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"content": "\u003cfigure id=\"attachment_145159\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/155268661.jpg\">\u003cimg class=\"size-medium wp-image-145159\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/155268661-640x426.jpg\" alt=\" David Plouffe, right, during President Obama's 2012 campaign. (Chip Somodevilla/Getty Images)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">David Plouffe, right, during President Obama's 2012 campaign. (Chip Somodevilla/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>In what one Bay Area analyst calls a marriage between Silicon Valley innovation and Beltway power politics, ride-service firm Uber has hired David Plouffe, an architect of President Obama's 2008 and 2012 victories, to lead its campaign to win over legislators and regulators in states and cities across the country.\u003c/p>\n\u003cp>In \u003ca href=\"http://blog.uber.com/davidplouffe\" target=\"_blank\">their announcement Tuesday\u003c/a>, both Plouffe and Uber CEO Travis Kalanick cast the move as part of the company's fight against a \"Big Taxi cartel\" that's trying to deny consumers choice in transportation services. Wrote Plouffe:\u003c/p>\n\u003cblockquote>\u003cp>Uber has the chance to be a once in a decade if not a once in a generation company. Of course, that poses a threat to some, and I’ve watched as the taxi industry cartel has tried to stand in the way of technology and big change. Ultimately, that approach is unwinnable. But I look forward to doing what I can right now to ensure drivers and riders are not denied their opportunity for choice in transportation due to those who want to maintain a monopoly and play the inside game to deny opportunity to those on the outside.\u003c/p>\u003c/blockquote>\n\u003cp>Professor David McCuan, a political scientist at Sonoma State University, said via email that Uber's new hire represents \"Silicon Valley ingenuity joining with traditional Washington politics in a show of real strength.\"\u003c/p>\n\u003cp>McCuan said that in addition to being a political \"heavy hitter,\" Plouffe brings a crucial skill set to the company.\u003c/p>\n\u003cp>\"His sophisticated use of analytical tools combined with advanced communication techniques will be needed as Uber navigates challenging terrain moving forward,\" McCuan said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Eric Goldman, director of the High Tech Law Institute at Santa Clara University, said the company's move is part of a strategic shift throughout the technology industry.\u003c/p>\n\u003cp>\"For a long time, tech companies had the attitude that they would ignore government and hope that government ignores them,\" Goldman said. \"But we're seeing the emergence of a class of companies that can't ignore government. They have to navigate through a regulatory minefield.\"\u003c/p>\n\u003cp>Here's The New York Times' brief review of Plouffe's resume:\u003c/p>\n\u003cblockquote>\u003cp>A pioneer in the art of using technology and multiple sources of data to target messages to voters, Mr. Plouffe has deep and longstanding ties to President Obama; he managed his 2008 campaign for the White House and served in his White House from 2011 until early 2013. Even from outside the West Wing, Mr. Plouffe has remained one of Mr. Obama’s closest confidants, dispensing advice on a wide range of issues.\u003c/p>\n\u003cp>Mr. Plouffe also has experience in the private sector. After the 2008 campaign, he advised companies including Boeing and General Electric and gave paid speeches to groups and companies around the globe.\u003c/p>\n\u003cp>He was summoned back to the White House in 2011 to serve as Mr. Obama’s chief political adviser as the president retooled to face a divided Congress and geared up for his re-election bid. Since leaving the administration last year, Mr. Plouffe has served as a commentator on Bloomberg TV and ABC News.\u003c/p>\u003c/blockquote>\n\u003cp>In his statement, Kalanick said, \"I’ve come to realize we are in the middle of a political campaign\" against the taxi industry.\u003c/p>\n\u003cp>That campaign has surfaced in battles with regulators in many cities across the country, including San Francisco, and in California and many other states. Uber and ride-service competitors Lyft and Sidecar have been increasingly active in Sacramento as the Legislature considers a series of bills that would impact their operations.\u003c/p>\n\u003cp>California Secretary of State records show the three companies have reported spending a total of $480,000 in lobbying since the beginning of 2013. Most of that spending is going to defeat a series of measures that would impose new operating conditions on the ride services, which have been defined as \"transportation network companies\" by the California Public Utilities Commission.\u003c/p>\n\u003cp>Among the measures targeted: \u003ca href=\"http://leginfo.legislature.ca.gov:80/faces/billNavClient.xhtml?bill_id=201320140AB612\" target=\"_blank\">AB612\u003c/a>, which would set new requirements for driver background checks, among other provisions, and \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140AB2293\" target=\"_blank\">AB2293\u003c/a>, which would impose more stringent insurance requirements on Uber and competitors. Both bills are currently under consideration in the state Senate.\u003c/p>\n\u003cp>The ride-service industry's spending appears to far outstrip what the \"Big Taxi cartel\" has spent since the beginning of last year. The Taxicab Paratransit Association, a persistent critic of what it has called lack of regulation for the ride-service companies, has spent about $32,000 on lobbying during the last 20 months, according to filings with the secretary of state. LiftPAC, the association's political action committee, reports donating about $25,000 to a total of 15 legislators since June 2013.\u003c/p>\n\u003cp>One stat we haven't pried out of the secretary of state's database yet: How much personal injury lawyers and the insurance industry, which have a stake in AB2293, might have spent on lobbying on the bill. We'll update this report when we have that information.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Ted Goldberg contributed to this post. \u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Eric Goldman, director of the High Tech Law Institute at Santa Clara University, said the company's move is part of a strategic shift throughout the technology industry.\u003c/p>\n\u003cp>\"For a long time, tech companies had the attitude that they would ignore government and hope that government ignores them,\" Goldman said. \"But we're seeing the emergence of a class of companies that can't ignore government. They have to navigate through a regulatory minefield.\"\u003c/p>\n\u003cp>Here's The New York Times' brief review of Plouffe's resume:\u003c/p>\n\u003cblockquote>\u003cp>A pioneer in the art of using technology and multiple sources of data to target messages to voters, Mr. Plouffe has deep and longstanding ties to President Obama; he managed his 2008 campaign for the White House and served in his White House from 2011 until early 2013. Even from outside the West Wing, Mr. Plouffe has remained one of Mr. Obama’s closest confidants, dispensing advice on a wide range of issues.\u003c/p>\n\u003cp>Mr. Plouffe also has experience in the private sector. After the 2008 campaign, he advised companies including Boeing and General Electric and gave paid speeches to groups and companies around the globe.\u003c/p>\n\u003cp>He was summoned back to the White House in 2011 to serve as Mr. Obama’s chief political adviser as the president retooled to face a divided Congress and geared up for his re-election bid. Since leaving the administration last year, Mr. Plouffe has served as a commentator on Bloomberg TV and ABC News.\u003c/p>\u003c/blockquote>\n\u003cp>In his statement, Kalanick said, \"I’ve come to realize we are in the middle of a political campaign\" against the taxi industry.\u003c/p>\n\u003cp>That campaign has surfaced in battles with regulators in many cities across the country, including San Francisco, and in California and many other states. Uber and ride-service competitors Lyft and Sidecar have been increasingly active in Sacramento as the Legislature considers a series of bills that would impact their operations.\u003c/p>\n\u003cp>California Secretary of State records show the three companies have reported spending a total of $480,000 in lobbying since the beginning of 2013. Most of that spending is going to defeat a series of measures that would impose new operating conditions on the ride services, which have been defined as \"transportation network companies\" by the California Public Utilities Commission.\u003c/p>\n\u003cp>Among the measures targeted: \u003ca href=\"http://leginfo.legislature.ca.gov:80/faces/billNavClient.xhtml?bill_id=201320140AB612\" target=\"_blank\">AB612\u003c/a>, which would set new requirements for driver background checks, among other provisions, and \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140AB2293\" target=\"_blank\">AB2293\u003c/a>, which would impose more stringent insurance requirements on Uber and competitors. Both bills are currently under consideration in the state Senate.\u003c/p>\n\u003cp>The ride-service industry's spending appears to far outstrip what the \"Big Taxi cartel\" has spent since the beginning of last year. The Taxicab Paratransit Association, a persistent critic of what it has called lack of regulation for the ride-service companies, has spent about $32,000 on lobbying during the last 20 months, according to filings with the secretary of state. LiftPAC, the association's political action committee, reports donating about $25,000 to a total of 15 legislators since June 2013.\u003c/p>\n\u003cp>One stat we haven't pried out of the secretary of state's database yet: How much personal injury lawyers and the insurance industry, which have a stake in AB2293, might have spent on lobbying on the bill. We'll update this report when we have that information.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Ted Goldberg contributed to this post. \u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_138259\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-medium wp-image-138259\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/177205738-640x421.jpg\" alt=\"A Tesla car being assembled at the new Tesla Motors car factory in Tilburg, the Netherlands. (Guus Schoonewille/AFP/Getty Images)\" width=\"640\" height=\"421\">\u003cfigcaption class=\"wp-caption-text\">A Tesla electric vehicle being assembled at the Tesla Motors car factory in Tilburg, the Netherlands. (Guus Schoonewille/AFP/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>California has set a lofty goal for itself: putting 1.5 million zero-emission cars on the road by 2025.