. Riders between 5 and 18 years old in low- to middle-income families can also apply for the Free Muni for Youth program, which will remain in effect until at least June 30, 2016.\u003c/p>\n\u003cp>The fare increases are the first since 2009 and fares will continue to rise in the future, according to a formula based on the Bay Area Consumer Price Index.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Fares did not rise until now because the board waited until the formula called for a 25-cent increase, according to the SFMTA.\u003c/p>\n\n",
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"excerpt": "The basic fare for adults increases a quarter to $2.25 and most of the monthly passes go up as well.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Bay City News\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_137790\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2014/06/02/whats-next-for-muni-after-sickout/rs739_muni051311-640/\" rel=\"attachment wp-att-137790\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-137790\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/RS739_muni051311-640.jpg\" alt=\"Passengers board a San Francisco MUNI bus March 7, 2007 in San Francisco, California. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"400\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Passengers board a Muni bus in San Francisco. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>The cost to commute in San Francisco is about to go up this Labor Day.\u003c/p>\n\u003cp>Daily cash fares for riding San Francisco Municipal Railway will go from $2 to $2.25 effective Monday, SFMTA officials said.\u003c/p>\n\u003cp>Monthly passes will also go up — inclusive Muni and BART monthly passes will increase to $80 from $76 and Muni-only passes will increase to $68 from $66.\u003c/p>\n\u003cp>Even Lifeline passes for low-income Muni riders will increase by $1 to $34 per month.To be eligible for Lifeline passes, single applicants must make less than $22,980, two-person households must make less than $31,020, and $8,040 is added to the minimum income for each family member.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>However, fares for senior, disabled and youth Muni riders will remain unchanged. Riders between 5 and 18 years old in low- to middle-income families can also apply for the Free Muni for Youth program, which will remain in effect until at least June 30, 2016.\u003c/p>\n\u003cp>The fare increases are the first since 2009 and fares will continue to rise in the future, according to a formula based on the Bay Area Consumer Price Index.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Fares did not rise until now because the board waited until the formula called for a 25-cent increase, according to the SFMTA.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_146345\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11910_IMG_2299-lpr.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-146345\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11910_IMG_2299-lpr-640x426.jpg\" alt=\"A bike-share station on Market Street is next to the Powell Street BART Station. (Mark Andrew Boyer)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bike-share station on Market Street is next to the Powell Street BART Station. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>One year after the sturdy, light-blue bikes first hit the streets, \u003ca href=\"http://www.bayareabikeshare.com/\">Bay Area Bike Share\u003c/a> is being deemed a success. But the system’s long-anticipated expansion remains stalled because the \u003ca href=\"http://www.streetsblog.org/2014/01/21/bixi-bankruptcy-what-does-it-mean-for-american-bike-share/\">supplier filed for bankruptcy \u003c/a>and the company that operates it is restructuring.\u003c/p>\n\u003cp>Since \u003ca href=\"http://ww2.kqed.org/news/2013/07/16/bay-area-bike-share-set-to-roll-out-next-month/\">the system launched\u003c/a> on Aug. 29, 2013, with 700 bikes at 70 stations in \u003cspan style=\"color: #4d4d4d\">San Francisco, Redwood City, Palo Alto, Mountain View and San Jose\u003c/span>, more than 32,000 people have taken 300,000 trips, traveling a total of 630,000 miles, according to the Bay Area Air Quality Management District.\u003c/p>\n\u003cp>“I think it’s gone really well,” said Heath Maddox, a bike-share planner at the San Francisco Municipal Transportation Agency. “We would like it to be bigger, and so would everybody. But if that’s the chief complaint, I’m satisfied at this point.”