\u003c/p>\n\u003cp>But to reach that target, a lot more people are going to have to buy electric vehicles, which typically cost more and travel far shorter distances on a single charge than traditional cars do on a tank of gas. The state does have a rebate program to entice more Californians to go electric, but it has been underfunded and many of those subsidies are going to the state’s wealthiest residents. Now a bill working its way through the Legislature would establish a limit on income for those qualifying for an electric-vehicle rebate.\u003c/p>\n\u003cp>Jerry Hirsch is a reporter with the L.A. Times who wrote an extensive \u003ca href=\"http://www.latimes.com/business/autos/la-fi-hy-electric-car-rebates-20140807-story.html#page=1\" target=\"_blank\">story\u003c/a> on the issue Thursday. KQED's Tara Siler spoke with him yesterday. \u003ca href=\"https://soundcloud.com/kqed/states-electric-vehicle-subsidies-largely-going-to-wealthiest-residents\" target=\"_blank\">Listen here\u003c/a>:\u003c/p>\n\u003cp>\u003ciframe src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/162192695&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" frameborder=\"no\" scrolling=\"no\">\u003c/iframe>\u003c/p>\n\u003cp>Hirsch said only roughly 150,000 zero-emission vehicles have been sold in the state to date, over many years. Nine times that amount would have to be sold in the next 11 years in order to meet the state's target.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>California currently offers a $2,500 subsidy per electric vehicle, and the federal government also offers a $7,500 tax credit. There is currently a waiting list of 13,500 people who have filed for the rebate but have yet to receive it, because the Clean Vehicle Rebate Project ran out of funds this year. Hirsch said most of the rebates have gone to individuals who make more than $100,000 per year, which, he said, raises the question of whether taxpayers should be \"subsidizing wealthy people to purchases Teslas. .... Tesla's such a cool vehicle, maybe it would sell just as well to these affluent people without a rebate, and then the state can channel that money into providing rebates for, let's say, used electric vehicles or less expensive electric vehicles that low and middle-income people may be able to get into easier. \"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>To that end, \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140SB1275\">SB1275\u003c/a> would instruct the California Air Resources Board to set a cap on income in order to qualify for the electric vehicle rebate; the exact cutoff would be determined by the board. The bill would also allow low-income households to bundle various types of incentives into purchasing an electric car, potentially bringing the cost of a vehicle down by thousands of dollars more.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_138259\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-medium wp-image-138259\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/177205738-640x421.jpg\" alt=\"A Tesla car being assembled at the new Tesla Motors car factory in Tilburg, the Netherlands. (Guus Schoonewille/AFP/Getty Images)\" width=\"640\" height=\"421\">\u003cfigcaption class=\"wp-caption-text\">A Tesla electric vehicle being assembled at the Tesla Motors car factory in Tilburg, the Netherlands. (Guus Schoonewille/AFP/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>California has set a lofty goal for itself: putting 1.5 million zero-emission cars on the road by 2025.\u003c/p>\n\u003cp>But to reach that target, a lot more people are going to have to buy electric vehicles, which typically cost more and travel far shorter distances on a single charge than traditional cars do on a tank of gas. The state does have a rebate program to entice more Californians to go electric, but it has been underfunded and many of those subsidies are going to the state’s wealthiest residents. Now a bill working its way through the Legislature would establish a limit on income for those qualifying for an electric-vehicle rebate.\u003c/p>\n\u003cp>Jerry Hirsch is a reporter with the L.A. Times who wrote an extensive \u003ca href=\"http://www.latimes.com/business/autos/la-fi-hy-electric-car-rebates-20140807-story.html#page=1\" target=\"_blank\">story\u003c/a> on the issue Thursday. KQED's Tara Siler spoke with him yesterday. \u003ca href=\"https://soundcloud.com/kqed/states-electric-vehicle-subsidies-largely-going-to-wealthiest-residents\" target=\"_blank\">Listen here\u003c/a>:\u003c/p>\n\u003cp>\u003ciframe src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/162192695&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" frameborder=\"no\" scrolling=\"no\">\u003c/iframe>\u003c/p>\n\u003cp>Hirsch said only roughly 150,000 zero-emission vehicles have been sold in the state to date, over many years. Nine times that amount would have to be sold in the next 11 years in order to meet the state's target.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>California currently offers a $2,500 subsidy per electric vehicle, and the federal government also offers a $7,500 tax credit. There is currently a waiting list of 13,500 people who have filed for the rebate but have yet to receive it, because the Clean Vehicle Rebate Project ran out of funds this year. Hirsch said most of the rebates have gone to individuals who make more than $100,000 per year, which, he said, raises the question of whether taxpayers should be \"subsidizing wealthy people to purchases Teslas. .... Tesla's such a cool vehicle, maybe it would sell just as well to these affluent people without a rebate, and then the state can channel that money into providing rebates for, let's say, used electric vehicles or less expensive electric vehicles that low and middle-income people may be able to get into easier. \"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>To that end, \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140SB1275\">SB1275\u003c/a> would instruct the California Air Resources Board to set a cap on income in order to qualify for the electric vehicle rebate; the exact cutoff would be determined by the board. The bill would also allow low-income households to bundle various types of incentives into purchasing an electric car, potentially bringing the cost of a vehicle down by thousands of dollars more.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Homeless Stowaway Arrested Once Again at LAX",
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"content": "\u003cp>\u003cstrong>\u003cbr>\nBy Matt Hamilton and Terry Collins,\u003cbr>\nAssociated Press\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_144165\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/470823295.jpg\">\u003cimg class=\"size-medium wp-image-144165\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/470823295-640x426.jpg\" alt=\"A TSA arm patch is seen at Los Angeles International Airport in February 2014. (David McNew/Getty Images)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A TSA arm patch is seen at Los Angeles International Airport in February 2014. (David McNew/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>LOS ANGELES -- A woman who flew from San Jose to Los Angeles without a boarding pass and has made repeated attempts to sneak aboard flights was arrested again on Thursday at Los Angeles International Airport, authorities said.\u003c/p>\n\u003cp>Marilyn Jean Hartman, 62, was taken into custody at Terminal 7 at LAX at about 11:15 a.m., airport police spokeswoman Belinda Nettles said in a statement.\u003c/p>\n\u003cp>Police did not immediately say why she was arrested, but a judge a day earlier had ordered Hartman to stay away from the L.A. airport after at least seven past attempts to sneak aboard planes.\u003c/p>\n\u003cp>\"It was stupid, and it is something that I don't want to repeat,\" Hartman said as she left court Wednesday, vowing to never again board a plane without a ticket.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>She had pleaded no contest to willfully and unlawfully entering the city as a stowaway on an aircraft, a misdemeanor, and was sentenced to 24 months' probation and ordered to keep away from LAX.\u003c/p>\n\u003cp>Hartman had recently left mental treatment that she had been ordered to attend.\u003c/p>\n\u003cp>She said homelessness drove her to take \"desperate measures,\" and that she feels safer being in airports than in the streets.\u003c/p>\n\u003cp>On Monday she had made at least three attempts to get to a plane before she finally went past a screener who was busy checking a family's documents at Mineta San Jose International Airport, according to law enforcement officials. They would speak only on condition of anonymity because the security breach is being investigated.\u003c/p>\n\u003cp>She then went through the electronic screening process before entering an airport terminal.\u003c/p>\n\u003cp>Her boarding status was discovered once Southwest Airlines Flight 3785 landed in Los Angeles, the officials said.\u003c/p>\n\u003cp>Her breach of security caused federal officials and the airline to launch investigations. It also prompted criticism of San Jose's airport in light of the trespassing of a teenage boy who stowed away in the wheel well of a Hawaiian Airlines flight and survived the arduous journey to Maui.\u003c/p>\n\u003cp>In February, Hartman was sentenced to 18 months' probation in San Mateo County after being arrested for attempting to board three Hawaii-bound flights at the San Francisco International Airport on three separate days. In November 2010, Hartman made it as far as the airport baggage claim on the Hawaiian island of Kauai before being arrested, the San Francisco Chronicle said.\u003c/p>\n\u003cp>Hartman told authorities in the past that wanted to fly somewhere warm because she had cancer, said Steve Wagstaffe, district attorney for San Mateo County. Hartman had cancer but has been in remission for several years, the San Francisco Chronicle reported.\u003c/p>\n\u003cp>Authorities placed Hartman in treatment for mental disorders in May but said she stopped attending last month. Wagstaffe said he had no plans to take any additional measures against her.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"She declined all of our efforts to offer her assistance,\" Wagstaffe said. \"And we tried all of the alternatives we had because we weren't interested in locking her up on our end.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>\u003cbr>\nBy Matt Hamilton and Terry Collins,\u003cbr>\nAssociated Press\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_144165\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/470823295.jpg\">\u003cimg class=\"size-medium wp-image-144165\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/470823295-640x426.jpg\" alt=\"A TSA arm patch is seen at Los Angeles International Airport in February 2014. (David McNew/Getty Images)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A TSA arm patch is seen at Los Angeles International Airport in February 2014. (David McNew/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>LOS ANGELES -- A woman who flew from San Jose to Los Angeles without a boarding pass and has made repeated attempts to sneak aboard flights was arrested again on Thursday at Los Angeles International Airport, authorities said.