\u003c/p>\n\u003cp>The benefit of starting smaller and later than anticipated was that software bugs, which plagued bike-share systems in New York and Chicago, could be worked out, said Maddox. Air district officials say the system now has 5,000 annual \u003ca href=\"http://www.bayareabikeshare.com/membership\">members\u003c/a> and 28,000 “casual” members.\u003c/p>\n\u003cp>A data challenge that drew 35 entries \u003ca href=\"http://sf.streetsblog.org/2014/08/11/feast-your-eyes-on-beautiful-trip-data-from-year-old-bay-area-bike-share/\">offers some creative visualizations\u003c/a> of trip patterns. The bulk of trips have taken place in San Francisco, with its 35 stations. Daily ridership broke a record Monday, topping more than 1,200 trips, said Maddox.\u003c/p>\n\u003cfigure id=\"attachment_146346\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11913_IMG_2450-lpr.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-146346\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11913_IMG_2450-lpr-640x426.jpg\" alt=\"Shelby Larochelle from Canada, Hajnalka Domjan from Hungary, and Maria Camajova from Slovakia rent bikes in San Francisco. (Mark Andrew Boyer/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">From left: Shelby Larochelle of Canada, Hajnalka Domjan of Hungary and Maria Camajova of Slovakia rent bikes in San Francisco. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Andrew Stitt of Alameda was spotted docking a bike at the Civic Center station Tuesday. He said he uses Bay Area Bike Share to complete the last leg of his commute from BART to his job as a software engineer in SoMa.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“I think it’s awesome that we have a system that allows people to make these last-mile connections so they can get out of their cars, get on their bikes, but not have to worry about lugging their bike everywhere or it getting stolen,” said Stitt.\u003c/p>\n\u003cp>The bikes are being used in San Francisco an average of three times a day. “We’d like to see double that, but I don’t think it’s reasonable to expect the bikes to be used at that level of intensity when the system is as constrained as it is,” said Maddox.\u003c/p>\n\u003cp>An expansion to 1,000 bikes systemwide is currently funded. This includes 17 more stations in San Francisco, including locations in the Castro and Mission. Other locations for stations are still being worked out.\u003c/p>\n\u003cp>Beyond those plans, SFMTA officials hope to launch an additional 250 stations and 3,000 bikes in San Francsico, at a cost of $25 million. The city is currently seeking private funding for that.\u003c/p>\n\u003cp>Although several companies have come forward, Maddox said the city has been unable to move talks forward because of the uncertain future of Public Bike System Company (PBSC), a Canadian firm that supplies the bikes and software to the Bay Area, as well as bike-share programs in other U.S. cities.\u003c/p>\n\u003cp>“The industry is going through some upheaval,” explained Ralph Borrmann, a spokesman for the air district, which oversees Bay Area Bike Share. He said the operator, \u003ca href=\"http://www.altabicycleshare.com/\">Alta Bike Share\u003c/a>, is restructuring and that PBSC \u003ca href=\"http://wamu.org/news/14/04/16/bikeshare_supplier_gets_new_owner_reopening_door_to_possible_expansion_in_dc_area\">filed for bankruptcy and was sold\u003c/a>.\u003c/p>\n\u003cp>“I think long term this will actually benefit the industry, in terms of bringing new technology, new manufacturers, and opening a startup culture and providing more options for the future,” said Borrmann.\u003c/p>\n\u003cp>A spokeswoman for Alta Bike Share said she could not comment, and PBSC did not respond to a request for an interview. It’s unknown at this point when production of the bikes, stations and software will start up again.\u003c/p>\n\u003cp>John Goodwin, a spokesman for the Metropolitan Transportation Commission, which plans to take over administering the program, said more bikes could be on the ground within the next 18 to 24 months.\u003c/p>\n\u003cp>Planning, meanwhile, has begun to expand to the East Bay by September 2016. Between 600 to 700 bikes would be placed at up to 70 stations in Oakland and Berkeley, with a few stations in Emeryville, said Goodwin.\u003c/p>\n\u003cp>The slow pace of expansion has left some members frustrated. Yosh Asato of San Francisco was returning a bike to the Van Ness Avenue station Tuesday. She said she works downtown, where she can’t bring a bike into the office, and uses bike share frequently to get around the city.