\u003c/p>\n\u003cp>Marilyn Jean Hartman, 62, was taken into custody at Terminal 7 at LAX at about 11:15 a.m., airport police spokeswoman Belinda Nettles said in a statement.\u003c/p>\n\u003cp>Police did not immediately say why she was arrested, but a judge a day earlier had ordered Hartman to stay away from the L.A. airport after at least seven past attempts to sneak aboard planes.\u003c/p>\n\u003cp>\"It was stupid, and it is something that I don't want to repeat,\" Hartman said as she left court Wednesday, vowing to never again board a plane without a ticket.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>She had pleaded no contest to willfully and unlawfully entering the city as a stowaway on an aircraft, a misdemeanor, and was sentenced to 24 months' probation and ordered to keep away from LAX.\u003c/p>\n\u003cp>Hartman had recently left mental treatment that she had been ordered to attend.\u003c/p>\n\u003cp>She said homelessness drove her to take \"desperate measures,\" and that she feels safer being in airports than in the streets.\u003c/p>\n\u003cp>On Monday she had made at least three attempts to get to a plane before she finally went past a screener who was busy checking a family's documents at Mineta San Jose International Airport, according to law enforcement officials. They would speak only on condition of anonymity because the security breach is being investigated.\u003c/p>\n\u003cp>She then went through the electronic screening process before entering an airport terminal.\u003c/p>\n\u003cp>Her boarding status was discovered once Southwest Airlines Flight 3785 landed in Los Angeles, the officials said.\u003c/p>\n\u003cp>Her breach of security caused federal officials and the airline to launch investigations. It also prompted criticism of San Jose's airport in light of the trespassing of a teenage boy who stowed away in the wheel well of a Hawaiian Airlines flight and survived the arduous journey to Maui.\u003c/p>\n\u003cp>In February, Hartman was sentenced to 18 months' probation in San Mateo County after being arrested for attempting to board three Hawaii-bound flights at the San Francisco International Airport on three separate days. In November 2010, Hartman made it as far as the airport baggage claim on the Hawaiian island of Kauai before being arrested, the San Francisco Chronicle said.\u003c/p>\n\u003cp>Hartman told authorities in the past that wanted to fly somewhere warm because she had cancer, said Steve Wagstaffe, district attorney for San Mateo County. Hartman had cancer but has been in remission for several years, the San Francisco Chronicle reported.\u003c/p>\n\u003cp>Authorities placed Hartman in treatment for mental disorders in May but said she stopped attending last month. Wagstaffe said he had no plans to take any additional measures against her.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"She declined all of our efforts to offer her assistance,\" Wagstaffe said. \"And we tried all of the alternatives we had because we weren't interested in locking her up on our end.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Golden Gate Bridge District Workers Vote to Authorize Strike",
"title": "Golden Gate Bridge District Workers Vote to Authorize Strike",
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"content": "\u003cfigure id=\"attachment_65351\" class=\"wp-caption alignleft\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/05/newworkers.jpg\">\u003cimg class=\"wp-image-65351 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/05/newworkers.jpg\" alt=\"A Golden Gate Bridge electrician on a main cable. (Courtesy the Golden Gate Bridge, Highway and Transportation District)\" width=\"640\" height=\"425\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Golden Gate Bridge electrician on a main cable. (Courtesy the Golden Gate Bridge, Highway and Transportation District)\u003c/figcaption>\u003c/figure>\n\u003cp>A broad range of workers who run ferries, repair buses and maintain the Golden Gate Bridge have voted to authorize a strike in a dispute over wages and health care contributions.\u003c/p>\n\u003cp>Members of 13 unions, known collectively as the \u003ca href=\"http://goldengatelabor.com/\" target=\"_blank\">Golden Gate Bridge Labor Coalition,\u003c/a> voted overwhelmingly to authorize a walkout if negotiators aren’t able to reach a deal with the \u003ca href=\"http://www.goldengate.org\" target=\"_blank\">Golden Gate Bridge, Highway and Transportation District,\u003c/a> union spokesman Alexander Tonisson said Monday.\u003c/p>\n\u003cp>\"It seems like the district is unwilling to meet us halfway,\" Tonisson said. \"Therefore we've taken the strike authorization vote, and a strike is possible in the near future.\"\u003c/p>\n\u003cp>The workers include bus mechanics, ferry captains, deckhands, ironworkers and structural engineers, among others.\u003c/p>\n\u003cp>A strike would affect tens of thousands of bus and ferry commuters. Although bus operators are not part of the contract, Tonisson said their union would honor the picket lines.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The bridge district's general manager, Denis Mulligan, characterized the dispute differently, saying he was \"optimistic that we'll be able to amicably resolve all this.\" He was surprised by the strike vote.\u003c/p>\n\u003cp>\"Progress is being made at the table, and so to scare our customers needlessly is unwarranted,\" Mulligan said.\u003c/p>\n\u003cp>Tonisson said the unions, which have been working without a contract since July 1, are asking for a 12 percent wage increase over three years. Mulligan said the district is offering 9 percent. The unions maintain their wage request is needed to keep up with the high cost of living in the Bay Area, and to make up for additional money the district is asking them to pay into their health care premiums.\u003c/p>\n\u003cp>\"This is after three concessionary contracts where the coalition has given back to the district when financial times were harder,\" Tonisson said. \"We're not asking for anything outrageous here.\"\u003c/p>\n\u003cp>Workers' salaries range from $40,000 a year for a deckhand to $100,000 annually for a civil engineer, Tonisson said. Mulligan said workers' wages are competitive, and they receive a generous benefits package that's better than comparable positions at other Bay Area public agencies.\u003c/p>\n\u003cp>\"We’re very fortunate that we have very low turnover, which would seem to indicate that our packages are not out of the ballpark with respect to being woefully inadequate,\" Mulligan said.\u003c/p>\n\u003cp>Tonisson said a strike date has not been set.\u003c/p>\n\u003cp>\"It really depends what happens at the bargaining table,\" Tonisson said. \"It's important for the public to know that our members don't want to go on strike.\"\u003c/p>\n\u003cp>Mulligan said while talk of a strike was premature, the district would do everything it could to notify the public in the event of a walkout.\u003c/p>\n\u003cp>“A strike would be incredibly unfortunate,\" Mulligan said. \"It would reflect poorly on all of us, myself, our management team as well as our employees, because it would hurt our customers. And we should never take steps that hurt our customers.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The two sides have been meeting at the district's administrative headquarters. Talks are scheduled to continue.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The bridge district's general manager, Denis Mulligan, characterized the dispute differently, saying he was \"optimistic that we'll be able to amicably resolve all this.\" He was surprised by the strike vote.\u003c/p>\n\u003cp>\"Progress is being made at the table, and so to scare our customers needlessly is unwarranted,\" Mulligan said.\u003c/p>\n\u003cp>Tonisson said the unions, which have been working without a contract since July 1, are asking for a 12 percent wage increase over three years. Mulligan said the district is offering 9 percent. The unions maintain their wage request is needed to keep up with the high cost of living in the Bay Area, and to make up for additional money the district is asking them to pay into their health care premiums.\u003c/p>\n\u003cp>\"This is after three concessionary contracts where the coalition has given back to the district when financial times were harder,\" Tonisson said. \"We're not asking for anything outrageous here.\"\u003c/p>\n\u003cp>Workers' salaries range from $40,000 a year for a deckhand to $100,000 annually for a civil engineer, Tonisson said. Mulligan said workers' wages are competitive, and they receive a generous benefits package that's better than comparable positions at other Bay Area public agencies.\u003c/p>\n\u003cp>\"We’re very fortunate that we have very low turnover, which would seem to indicate that our packages are not out of the ballpark with respect to being woefully inadequate,\" Mulligan said.\u003c/p>\n\u003cp>Tonisson said a strike date has not been set.\u003c/p>\n\u003cp>\"It really depends what happens at the bargaining table,\" Tonisson said. \"It's important for the public to know that our members don't want to go on strike.\"\u003c/p>\n\u003cp>Mulligan said while talk of a strike was premature, the district would do everything it could to notify the public in the event of a walkout.\u003c/p>\n\u003cp>“A strike would be incredibly unfortunate,\" Mulligan said. \"It would reflect poorly on all of us, myself, our management team as well as our employees, because it would hurt our customers. And we should never take steps that hurt our customers.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The two sides have been meeting at the district's administrative headquarters. Talks are scheduled to continue.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_143658\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11371_photo.JPG-alt_136.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-143658 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11371_photo.JPG-alt_136-640x480.jpg\" alt=\"A commuter shuttle headed to Google's Mountain View campus pulls into a pre-approved Muni stop at 24th St and Valencia. \" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A commuter shuttle headed to Google’s Mountain View campus pulls into a pre-approved Muni stop at 24th and Valencia streets. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco’s \u003ca href=\"http://ww2.kqed.org/news/2014/07/15/sfmta-to-vote-on-higher-fees-for-google-tech-buses/\">pilot program\u003c/a> for commuter shuttles launched today. The San Francisco Municipal Transportation Agency (SFMTA) created the program mainly to regulate buses that carry tech workers south to their company’s campuses in places such as Mountain View and Menlo Park. Many tech companies provide buses for their employees, and the shuttles are commonly called “Google Buses.”\u003c/p>\n\u003cp>Commuter shuttles have been using existing Municipal Railway stops to pick up or drop off passengers for years, which has contributed to some of Muni’s delays.\u003c/p>\n\u003cp>The start of the pilot program caused some confusion among tech shuttle passengers today as buses started using new or different Muni stops. The shuttles are now limited to about 100 Muni stops, and the shuttle operators have to pay$3.55 per bus per stop to cover the cost of the program.\u003c/p>\n\u003cp>Kristen Holland, a spokeswoman for the SFMTA, said: “We wanted to make sure that these shuttles could still operate since they are still taking individual car trips off the road, which is a goal of ours, helps Muni, helps all of our transportation system work better. But it needed to work better with Muni.”\u003c/p>\n\u003cp>The shuttles also have to display green placards with an identification number on the front and back bumpers, so SFMTA officials can issue citations and track complaints.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Critics say the shuttles are contributing to a higher cost of living in the city — one UC Berkeley student argued in her master’s thesis in city planning that \u003ca href=\"http://svenworld.com/wp-content/uploads/2014/01/Goldman_PRFinal.pdf\">rents are higher around tech shuttle stops.\u003c/a>\u003c/p>\n\u003cp>This morning, a small protest led by advocates for seniors and people with disabilities briefly disrupted several bus departures.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The shuttle pilot program is scheduled to last 18 months.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_143658\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11371_photo.JPG-alt_136.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-143658 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/08/RS11371_photo.JPG-alt_136-640x480.jpg\" alt=\"A commuter shuttle headed to Google's Mountain View campus pulls into a pre-approved Muni stop at 24th St and Valencia. \" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A commuter shuttle headed to Google’s Mountain View campus pulls into a pre-approved Muni stop at 24th and Valencia streets. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco’s \u003ca href=\"http://ww2.kqed.org/news/2014/07/15/sfmta-to-vote-on-higher-fees-for-google-tech-buses/\">pilot program\u003c/a> for commuter shuttles launched today. The San Francisco Municipal Transportation Agency (SFMTA) created the program mainly to regulate buses that carry tech workers south to their company’s campuses in places such as Mountain View and Menlo Park. Many tech companies provide buses for their employees, and the shuttles are commonly called “Google Buses.”\u003c/p>\n\u003cp>Commuter shuttles have been using existing Municipal Railway stops to pick up or drop off passengers for years, which has contributed to some of Muni’s delays.\u003c/p>\n\u003cp>The start of the pilot program caused some confusion among tech shuttle passengers today as buses started using new or different Muni stops. The shuttles are now limited to about 100 Muni stops, and the shuttle operators have to pay$3.55 per bus per stop to cover the cost of the program.\u003c/p>\n\u003cp>Kristen Holland, a spokeswoman for the SFMTA, said: “We wanted to make sure that these shuttles could still operate since they are still taking individual car trips off the road, which is a goal of ours, helps Muni, helps all of our transportation system work better. But it needed to work better with Muni.”\u003c/p>\n\u003cp>The shuttles also have to display green placards with an identification number on the front and back bumpers, so SFMTA officials can issue citations and track complaints.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Critics say the shuttles are contributing to a higher cost of living in the city — one UC Berkeley student argued in her master’s thesis in city planning that \u003ca href=\"http://svenworld.com/wp-content/uploads/2014/01/Goldman_PRFinal.pdf\">rents are higher around tech shuttle stops.\u003c/a>\u003c/p>\n\u003cp>This morning, a small protest led by advocates for seniors and people with disabilities briefly disrupted several bus departures.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The shuttle pilot program is scheduled to last 18 months.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Bay Bridge Report: Caltrans Worked to Keep Construction Flaws Quiet",
"title": "Bay Bridge Report: Caltrans Worked to Keep Construction Flaws Quiet",
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"content": "\u003cp>\u003cstrong>By \u003ca href=\"https://twitter.com/JWilliamsAP\" target=\"_blank\">Juliet Williams\u003c/a>\u003cbr>\nAssociated Press\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_126963\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\">\u003cimg class=\"size-full wp-image-126963\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\" alt=\"The new eastern span of the Bay Bridge shortly before it opened last September. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"433\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The new eastern span of the Bay Bridge shortly before it opened last September. (Justin Sullivan/Getty Images) \u003ccite>( Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>SACRAMENTO -- Senior officials who oversaw construction of the $6.5 billion eastern span of the San Francisco-Oakland Bay Bridge repeatedly and deliberately brushed off criticism about construction problems and sought to keep information secret as part of an \"institutionalized, if not malicious, lack of transparency in the project,\" a state Senate investigative report released Thursday found.\u003c/p>\n\u003cp>The 64-page report, commissioned by the Senate Committee on Transportation and Housing in the wake of numerous media reports about construction flaws, cost overruns and delays, found a pattern of mismanagement among Caltrans officials and systemic failures in the way problems were reported and tracked.\u003c/p>\n\u003cp>However, none of the dozens of people interviewed has said the bridge is unsafe, the report said. (Report embedded below: \"\u003ca href=\"#baybridgereport\">San Francisco-Oakland Bay Bridge: Basic Reforms for the Future\u003c/a>.\")\u003c/p>\n\u003cp>\"Even the most aggrieved critics involved in the construction say they have confidence in the integrity of the structure,\" the report said, though many believe \"the officially estimated 150-year lifespan is exaggerated.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"It is the finding of this investigation that those involved in overseeing the project have attempted to keep many serious allegations quiet, rather than dealing with them in an open, businesslike manner,\" the report said.\u003c/p>\n\u003cp>Most of the serious criticisms of the project were revealed by the news media rather than by government agencies.\u003c/p>\n\u003cp>Caltrans Director Malcolm Dougherty called the report flawed and said it failed to incorporate many of the corrections his agency pointed out after a draft was discussed at a hearing in January. (Embedded below: \u003ca href=\"#caltransresponse\">Official Caltrans response to Bay Bridge report\u003c/a>.\u003c/p>\n\u003cp>\"This report rehashes issues that have been investigated, reviewed and in many cases resolved,\" Dougherty said in a written statement. \"Any concerns about welds, anchor rods, tendons, leaks, and foundation testing have been investigated, in many cases by outside experts, and resolved.\"\u003c/p>\n\u003cp>The report came the same day a separate review by an independent panel of engineers found the engineering and design work met safety standards.\u003c/p>\n\u003cp>Dougherty acknowledged that the process was too secretive, partly because the legislation that created the toll bridge oversight committee for the bridge exempted it from California's open meetings law.\u003c/p>\n\u003cp>In retrospect, that was a mistake, Dougherty said in an interview.\u003c/p>\n\u003cp>The new state Senate report says there was an unspoken directive not to document problems in writing. Dougherty said that while he was not present for many of the verbal conversations referenced in the report, in his 24 years at the agency, \"I have never run into this non-documentation.\"\u003c/p>\n\u003cp>\"I would hope that I'd be able to say that it's not the culture of the agency,\" he said, adding that officials have specific requirements about daily reports and how to document them. \"There should not be any direction not to document any issues.\"\u003c/p>\n\u003cp>The report also affirms reporting by the Sacramento Bee that Caltrans knowingly accepted potentially hazardous work by a Chinese firm that welded most of the new roadway and tower.\u003c/p>\n\u003cp>Numerous inspectors, both private contractors and Caltrans employees, said they raised red flags about cracked welds on deck panels. A mandatory state audit found the Shanghai company was inexperienced and its employees were not well trained.\u003c/p>\n\u003cp>One contractor assigned to inspect the panels said he was admonished by senior Caltrans officials for being \"too rigorous.\" His firm's contract was not renewed when it expired in 2008. The report concluded it was one of numerous instances in which people and companies were punished for pointing out problems.\u003c/p>\n\u003cp>The report, which will be discussed at a hearing next Tuesday of the Transportation and Housing Committee, also found:\u003c/p>\n\u003cul>\n\u003cli>Objections that would further delay the project were rejected.\u003c/li>\n\u003cli>The state has spent $13 million on a database system designed to track bridge welding and address an outdated record-keeping system, but the system is still not available after seven years.\u003c/li>\n\u003cli>Some engineers were told to send critical emails without a subject line so they would be harder to retrieve in a public records request.\u003c/li>\n\u003c/ul>\n\u003cp>\u003ca id=\"baybridgereport\">\u003c/a>\u003ciframe id=\"doc_91788\" class=\"scribd_iframe_embed\" src=\"//www.scribd.com/embeds/235623599/content?start_page=1&view_mode=scroll&show_recommendations=false\" width=\"100%\" height=\"600\" frameborder=\"0\" scrolling=\"no\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca id=\"caltransresponse\">\u003c/a>\u003ciframe id=\"doc_33703\" class=\"scribd_iframe_embed\" src=\"//www.scribd.com/embeds/235625117/content?start_page=1&view_mode=scroll&show_recommendations=false\" width=\"100%\" height=\"600\" frameborder=\"0\" scrolling=\"no\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>By \u003ca href=\"https://twitter.com/JWilliamsAP\" target=\"_blank\">Juliet Williams\u003c/a>\u003cbr>\nAssociated Press\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_126963\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\">\u003cimg class=\"size-full wp-image-126963\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\" alt=\"The new eastern span of the Bay Bridge shortly before it opened last September. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"433\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The new eastern span of the Bay Bridge shortly before it opened last September. (Justin Sullivan/Getty Images) \u003ccite>( Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>SACRAMENTO -- Senior officials who oversaw construction of the $6.5 billion eastern span of the San Francisco-Oakland Bay Bridge repeatedly and deliberately brushed off criticism about construction problems and sought to keep information secret as part of an \"institutionalized, if not malicious, lack of transparency in the project,\" a state Senate investigative report released Thursday found.\u003c/p>\n\u003cp>The 64-page report, commissioned by the Senate Committee on Transportation and Housing in the wake of numerous media reports about construction flaws, cost overruns and delays, found a pattern of mismanagement among Caltrans officials and systemic failures in the way problems were reported and tracked.\u003c/p>\n\u003cp>However, none of the dozens of people interviewed has said the bridge is unsafe, the report said. (Report embedded below: \"\u003ca href=\"#baybridgereport\">San Francisco-Oakland Bay Bridge: Basic Reforms for the Future\u003c/a>.\")\u003c/p>\n\u003cp>\"Even the most aggrieved critics involved in the construction say they have confidence in the integrity of the structure,\" the report said, though many believe \"the officially estimated 150-year lifespan is exaggerated.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"It is the finding of this investigation that those involved in overseeing the project have attempted to keep many serious allegations quiet, rather than dealing with them in an open, businesslike manner,\" the report said.\u003c/p>\n\u003cp>Most of the serious criticisms of the project were revealed by the news media rather than by government agencies.\u003c/p>\n\u003cp>Caltrans Director Malcolm Dougherty called the report flawed and said it failed to incorporate many of the corrections his agency pointed out after a draft was discussed at a hearing in January. (Embedded below: \u003ca href=\"#caltransresponse\">Official Caltrans response to Bay Bridge report\u003c/a>.\u003c/p>\n\u003cp>\"This report rehashes issues that have been investigated, reviewed and in many cases resolved,\" Dougherty said in a written statement. \"Any concerns about welds, anchor rods, tendons, leaks, and foundation testing have been investigated, in many cases by outside experts, and resolved.\"\u003c/p>\n\u003cp>The report came the same day a separate review by an independent panel of engineers found the engineering and design work met safety standards.\u003c/p>\n\u003cp>Dougherty acknowledged that the process was too secretive, partly because the legislation that created the toll bridge oversight committee for the bridge exempted it from California's open meetings law.\u003c/p>\n\u003cp>In retrospect, that was a mistake, Dougherty said in an interview.\u003c/p>\n\u003cp>The new state Senate report says there was an unspoken directive not to document problems in writing. Dougherty said that while he was not present for many of the verbal conversations referenced in the report, in his 24 years at the agency, \"I have never run into this non-documentation.\"\u003c/p>\n\u003cp>\"I would hope that I'd be able to say that it's not the culture of the agency,\" he said, adding that officials have specific requirements about daily reports and how to document them. \"There should not be any direction not to document any issues.\"\u003c/p>\n\u003cp>The report also affirms reporting by the Sacramento Bee that Caltrans knowingly accepted potentially hazardous work by a Chinese firm that welded most of the new roadway and tower.\u003c/p>\n\u003cp>Numerous inspectors, both private contractors and Caltrans employees, said they raised red flags about cracked welds on deck panels. A mandatory state audit found the Shanghai company was inexperienced and its employees were not well trained.\u003c/p>\n\u003cp>One contractor assigned to inspect the panels said he was admonished by senior Caltrans officials for being \"too rigorous.\" His firm's contract was not renewed when it expired in 2008. The report concluded it was one of numerous instances in which people and companies were punished for pointing out problems.\u003c/p>\n\u003cp>The report, which will be discussed at a hearing next Tuesday of the Transportation and Housing Committee, also found:\u003c/p>\n\u003cul>\n\u003cli>Objections that would further delay the project were rejected.\u003c/li>\n\u003cli>The state has spent $13 million on a database system designed to track bridge welding and address an outdated record-keeping system, but the system is still not available after seven years.\u003c/li>\n\u003cli>Some engineers were told to send critical emails without a subject line so they would be harder to retrieve in a public records request.\u003c/li>\n\u003c/ul>\n\u003cp>\u003ca id=\"baybridgereport\">\u003c/a>\u003ciframe id=\"doc_91788\" class=\"scribd_iframe_embed\" src=\"//www.scribd.com/embeds/235623599/content?start_page=1&view_mode=scroll&show_recommendations=false\" width=\"100%\" height=\"600\" frameborder=\"0\" scrolling=\"no\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca id=\"caltransresponse\">\u003c/a>\u003ciframe id=\"doc_33703\" class=\"scribd_iframe_embed\" src=\"//www.scribd.com/embeds/235625117/content?start_page=1&view_mode=scroll&show_recommendations=false\" width=\"100%\" height=\"600\" frameborder=\"0\" scrolling=\"no\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_143552\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS3938_high-speed-rail20111118-hpr.jpg\">\u003cimg class=\"size-medium wp-image-143552\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS3938_high-speed-rail20111118-hpr-640x366.jpg\" alt=\"Rendering of high-speed rail. (Courtesy the High-Speed Rail Authority)\" width=\"640\" height=\"366\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Rendering of high-speed rail. (Courtesy the High-Speed Rail Authority)\u003c/figcaption>\u003c/figure>\n\u003cp>A state appeals court has delivered a much-needed win for California’s controversial $68 billion High-Speed Rail project.\u003c/p>\n\u003cp>\u003ca href=\"http://www.courts.ca.gov/opinions/documents/C075668.PDF\">In a Thursday evening ruling\u003c/a>, California’s 3\u003csup>rd\u003c/sup> Court of Appeals overturned \u003ca href=\"http://www.reuters.com/article/2013/11/26/us-california-highspeedrail-idUSBRE9AP02520131126\">two November 2013 decisions by a Sacramento judge\u003c/a> blocking the project from tapping into $8 billion in state bond money, and throwing out the proposed San Francisco-to-Los Angeles rail line’s business plan.\u003c/p>\n\u003cp>“Contrary to the trial court's determination, the High-Speed Passenger Train Finance Committee properly found that issuance of bonds for the project was necessary or desirable,” the court ruled, ordering Judge Michael Kenny to validate bond sales financing the project’s initial construction phase.\u003c/p>\n\u003cp>“Without a validation the state could not go to the financial markets to sell the bonds that were approved by the voters (in 2008),” said Brown Administration spokesman H.D. Palmer. “Absent an appeal to the (state) Supreme Court, the 3\u003csup>rd\u003c/sup> District Court of Appeal has now given the state the green light to go forward and sell those bonds.”\u003c/p>\n\u003cp>It’s unclear at this time whether rail opponents will appeal the decision. “I’ve got to talk to my clients, but I suspect they may well appeal it,” said Stuart Flashman, who represents Kings County and others who challenged the project’s legal authority. “Obviously we’re very disappointed. …This ruling, I’m afraid, lets (the rail project) slide on forward.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Governor Jerry Brown has made the rail project a top priority, despite growing concerns from lawmakers in both parties – but primarily Republicans – about the project’s growing cost and feasibility. \u003ca href=\"http://www.sacbee.com/2014/06/12/6480411/budget-deal-spends-cap-and-trade.html\">This year’s state budget allocated $250 million\u003c/a> in cap-and-trade auction revenue for the rail project.\u003c/p>\n\u003cp>Read the full ruling below:\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">\n\u003c/p>\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">\u003ca style=\"text-decoration: underline\" title=\"View California High-Speed Rail Appeal Court Ruling on Scribd\" href=\"http://www.scribd.com/doc/235582454/California-High-Speed-Rail-Appeal-Court-Ruling\">California High-Speed Rail Appeal Court Ruling\u003c/a> by \u003ca style=\"text-decoration: underline\" title=\"View KQED News's profile on Scribd\" href=\"http://www.scribd.com/KQED_News\">KQED News\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ciframe id=\"doc_28795\" class=\"scribd_iframe_embed\" src=\"//www.scribd.com/embeds/235582454/content?start_page=1&view_mode=scroll&access_key=key-gTwD2wbxcpECyaYSbO5p&show_recommendations=false\" width=\"640\" height=\"853\" frameborder=\"0\" scrolling=\"no\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_143552\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS3938_high-speed-rail20111118-hpr.jpg\">\u003cimg class=\"size-medium wp-image-143552\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS3938_high-speed-rail20111118-hpr-640x366.jpg\" alt=\"Rendering of high-speed rail. (Courtesy the High-Speed Rail Authority)\" width=\"640\" height=\"366\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Rendering of high-speed rail. (Courtesy the High-Speed Rail Authority)\u003c/figcaption>\u003c/figure>\n\u003cp>A state appeals court has delivered a much-needed win for California’s controversial $68 billion High-Speed Rail project.\u003c/p>\n\u003cp>\u003ca href=\"http://www.courts.ca.gov/opinions/documents/C075668.PDF\">In a Thursday evening ruling\u003c/a>, California’s 3\u003csup>rd\u003c/sup> Court of Appeals overturned \u003ca href=\"http://www.reuters.com/article/2013/11/26/us-california-highspeedrail-idUSBRE9AP02520131126\">two November 2013 decisions by a Sacramento judge\u003c/a> blocking the project from tapping into $8 billion in state bond money, and throwing out the proposed San Francisco-to-Los Angeles rail line’s business plan.