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I think starting small was a good idea,” said Asato. “It meant that we had a small system that runs well, but the delay in the expansion has been a disappointment. If it doesn’t expand soon, they’re going to lose momentum.”\u003c/p>\n\u003cfigure id=\"attachment_146348\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11911_IMG_2360-lpr.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-146348\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11911_IMG_2360-lpr-640x426.jpg\" alt=\"Beth and Brad Maloney rent bikes from a station in downtown San Francisco. (Mark Andrew Boyer/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Beth and Brad Maloney rent bikes from a station in downtown San Francisco. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_146345\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11910_IMG_2299-lpr.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-146345\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11910_IMG_2299-lpr-640x426.jpg\" alt=\"A bike-share station on Market Street is next to the Powell Street BART Station. (Mark Andrew Boyer)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bike-share station on Market Street is next to the Powell Street BART Station. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>One year after the sturdy, light-blue bikes first hit the streets, \u003ca href=\"http://www.bayareabikeshare.com/\">Bay Area Bike Share\u003c/a> is being deemed a success. But the system’s long-anticipated expansion remains stalled because the \u003ca href=\"http://www.streetsblog.org/2014/01/21/bixi-bankruptcy-what-does-it-mean-for-american-bike-share/\">supplier filed for bankruptcy \u003c/a>and the company that operates it is restructuring.\u003c/p>\n\u003cp>Since \u003ca href=\"http://ww2.kqed.org/news/2013/07/16/bay-area-bike-share-set-to-roll-out-next-month/\">the system launched\u003c/a> on Aug. 29, 2013, with 700 bikes at 70 stations in \u003cspan style=\"color: #4d4d4d\">San Francisco, Redwood City, Palo Alto, Mountain View and San Jose\u003c/span>, more than 32,000 people have taken 300,000 trips, traveling a total of 630,000 miles, according to the Bay Area Air Quality Management District.\u003c/p>\n\u003cp>“I think it’s gone really well,” said Heath Maddox, a bike-share planner at the San Francisco Municipal Transportation Agency. “We would like it to be bigger, and so would everybody. But if that’s the chief complaint, I’m satisfied at this point.”\u003c/p>\n\u003cp>The benefit of starting smaller and later than anticipated was that software bugs, which plagued bike-share systems in New York and Chicago, could be worked out, said Maddox. Air district officials say the system now has 5,000 annual \u003ca href=\"http://www.bayareabikeshare.com/membership\">members\u003c/a> and 28,000 “casual” members.\u003c/p>\n\u003cp>A data challenge that drew 35 entries \u003ca href=\"http://sf.streetsblog.org/2014/08/11/feast-your-eyes-on-beautiful-trip-data-from-year-old-bay-area-bike-share/\">offers some creative visualizations\u003c/a> of trip patterns. The bulk of trips have taken place in San Francisco, with its 35 stations. Daily ridership broke a record Monday, topping more than 1,200 trips, said Maddox.\u003c/p>\n\u003cfigure id=\"attachment_146346\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11913_IMG_2450-lpr.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-146346\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11913_IMG_2450-lpr-640x426.jpg\" alt=\"Shelby Larochelle from Canada, Hajnalka Domjan from Hungary, and Maria Camajova from Slovakia rent bikes in San Francisco. (Mark Andrew Boyer/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">From left: Shelby Larochelle of Canada, Hajnalka Domjan of Hungary and Maria Camajova of Slovakia rent bikes in San Francisco. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Andrew Stitt of Alameda was spotted docking a bike at the Civic Center station Tuesday. He said he uses Bay Area Bike Share to complete the last leg of his commute from BART to his job as a software engineer in SoMa.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I think it’s awesome that we have a system that allows people to make these last-mile connections so they can get out of their cars, get on their bikes, but not have to worry about lugging their bike everywhere or it getting stolen,” said Stitt.\u003c/p>\n\u003cp>The bikes are being used in San Francisco an average of three times a day. “We’d like to see double that, but I don’t think it’s reasonable to expect the bikes to be used at that level of intensity when the system is as constrained as it is,” said Maddox.\u003c/p>\n\u003cp>An expansion to 1,000 bikes systemwide is currently funded. This includes 17 more stations in San Francisco, including locations in the Castro and Mission. Other locations for stations are still being worked out.\u003c/p>\n\u003cp>Beyond those plans, SFMTA officials hope to launch an additional 250 stations and 3,000 bikes in San Francsico, at a cost of $25 million. The city is currently seeking private funding for that.\u003c/p>\n\u003cp>Although several companies have come forward, Maddox said the city has been unable to move talks forward because of the uncertain future of Public Bike System Company (PBSC), a Canadian firm that supplies the bikes and software to the Bay Area, as well as bike-share programs in other U.S. cities.\u003c/p>\n\u003cp>“The industry is going through some upheaval,” explained Ralph Borrmann, a spokesman for the air district, which oversees Bay Area Bike Share. He said the operator, \u003ca href=\"http://www.altabicycleshare.com/\">Alta Bike Share\u003c/a>, is restructuring and that PBSC \u003ca href=\"http://wamu.org/news/14/04/16/bikeshare_supplier_gets_new_owner_reopening_door_to_possible_expansion_in_dc_area\">filed for bankruptcy and was sold\u003c/a>.\u003c/p>\n\u003cp>“I think long term this will actually benefit the industry, in terms of bringing new technology, new manufacturers, and opening a startup culture and providing more options for the future,” said Borrmann.\u003c/p>\n\u003cp>A spokeswoman for Alta Bike Share said she could not comment, and PBSC did not respond to a request for an interview. It’s unknown at this point when production of the bikes, stations and software will start up again.\u003c/p>\n\u003cp>John Goodwin, a spokesman for the Metropolitan Transportation Commission, which plans to take over administering the program, said more bikes could be on the ground within the next 18 to 24 months.\u003c/p>\n\u003cp>Planning, meanwhile, has begun to expand to the East Bay by September 2016. Between 600 to 700 bikes would be placed at up to 70 stations in Oakland and Berkeley, with a few stations in Emeryville, said Goodwin.\u003c/p>\n\u003cp>The slow pace of expansion has left some members frustrated. Yosh Asato of San Francisco was returning a bike to the Van Ness Avenue station Tuesday. She said she works downtown, where she can’t bring a bike into the office, and uses bike share frequently to get around the city.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I think starting small was a good idea,” said Asato. “It meant that we had a small system that runs well, but the delay in the expansion has been a disappointment. If it doesn’t expand soon, they’re going to lose momentum.”\u003c/p>\n\u003cfigure id=\"attachment_146348\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11911_IMG_2360-lpr.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-146348\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11911_IMG_2360-lpr-640x426.jpg\" alt=\"Beth and Brad Maloney rent bikes from a station in downtown San Francisco. (Mark Andrew Boyer/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Beth and Brad Maloney rent bikes from a station in downtown San Francisco. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "I-280 North in San Francisco Closed Through Labor Day Weekend",
"title": "I-280 North in San Francisco Closed Through Labor Day Weekend",
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"content": "\u003cp>If you're planning on cruising on Interstate 280 northbound in San Francisco over the Labor Day weekend, be aware that a stretch of the freeway will be closed starting at 2 p.m. today and continuing through Tuesday, Sept. 2, at 5 a.m..\u003c/p>\n\u003cp>The closure will occur from the 101/280 interchange through downtown San Francisco. Caltrans says it expects a \"significant travel delay\" as traffic will be rerouted to U.S. 101.\u003c/p>\n\u003cp>Southbound 280 will remain open.\u003c/p>\n\u003cp>Here are the on-ramps that will be closed:\u003c/p>\n\u003cul>\n\u003cli>Alemany Boulevard\u003c/li>\n\u003cli>U.S. 101 connector to northbound Interstate 280\u003c/li>\n\u003cli>Indiana Street/25th Street\u003c/li>\n\u003cli>18th Street\u003c/li>\n\u003c/ul>\n\u003cp>Use \u003ca href=\"http://511.org/\" target=\"_blank\">511.org\u003c/a> to map out your trip using public transportation, which Caltrans strongly recommends, or to check traffic conditions.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cimg class=\"aligncenter size-full wp-image-146093\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/i280.png\" alt=\"i280\" width=\"640\" height=\"810\">\u003c/p>\n\n",