\u003c/p>\n\u003cp>“Contrary to the trial court's determination, the High-Speed Passenger Train Finance Committee properly found that issuance of bonds for the project was necessary or desirable,” the court ruled, ordering Judge Michael Kenny to validate bond sales financing the project’s initial construction phase.\u003c/p>\n\u003cp>“Without a validation the state could not go to the financial markets to sell the bonds that were approved by the voters (in 2008),” said Brown Administration spokesman H.D. Palmer. “Absent an appeal to the (state) Supreme Court, the 3\u003csup>rd\u003c/sup> District Court of Appeal has now given the state the green light to go forward and sell those bonds.”\u003c/p>\n\u003cp>It’s unclear at this time whether rail opponents will appeal the decision. “I’ve got to talk to my clients, but I suspect they may well appeal it,” said Stuart Flashman, who represents Kings County and others who challenged the project’s legal authority. “Obviously we’re very disappointed. …This ruling, I’m afraid, lets (the rail project) slide on forward.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Governor Jerry Brown has made the rail project a top priority, despite growing concerns from lawmakers in both parties – but primarily Republicans – about the project’s growing cost and feasibility. \u003ca href=\"http://www.sacbee.com/2014/06/12/6480411/budget-deal-spends-cap-and-trade.html\">This year’s state budget allocated $250 million\u003c/a> in cap-and-trade auction revenue for the rail project.\u003c/p>\n\u003cp>Read the full ruling below:\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">\n\u003c/p>\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">\u003ca style=\"text-decoration: underline\" title=\"View California High-Speed Rail Appeal Court Ruling on Scribd\" href=\"http://www.scribd.com/doc/235582454/California-High-Speed-Rail-Appeal-Court-Ruling\">California High-Speed Rail Appeal Court Ruling\u003c/a> by \u003ca style=\"text-decoration: underline\" title=\"View KQED News's profile on Scribd\" href=\"http://www.scribd.com/KQED_News\">KQED News\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ciframe id=\"doc_28795\" class=\"scribd_iframe_embed\" src=\"//www.scribd.com/embeds/235582454/content?start_page=1&view_mode=scroll&access_key=key-gTwD2wbxcpECyaYSbO5p&show_recommendations=false\" width=\"640\" height=\"853\" frameborder=\"0\" scrolling=\"no\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_143508\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/176645523.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-143508\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/176645523-640x410.jpg\" alt=\"Vehicle charging stations at Tesla Motors plant in Fremont. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"410\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Vehicle charging stations at Tesla Motors plant in Fremont. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>From the “You Never Know When You Might Need a Nice Hole in the Ground” Department:\u003c/p>\n\u003cp>Palo Alto’s Tesla Motors has created a stir with two announcements today: First, it will \u003ca href=\"http://asia.nikkei.com/Business/Deals/With-Tesla-deal-Panasonic-sees-risk-and-reward\" target=\"_blank\" rel=\"noopener\">partner with Japan’s Panasonic\u003c/a> on battery production at its much anticipated Gigafactory. And second, it has broken ground on a Gigafactory site outside Reno.\u003c/p>\n\u003cp>Normally, news of a factory groundbreaking might suggest a factory will actually be built at the site where ground has been broken. But Tesla is quick to say that the Nevada site is only “potentially” the location of the $5 billion Gigafactory. That’s because the facility is still the focus of a bidding war among several states. Here’s how Tesla explains the situation in \u003ca href=\"http://ir.teslamotors.com/secfiling.cfm?filingID=1193125-14-289598&CIK=1318605\" target=\"_blank\" rel=\"noopener\"> its Form 8-K report on current activities released today\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Consistent with our strategy to identify and break ground on multiple sites, we continue to evaluate other locations in Arizona, California, New Mexico and Texas. The final site for the first Gigafactory will be determined in the next few months, once we have full visibility and agreement on the relevant incentives and processes for enabling the Gigafactory to be fully operational to meet the timing for Model 3. We see these concurrent efforts as prudent. This vehicle will be our third-generation product and will substantially broaden the addressable market for Tesla, helping to accelerate the transition towards sustainable transportation. Any potentially duplicative investments are minor compared to the revenue that could be lost if the launch of Model 3 were affected by any delays at our primary Gigafactory site.\u003c/p>\u003c/blockquote>\n\u003cp>Tesla’s statement doesn’t really help you visualize the scale of the Nevada site, on Interstate 80 about 25 miles east of downtown Reno. \u003ca href=\"http://www.rgj.com/story/money/business/2014/07/31/tesla-confirms-reno-is-a-finalist-for-gigafactory-site/13424581/\" target=\"_blank\" rel=\"noopener\">The Reno Gazette-Journal’s story on the development\u003c/a> does:\u003c/p>\n\u003cblockquote>\u003cp>Lance Gilman, the developer of the industrial center where Tesla is doing work, told the RGJ Thursday the project is one of the largest grading projects ever in the United States.\u003c/p>\n\u003cp>“We have finished a superpad to accommodate 5 million square feet,” Gilman said. “We moved several million cubic yards of material.”\u003c/p>\n\u003cp>He added Tesla is still working on other sites.\u003c/p>\n\u003cp>“Speed is critical to them. We finished this in 3 1/2 weeks,” he said. “There’s nowhere else in world you can get a project up as fast as here. Tesla can start pouring concrete next week if they desire.”\u003c/p>\n\u003cp>Gilman said reports of Tesla stopping work at the Northern Nevada industrial center are partially true.\u003c/p>\n\u003cp>“They have reached transition point that they’re going to add square feet,” he said.\u003c/p>\u003c/blockquote>\n\u003cp>The guy is saying they’ve excavated a 5-million-square-foot site? That’s roughly the size of 80 football fields. And they’ve moved “several million” cubic yards of material? Assuming conservatively they mean 3 million cubic yards, that would be the volume of 1,200 Olympic swimming pools.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But the numbers that really count are the ones attached to dollar signs. As part of its deal with Tesla, Panasonic is expected to invest about $1 billion, mostly in battery-making equipment at the new plant. Tesla has said it will spend up to $5 billion on the facility, which is expected to employ about 6,500 people. Wherever it’s built.\u003c/p>\n\u003cp>The magnitude of the investment, the jobs and the prestige that would go along with winning a high-profile competition for a cutting-edge manufacturing facility have fueled the competition for the plant. City officials in Tucson, Arizona, \u003ca href=\"http://tucson.com/business/local/tucson-to-tesla-motors-your-building-permit-is-ready/article_c705ad7a-10b2-579e-9b4c-35e03fd54676.html\" target=\"_blank\" rel=\"noopener\">have approved a building permit\u003c/a> for the plant without waiting for an application from the company.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>For its part, \u003ca href=\"http://www.mercurynews.com/business/ci_26126667/new-california-tax-credit-would-benefit-tesla-gigafactory\" target=\"_blank\" rel=\"noopener\">California has enacted a massive industrial tax credit\u003c/a> that apparently would benefit Tesla if it decides to build the Gigafactory here.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_143508\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/176645523.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-143508\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/176645523-640x410.jpg\" alt=\"Vehicle charging stations at Tesla Motors plant in Fremont. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"410\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Vehicle charging stations at Tesla Motors plant in Fremont. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>From the “You Never Know When You Might Need a Nice Hole in the Ground” Department:\u003c/p>\n\u003cp>Palo Alto’s Tesla Motors has created a stir with two announcements today: First, it will \u003ca href=\"http://asia.nikkei.com/Business/Deals/With-Tesla-deal-Panasonic-sees-risk-and-reward\" target=\"_blank\" rel=\"noopener\">partner with Japan’s Panasonic\u003c/a> on battery production at its much anticipated Gigafactory. And second, it has broken ground on a Gigafactory site outside Reno.\u003c/p>\n\u003cp>Normally, news of a factory groundbreaking might suggest a factory will actually be built at the site where ground has been broken. But Tesla is quick to say that the Nevada site is only “potentially” the location of the $5 billion Gigafactory. That’s because the facility is still the focus of a bidding war among several states. Here’s how Tesla explains the situation in \u003ca href=\"http://ir.teslamotors.com/secfiling.cfm?filingID=1193125-14-289598&CIK=1318605\" target=\"_blank\" rel=\"noopener\"> its Form 8-K report on current activities released today\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Consistent with our strategy to identify and break ground on multiple sites, we continue to evaluate other locations in Arizona, California, New Mexico and Texas. The final site for the first Gigafactory will be determined in the next few months, once we have full visibility and agreement on the relevant incentives and processes for enabling the Gigafactory to be fully operational to meet the timing for Model 3. We see these concurrent efforts as prudent. This vehicle will be our third-generation product and will substantially broaden the addressable market for Tesla, helping to accelerate the transition towards sustainable transportation. Any potentially duplicative investments are minor compared to the revenue that could be lost if the launch of Model 3 were affected by any delays at our primary Gigafactory site.\u003c/p>\u003c/blockquote>\n\u003cp>Tesla’s statement doesn’t really help you visualize the scale of the Nevada site, on Interstate 80 about 25 miles east of downtown Reno. \u003ca href=\"http://www.rgj.com/story/money/business/2014/07/31/tesla-confirms-reno-is-a-finalist-for-gigafactory-site/13424581/\" target=\"_blank\" rel=\"noopener\">The Reno Gazette-Journal’s story on the development\u003c/a> does:\u003c/p>\n\u003cblockquote>\u003cp>Lance Gilman, the developer of the industrial center where Tesla is doing work, told the RGJ Thursday the project is one of the largest grading projects ever in the United States.\u003c/p>\n\u003cp>“We have finished a superpad to accommodate 5 million square feet,” Gilman said. “We moved several million cubic yards of material.”