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"title": "I-280 North in San Francisco Closed Through Labor Day Weekend | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you're planning on cruising on Interstate 280 northbound in San Francisco over the Labor Day weekend, be aware that a stretch of the freeway will be closed starting at 2 p.m. today and continuing through Tuesday, Sept. 2, at 5 a.m..\u003c/p>\n\u003cp>The closure will occur from the 101/280 interchange through downtown San Francisco. Caltrans says it expects a \"significant travel delay\" as traffic will be rerouted to U.S. 101.\u003c/p>\n\u003cp>Southbound 280 will remain open.\u003c/p>\n\u003cp>Here are the on-ramps that will be closed:\u003c/p>\n\u003cul>\n\u003cli>Alemany Boulevard\u003c/li>\n\u003cli>U.S. 101 connector to northbound Interstate 280\u003c/li>\n\u003cli>Indiana Street/25th Street\u003c/li>\n\u003cli>18th Street\u003c/li>\n\u003c/ul>\n\u003cp>Use \u003ca href=\"http://511.org/\" target=\"_blank\">511.org\u003c/a> to map out your trip using public transportation, which Caltrans strongly recommends, or to check traffic conditions.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Fremont's Search for a Downtown -- and for Stronger Link to Silicon Valley",
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"content": "\u003cp>\u003cstrong>By Aaron Mendelson\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_145901\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/fremontfuture.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-145901\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/fremontfuture-640x397.jpg\" alt=\"Artist's rendering of proposed Capitol Avenue development in Fremont's downtown district. \" width=\"640\" height=\"397\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Artist’s rendering of proposed Capitol Avenue development in Fremont’s downtown district.\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">F\u003c/span>remont, the Bay Area’s fourth-most-populous city, has long been overshadowed by bigger neighbors. But the city hopes to make a name for itself by taking advantage of a strong economy, its location within Silicon Valley and access to transit. That effort starts with building a real downtown for Fremont — from scratch.\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" width=\"100%\" height=\"20\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/164929325&color=ff5500&inverse=false&auto_play=false&show_user=true\">\u003c/iframe>\u003c/p>\n\u003cp>Fremont was born when \u003ca href=\"https://www.fremont.gov/149/History\" target=\"_blank\" rel=\"noopener\">five different communities merged in 1956\u003c/a> for fear of being annexed by Hayward. Those five areas — Centerville, Irvington, Mission San Jose, Niles and Warm Springs — had their own centers, but the new city of Fremont never had a real heart.\u003c/p>\n\u003cp>As Mayor Bill Harrison puts it, “Being born and raised in Fremont, I know that since its incorporation in 1956, Fremont didn’t have a downtown.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Fremont, now a city of 220,000, has a central area that looks classically suburban, with lots of cars, wide streets and generous amounts of parking.\u003c/p>\n\u003cp>At a groundbreaking for \u003ca href=\"https://www.fremont.gov/DocumentCenter/View/20564\" target=\"_blank\" rel=\"noopener\">the city’s downtown initiative\u003c/a> in July, food trucks and live music were on hand to give residents a taste of the more urban feel that Fremont seeks.\u003c/p>\n\u003cp>“I’ve been waiting forever for a downtown,” said Sally Morgan, a resident of 27 years who attended the event. “I just would love to live near a downtown. I mean, that’s part of the community, right?”\u003c/p>\n\u003cp>Morgan says she misses the central business district in Los Altos, where she grew up.\u003c/p>\n\u003cp>During a speech at the groundbreaking, the mayor gave thanks to the woman he called the city’s “downtown czar,” Deputy City Manager Jessica von Borck.\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘I’ve been waiting forever for a downtown. … I mean, that’s part of the community, right?’\u003ccite>— Sally Morgan,\u003cbr>\nlongtime Fremont resident\u003c/cite>\u003c/aside>\n\u003cp>“Yes, we’re suburbia right now,” von Borck says. “And it looks very much that way, but it’s riddled with opportunity because it is underdeveloped.”