\u003c/p>\n\u003cp>He added Tesla is still working on other sites.\u003c/p>\n\u003cp>“Speed is critical to them. We finished this in 3 1/2 weeks,” he said. “There’s nowhere else in world you can get a project up as fast as here. Tesla can start pouring concrete next week if they desire.”\u003c/p>\n\u003cp>Gilman said reports of Tesla stopping work at the Northern Nevada industrial center are partially true.\u003c/p>\n\u003cp>“They have reached transition point that they’re going to add square feet,” he said.\u003c/p>\u003c/blockquote>\n\u003cp>The guy is saying they’ve excavated a 5-million-square-foot site? That’s roughly the size of 80 football fields. And they’ve moved “several million” cubic yards of material? Assuming conservatively they mean 3 million cubic yards, that would be the volume of 1,200 Olympic swimming pools.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But the numbers that really count are the ones attached to dollar signs. As part of its deal with Tesla, Panasonic is expected to invest about $1 billion, mostly in battery-making equipment at the new plant. Tesla has said it will spend up to $5 billion on the facility, which is expected to employ about 6,500 people. Wherever it’s built.\u003c/p>\n\u003cp>The magnitude of the investment, the jobs and the prestige that would go along with winning a high-profile competition for a cutting-edge manufacturing facility have fueled the competition for the plant. City officials in Tucson, Arizona, \u003ca href=\"http://tucson.com/business/local/tucson-to-tesla-motors-your-building-permit-is-ready/article_c705ad7a-10b2-579e-9b4c-35e03fd54676.html\" target=\"_blank\" rel=\"noopener\">have approved a building permit\u003c/a> for the plant without waiting for an application from the company.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>For its part, \u003ca href=\"http://www.mercurynews.com/business/ci_26126667/new-california-tax-credit-would-benefit-tesla-gigafactory\" target=\"_blank\" rel=\"noopener\">California has enacted a massive industrial tax credit\u003c/a> that apparently would benefit Tesla if it decides to build the Gigafactory here.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART's Oakland Airport Connector Passes Crucial Test",
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"content": "\u003cfigure id=\"attachment_143401\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11356_photo-1.JPG-alt_132.jpg\">\u003cimg class=\"size-medium wp-image-143401\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11356_photo-1.JPG-alt_132-640x480.jpg\" alt=\"One of the trains for BART's Oakland Airport Connector. (Isabel Angell/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">One of the trains for BART's Oakland Airport Connector. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>BART's Oakland Airport Connector has reached a new milestone this week: A train completed its first fully automated loop around the system from the Coliseum station to airport terminals.\u003c/p>\n\u003cp>The Oakland Airport Connector runs on a cable system — pretty similar to the San Francisco cable cars, but without drivers. The system has four cable loops and one train per cable. The trains automatically switch cables four times: once at each end, and halfway between the two stops.\u003c/p>\n\u003cp>That halfway point is called the wheelhouse, and inside are four giant wheels with spinning cables. The noise from those spinning cables is almost deafening.\u003c/p>\n\u003cfigure id=\"attachment_143398\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11358_photo-2.JPG-alt_133.jpg\">\u003cimg class=\"size-medium wp-image-143398\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11358_photo-2.JPG-alt_133-640x480.jpg\" alt=\"Inside the Wheelhouse for BART's Oakland Airport Connector, one of the giant wheels spins a cable to pull the train along. (Isabel Angell/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Inside the Wheelhouse for BART's Oakland Airport Connector, one of the giant wheels spins a cable to pull the train along. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>But outside, the trains are almost silent. You can barely hear cars as they approach.\u003c/p>\n\u003cp>\"There's no motors. The only hum you hear is from the air conditioner. Otherwise, it's going to be dead silent.\" said project manager Tom Dunscombe.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"It's going to be like riding on a cloud. It's amazing,\" said Dean Hurst of \u003ca href=\"http://www.doppelmayr.com/en/\" target=\"_blank\">Doppelmayr, an Austrian company\u003c/a> that specializes in cable cars and other \"ropeway\" technologies.\u003c/p>\n\u003cp>\"The suspension and the ride quality is excellent,\" Hurst added.\u003c/p>\n\u003cp>The connector will replace AirBart, a tried-and-true shuttle bus system that's been running since the 1970s.\u003c/p>\n\u003cp>\"Between the Coliseum and the airport and back there's nine intersections, and traffic can vary day to day depending on what events are happening,\" Dunscombe said. \"So, as was said, the reliability should be much greater. So we're going to be delivering trains about every 4½ minutes to the Coliseum and to the airport.\"\u003c/p>\n\u003cfigure id=\"attachment_143399\" class=\"wp-caption aligncenter\" style=\"max-width: 467px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11360_photo.JPG-alt_134.jpg\">\u003cimg class=\"size-full wp-image-143399\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11360_photo.JPG-alt_134.jpg\" alt=\"A look inside one of the trains for BART's Oakland Airport Connector. The sandbags simulate a full load. (Isabel Angell/KQED)\" width=\"467\" height=\"350\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A look inside one of the trains for BART's Oakland Airport Connector. The sandbags simulate a full load. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The $484 million connector is scheduled to open in November. Each ride will cost $6 one way. A BART spokesman said senior, youth and disability discounts would apply to the fare. Airport workers will pay $2 per ride.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>So far, the project is on time and on budget.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_143401\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11356_photo-1.JPG-alt_132.jpg\">\u003cimg class=\"size-medium wp-image-143401\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11356_photo-1.JPG-alt_132-640x480.jpg\" alt=\"One of the trains for BART's Oakland Airport Connector. (Isabel Angell/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">One of the trains for BART's Oakland Airport Connector. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>BART's Oakland Airport Connector has reached a new milestone this week: A train completed its first fully automated loop around the system from the Coliseum station to airport terminals.\u003c/p>\n\u003cp>The Oakland Airport Connector runs on a cable system — pretty similar to the San Francisco cable cars, but without drivers. The system has four cable loops and one train per cable. The trains automatically switch cables four times: once at each end, and halfway between the two stops.\u003c/p>\n\u003cp>That halfway point is called the wheelhouse, and inside are four giant wheels with spinning cables. The noise from those spinning cables is almost deafening.\u003c/p>\n\u003cfigure id=\"attachment_143398\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11358_photo-2.JPG-alt_133.jpg\">\u003cimg class=\"size-medium wp-image-143398\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11358_photo-2.JPG-alt_133-640x480.jpg\" alt=\"Inside the Wheelhouse for BART's Oakland Airport Connector, one of the giant wheels spins a cable to pull the train along. (Isabel Angell/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Inside the Wheelhouse for BART's Oakland Airport Connector, one of the giant wheels spins a cable to pull the train along. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>But outside, the trains are almost silent. You can barely hear cars as they approach.\u003c/p>\n\u003cp>\"There's no motors. The only hum you hear is from the air conditioner. Otherwise, it's going to be dead silent.\" said project manager Tom Dunscombe.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"It's going to be like riding on a cloud. It's amazing,\" said Dean Hurst of \u003ca href=\"http://www.doppelmayr.com/en/\" target=\"_blank\">Doppelmayr, an Austrian company\u003c/a> that specializes in cable cars and other \"ropeway\" technologies.\u003c/p>\n\u003cp>\"The suspension and the ride quality is excellent,\" Hurst added.\u003c/p>\n\u003cp>The connector will replace AirBart, a tried-and-true shuttle bus system that's been running since the 1970s.\u003c/p>\n\u003cp>\"Between the Coliseum and the airport and back there's nine intersections, and traffic can vary day to day depending on what events are happening,\" Dunscombe said. \"So, as was said, the reliability should be much greater. So we're going to be delivering trains about every 4½ minutes to the Coliseum and to the airport.\"\u003c/p>\n\u003cfigure id=\"attachment_143399\" class=\"wp-caption aligncenter\" style=\"max-width: 467px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11360_photo.JPG-alt_134.jpg\">\u003cimg class=\"size-full wp-image-143399\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11360_photo.JPG-alt_134.jpg\" alt=\"A look inside one of the trains for BART's Oakland Airport Connector. The sandbags simulate a full load. (Isabel Angell/KQED)\" width=\"467\" height=\"350\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A look inside one of the trains for BART's Oakland Airport Connector. The sandbags simulate a full load. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The $484 million connector is scheduled to open in November. Each ride will cost $6 one way. A BART spokesman said senior, youth and disability discounts would apply to the fare. Airport workers will pay $2 per ride.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>So far, the project is on time and on budget.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "DeSaulnier Wants Criminal Probe of Bay Bridge Construction",
"title": "DeSaulnier Wants Criminal Probe of Bay Bridge Construction",