\u003c/p>\n\u003cp>Von Borck says there will be denser development here, and eventually a new city hall. The entire downtown effort could cost $250 million from a mix of public and private sources. The funding for the first step being celebrated at the groundbreaking comes from a $5.8 million \u003ca href=\"http://www.onebayarea.org/funding-and-grants.html\" target=\"_blank\" rel=\"noopener\">One Bay Area Grant \u003c/a>awarded to the city in 2013. The project will extend Capitol Avenue, connecting employment and retail centers and developing, Mayor Harrison promises, a real Main Street feel.\u003c/p>\n\u003cp>As things stand today, von Borck says, “a lot of our community needs to go outside of Fremont in order to seek out restaurant options or entertainment options.” She hopes a busier, pedestrian- and transit-friendly downtown will convince residents to stick around instead of heading to Palo Alto or Livermore.\u003c/p>\n\u003cp>Egon Terplan, the regional planning director with \u003ca href=\"http://www.spur.org/\" target=\"_blank\" rel=\"noopener\">SPUR, the San Francisco-based urban planning organization\u003c/a>, says the lack of a downtown in Fremont is due in part to the fact much of the area was rural and agricultural. In fact, his grandmother grew up on a farm near the city’s planned downtown.\u003c/p>\n\u003cp>Terplan says that a city creating a downtown needs to focus on how buildings relate to walkways and streets.\u003c/p>\n\u003cp>“How close are they to the sidewalk?” Terplan says, reciting a list of key questions. “Is there a big setback with a parking lot behind it? Or is there a generous sidewalk that you can walk by? Does the ground floor of the building have active uses that are inviting, that make people want to be a pedestrian?”\u003c/p>\n\u003cp>Those are small things, but if you do them right, you can see the difference from space. In an event room at SPUR, Terplan gestures to a satellite map of the Bay Area.\u003c/p>\n\u003cp>“You see a couple places where there’s a grid pattern, there’s a set of taller buildings surrounded by often a leafier residential neighborhood. And so the downtown pops in that context,” he says.\u003c/p>\n\u003cp>Terplan points to downtowns like San Jose, Palo Alto and San Mateo. On the satellite map, Fremont doesn’t pop.\u003c/p>\n\u003cp>“It doesn’t jump out as much a traditional downtown,” Terplan says, the kind that was built before World War II.\u003c/p>\n\u003cp>Terplan says it will help if Fremont plans around transit. The current downtown is about half a mile from the city’s existing BART station. BART falls just outside downtown, \u003ca href=\"http://www.fremont.gov/DocumentCenter/View/18050\">as depicted on city planning documents.\u003cbr>\n\u003c/a>\u003c/p>\n\u003cp>Next year, Fremont’s second BART station is expected to open. To be known as the South Fremont/Warm Springs stop, it will be the first step in BART’s march into Silicon Valley.\u003c/p>\n\u003cp>“One of the reasons that’s a game-changer for Fremont is that it transforms it from being the end of the line of a system, to being in the middle of the line,” says Terplan. He adds that his grandmother used to be able take the Southern Pacific from Fremont to San Jose. BART will make that trip possible again when the BART Silicon Valley line opens in 2018.\u003c/p>\n\u003cp>The station in the Warm Springs area is 6 miles south of downtown, and the city has big plans for the area. If downtown Fremont is about amenities and a civic heart for people in Fremont, then Warm Springs is about luring business currently outside Fremont.\u003c/p>\n\u003cp>As Jessica von Borck puts it, “The Warm Springs innovation district is more outward-facing, and finding a place for Fremont within Silicon Valley itself.”\u003c/p>\n\u003cp>The city has a slick website called \u003ca href=\"http://www.thinksiliconvalley.com\">Think Silicon Valley\u003c/a>, touting its benefits to tech companies. The city is already home to Tesla Motors and \u003ca href=\"http://www.mercurynews.com/ci_21734967/study-fremont-is-nations-top-city-startup-tech\" target=\"_blank\" rel=\"noopener\">a host of tech firms\u003c/a>, and it wants more.\u003c/p>\n\u003cp>“We are a sleeping dragon,” von Borck says, laughing. “We have a lot of opportunities that are really unknown to a lot of companies.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Fremont hopes that development around Warm Springs, already the city’s largest employment center, \u003ca href=\"http://fremont.gov/DocumentCenter/View/18691\">will add 12,000 jobs\u003c/a> over the next quarter-century. If all the planning comes together, the sleeping dragon could be about to wake up.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>By Aaron Mendelson\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_145901\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/fremontfuture.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-145901\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/fremontfuture-640x397.jpg\" alt=\"Artist's rendering of proposed Capitol Avenue development in Fremont's downtown district. \" width=\"640\" height=\"397\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Artist’s rendering of proposed Capitol Avenue development in Fremont’s downtown district.\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">F\u003c/span>remont, the Bay Area’s fourth-most-populous city, has long been overshadowed by bigger neighbors. But the city hopes to make a name for itself by taking advantage of a strong economy, its location within Silicon Valley and access to transit. That effort starts with building a real downtown for Fremont — from scratch.\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" width=\"100%\" height=\"20\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/164929325&color=ff5500&inverse=false&auto_play=false&show_user=true\">\u003c/iframe>\u003c/p>\n\u003cp>Fremont was born when \u003ca href=\"https://www.fremont.gov/149/History\" target=\"_blank\" rel=\"noopener\">five different communities merged in 1956\u003c/a> for fear of being annexed by Hayward. Those five areas — Centerville, Irvington, Mission San Jose, Niles and Warm Springs — had their own centers, but the new city of Fremont never had a real heart.\u003c/p>\n\u003cp>As Mayor Bill Harrison puts it, “Being born and raised in Fremont, I know that since its incorporation in 1956, Fremont didn’t have a downtown.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Fremont, now a city of 220,000, has a central area that looks classically suburban, with lots of cars, wide streets and generous amounts of parking.\u003c/p>\n\u003cp>At a groundbreaking for \u003ca href=\"https://www.fremont.gov/DocumentCenter/View/20564\" target=\"_blank\" rel=\"noopener\">the city’s downtown initiative\u003c/a> in July, food trucks and live music were on hand to give residents a taste of the more urban feel that Fremont seeks.\u003c/p>\n\u003cp>“I’ve been waiting forever for a downtown,” said Sally Morgan, a resident of 27 years who attended the event. “I just would love to live near a downtown. I mean, that’s part of the community, right?”\u003c/p>\n\u003cp>Morgan says she misses the central business district in Los Altos, where she grew up.\u003c/p>\n\u003cp>During a speech at the groundbreaking, the mayor gave thanks to the woman he called the city’s “downtown czar,” Deputy City Manager Jessica von Borck.\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘I’ve been waiting forever for a downtown. … I mean, that’s part of the community, right?’\u003ccite>— Sally Morgan,\u003cbr>\nlongtime Fremont resident\u003c/cite>\u003c/aside>\n\u003cp>“Yes, we’re suburbia right now,” von Borck says. “And it looks very much that way, but it’s riddled with opportunity because it is underdeveloped.”\u003c/p>\n\u003cp>Von Borck says there will be denser development here, and eventually a new city hall. The entire downtown effort could cost $250 million from a mix of public and private sources. The funding for the first step being celebrated at the groundbreaking comes from a $5.8 million \u003ca href=\"http://www.onebayarea.org/funding-and-grants.html\" target=\"_blank\" rel=\"noopener\">One Bay Area Grant \u003c/a>awarded to the city in 2013. The project will extend Capitol Avenue, connecting employment and retail centers and developing, Mayor Harrison promises, a real Main Street feel.\u003c/p>\n\u003cp>As things stand today, von Borck says, “a lot of our community needs to go outside of Fremont in order to seek out restaurant options or entertainment options.” She hopes a busier, pedestrian- and transit-friendly downtown will convince residents to stick around instead of heading to Palo Alto or Livermore.\u003c/p>\n\u003cp>Egon Terplan, the regional planning director with \u003ca href=\"http://www.spur.org/\" target=\"_blank\" rel=\"noopener\">SPUR, the San Francisco-based urban planning organization\u003c/a>, says the lack of a downtown in Fremont is due in part to the fact much of the area was rural and agricultural. In fact, his grandmother grew up on a farm near the city’s planned downtown.\u003c/p>\n\u003cp>Terplan says that a city creating a downtown needs to focus on how buildings relate to walkways and streets.\u003c/p>\n\u003cp>“How close are they to the sidewalk?” Terplan says, reciting a list of key questions. “Is there a big setback with a parking lot behind it? Or is there a generous sidewalk that you can walk by? Does the ground floor of the building have active uses that are inviting, that make people want to be a pedestrian?”\u003c/p>\n\u003cp>Those are small things, but if you do them right, you can see the difference from space. In an event room at SPUR, Terplan gestures to a satellite map of the Bay Area.\u003c/p>\n\u003cp>“You see a couple places where there’s a grid pattern, there’s a set of taller buildings surrounded by often a leafier residential neighborhood. And so the downtown pops in that context,” he says.\u003c/p>\n\u003cp>Terplan points to downtowns like San Jose, Palo Alto and San Mateo. On the satellite map, Fremont doesn’t pop.\u003c/p>\n\u003cp>“It doesn’t jump out as much a traditional downtown,” Terplan says, the kind that was built before World War II.\u003c/p>\n\u003cp>Terplan says it will help if Fremont plans around transit. The current downtown is about half a mile from the city’s existing BART station. BART falls just outside downtown, \u003ca href=\"http://www.fremont.gov/DocumentCenter/View/18050\">as depicted on city planning documents.\u003cbr>\n\u003c/a>\u003c/p>\n\u003cp>Next year, Fremont’s second BART station is expected to open. To be known as the South Fremont/Warm Springs stop, it will be the first step in BART’s march into Silicon Valley.\u003c/p>\n\u003cp>“One of the reasons that’s a game-changer for Fremont is that it transforms it from being the end of the line of a system, to being in the middle of the line,” says Terplan. He adds that his grandmother used to be able take the Southern Pacific from Fremont to San Jose. BART will make that trip possible again when the BART Silicon Valley line opens in 2018.\u003c/p>\n\u003cp>The station in the Warm Springs area is 6 miles south of downtown, and the city has big plans for the area. If downtown Fremont is about amenities and a civic heart for people in Fremont, then Warm Springs is about luring business currently outside Fremont.\u003c/p>\n\u003cp>As Jessica von Borck puts it, “The Warm Springs innovation district is more outward-facing, and finding a place for Fremont within Silicon Valley itself.”\u003c/p>\n\u003cp>The city has a slick website called \u003ca href=\"http://www.thinksiliconvalley.com\">Think Silicon Valley\u003c/a>, touting its benefits to tech companies. The city is already home to Tesla Motors and \u003ca href=\"http://www.mercurynews.com/ci_21734967/study-fremont-is-nations-top-city-startup-tech\" target=\"_blank\" rel=\"noopener\">a host of tech firms\u003c/a>, and it wants more.\u003c/p>\n\u003cp>“We are a sleeping dragon,” von Borck says, laughing. “We have a lot of opportunities that are really unknown to a lot of companies.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Fremont hopes that development around Warm Springs, already the city’s largest employment center, \u003ca href=\"http://fremont.gov/DocumentCenter/View/18691\">will add 12,000 jobs\u003c/a> over the next quarter-century. If all the planning comes together, the sleeping dragon could be about to wake up.\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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"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": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
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"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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"perspectives": {
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"planet-money": {
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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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",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
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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.",
"airtime": "SUN 12am-1am, SAT 2pm-3pm",
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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.",
"airtime": "SAT 4pm-5pm",
"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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"source": "npr"
},
"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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"source": "kqed",
"order": 16
},
"link": "/podcasts/rightnowish",
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