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"content": "\u003cfigure id=\"attachment_107955\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/08/Bay-bridge-640.jpg\">\u003cimg class=\"size-full wp-image-107955\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/08/Bay-bridge-640.jpg\" alt=\"Bay Bridge's new eastern span before it opened on Labor Day 2013. (Andrew Stelzer/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Bridge's new eastern span before it opened on Labor Day 2013. (Andrew Stelzer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The new eastern span of the Bay Bridge has been open nearly 11 months now. But the controversy over construction problems and cost overruns on the structure, which has been building for years, shows no sign of abating.\u003c/p>\n\u003cp>The latest sign: State Sen. Mark DeSaulnier (D-Concord) called, \u003ca href=\"http://www.sacbee.com/2014/07/26/6584786/state-senator-calls-for-criminal.html\" target=\"_blank\">via a story in the Sacramento Bee\u003c/a> over the weekend, for a criminal investigation into the construction issues. DeSaulnier says a report that his Senate Transportation and Housing Committee will release this week shows that Caltrans knowingly accepted substandard work at public expense.\u003c/p>\n\u003cp>The new report, which follows \u003ca href=\"http://ww2.kqed.org/news/2014/01/23/state-senate-report-on-bay-bridge-construction\" target=\"_blank\">a draft released in January\u003c/a>, will be the subject of a Sacramento hearing next week. DeSaulnier told the Bee's Charles Piller, who has produced a long series of investigative stories on the woes that have attended the bridge's construction, that some of the testimony expected is \"quite disturbing.\"\u003c/p>\n\u003cp>DeSaulnier, \u003ca href=\"http://sd07.senate.ca.gov/biography\" target=\"_blank\">in his second term in the state Senate\u003c/a>, is running to replace retiring Rep. George Miller (D-Martinez) in Congress.\u003c/p>\n\u003cp>Just to review, here are some of the problems tied to the bridge's construction: political battles over the bridge's design; the failure of massive steel rods designed to anchor the span's seismic stability devices; questions about the soundness of steel used in more than 2,000 other steel rods and bolts; leaks in the bridge's skyway structure that exposed crucial steel tendons to moisture and corrosion; leaks in the suspension span that could corrode structural steel; cracked welds in sections of road deck; and steel particles in the suspension tower's gleaming white finish that are causing it to yellow prematurely.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The price tag for all that (and, yes, a functional bridge): $6.5 billion and counting (the San Francisco Chronicle's Phil Matier and Andrew Ross \u003ca href=\"http://www.sfgate.com/default/article/The-high-toll-of-needed-testing-on-Bay-Bridge-5650513.php\" target=\"_blank\">report today on the mounting bill\u003c/a> for testing the steel rods and bolts).\u003c/p>\n\u003cp>\u003ciframe width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/160730385&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\">\u003c/iframe>\u003c/p>\n\u003cp>In Piller's weekend story for the Bee, DeSaulnier said he wants independent authorities — experts who haven't been affiliated with the span's construction — to conduct a \"comprehensive review\" of the structure's defects. He also said he'd like the Federal Highway Administration to review Caltrans' handling of the project.\u003c/p>\n\u003cp>Caltrans Director Malcolm Dougherty told Piller he'd welcome further oversight, adding that he looks forward to next week's Senate hearing “as an opportunity to talk about why our confidence is so high” in the safety of the bridge.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Piller's story continues:\u003c/p>\n\u003cblockquote>\u003cp>Steve Heminger, executive director of the Metropolitan Transportation Commission and chairman of the oversight committee for Bay Bridge construction, recently said that some independent experts have “let perfect be the enemy of the good.” He and Caltrans say that the bridge is solid and will last 150 years. He declined to be interviewed for this story.\u003c/p>\n\u003cp>After years of delays and $5 billion in costs beyond the initial estimate, DeSaulnier said, neither he nor the public can passively accept such reassurances.\u003c/p>\n\u003cp>“We don’t know what we got for that – how much it will cost to maintain the bridge and what will happen when there’s another (major earthquake),” he said. “That’s three strikes to me. It’s a long way from perfection.”\u003c/p>\n\u003cp>DeSaulnier said officials have shown “indifference at the best, and at the worst, disdain, for the people who pay for the bridge” via taxes, and tolls that have risen sixfold since 1997.\u003c/p>\u003c/blockquote>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_107955\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/08/Bay-bridge-640.jpg\">\u003cimg class=\"size-full wp-image-107955\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/08/Bay-bridge-640.jpg\" alt=\"Bay Bridge's new eastern span before it opened on Labor Day 2013. (Andrew Stelzer/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Bridge's new eastern span before it opened on Labor Day 2013. (Andrew Stelzer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The new eastern span of the Bay Bridge has been open nearly 11 months now. But the controversy over construction problems and cost overruns on the structure, which has been building for years, shows no sign of abating.\u003c/p>\n\u003cp>The latest sign: State Sen. Mark DeSaulnier (D-Concord) called, \u003ca href=\"http://www.sacbee.com/2014/07/26/6584786/state-senator-calls-for-criminal.html\" target=\"_blank\">via a story in the Sacramento Bee\u003c/a> over the weekend, for a criminal investigation into the construction issues. DeSaulnier says a report that his Senate Transportation and Housing Committee will release this week shows that Caltrans knowingly accepted substandard work at public expense.\u003c/p>\n\u003cp>The new report, which follows \u003ca href=\"http://ww2.kqed.org/news/2014/01/23/state-senate-report-on-bay-bridge-construction\" target=\"_blank\">a draft released in January\u003c/a>, will be the subject of a Sacramento hearing next week. DeSaulnier told the Bee's Charles Piller, who has produced a long series of investigative stories on the woes that have attended the bridge's construction, that some of the testimony expected is \"quite disturbing.\"\u003c/p>\n\u003cp>DeSaulnier, \u003ca href=\"http://sd07.senate.ca.gov/biography\" target=\"_blank\">in his second term in the state Senate\u003c/a>, is running to replace retiring Rep. George Miller (D-Martinez) in Congress.\u003c/p>\n\u003cp>Just to review, here are some of the problems tied to the bridge's construction: political battles over the bridge's design; the failure of massive steel rods designed to anchor the span's seismic stability devices; questions about the soundness of steel used in more than 2,000 other steel rods and bolts; leaks in the bridge's skyway structure that exposed crucial steel tendons to moisture and corrosion; leaks in the suspension span that could corrode structural steel; cracked welds in sections of road deck; and steel particles in the suspension tower's gleaming white finish that are causing it to yellow prematurely.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The price tag for all that (and, yes, a functional bridge): $6.5 billion and counting (the San Francisco Chronicle's Phil Matier and Andrew Ross \u003ca href=\"http://www.sfgate.com/default/article/The-high-toll-of-needed-testing-on-Bay-Bridge-5650513.php\" target=\"_blank\">report today on the mounting bill\u003c/a> for testing the steel rods and bolts).\u003c/p>\n\u003cp>\u003ciframe width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/160730385&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\">\u003c/iframe>\u003c/p>\n\u003cp>In Piller's weekend story for the Bee, DeSaulnier said he wants independent authorities — experts who haven't been affiliated with the span's construction — to conduct a \"comprehensive review\" of the structure's defects. He also said he'd like the Federal Highway Administration to review Caltrans' handling of the project.\u003c/p>\n\u003cp>Caltrans Director Malcolm Dougherty told Piller he'd welcome further oversight, adding that he looks forward to next week's Senate hearing “as an opportunity to talk about why our confidence is so high” in the safety of the bridge.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Piller's story continues:\u003c/p>\n\u003cblockquote>\u003cp>Steve Heminger, executive director of the Metropolitan Transportation Commission and chairman of the oversight committee for Bay Bridge construction, recently said that some independent experts have “let perfect be the enemy of the good.” He and Caltrans say that the bridge is solid and will last 150 years. He declined to be interviewed for this story.\u003c/p>\n\u003cp>After years of delays and $5 billion in costs beyond the initial estimate, DeSaulnier said, neither he nor the public can passively accept such reassurances.\u003c/p>\n\u003cp>“We don’t know what we got for that – how much it will cost to maintain the bridge and what will happen when there’s another (major earthquake),” he said. “That’s three strikes to me. It’s a long way from perfection.”\u003c/p>\n\u003cp>DeSaulnier said officials have shown “indifference at the best, and at the worst, disdain, for the people who pay for the bridge” via taxes, and tolls that have risen sixfold since 1997.\u003c/p>\u003c/blockquote>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Major BART Delays Follow Reported Bomb Threat at Oakland's Coliseum Station",
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"content": "\u003cfigure id=\"attachment_142920\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/fruitvalebart072614.jpg\">\u003cimg class=\"wp-image-142920 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/fruitvalebart072614-640x361.jpg\" alt=\"The crowd at Oakland's Fruitvale Station amid major BART delays Friday morning. (@CALencioni/Twitter). \" width=\"640\" height=\"361\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The crowd at Oakland's Fruitvale Station amid major BART delays Friday morning. (\u003ca href=\"https://twitter.com/CALencioni/\" target=\"_blank\">@CALencioni\u003c/a>/Twitter).\u003c/figcaption>\u003c/figure>\n\u003cp>BART reports major delays throughout the system after a reported bomb threat at Oakland's Coliseum Station. The transit agency is urging riders to seek other forms of transportation.\u003c/p>\n\u003cp>\u003cstrong>Update, 9 a.m.: \u003c/strong>OK -- crisis over, everyone. The latest word from BART:\u003c/p>\n\u003cblockquote class=\"twitter-tweet\" lang=\"en\">\u003cp>BART recovering: coliseum has re-opened. We have established normal svc.\u003c/p>\n\u003cp>— SFBARTalert (@SFBARTalert) \u003ca href=\"https://twitter.com/SFBARTalert/statuses/492700840168550400\">July 25, 2014\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Update, 8:55 a.m.: \u003c/strong>Trains have resumed running through BART's Coliseum Station. Passengers are reportedly being allowed to enter the station, though they still can't get off trains there.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> BART spokesman Jim Allison says the bomb report came in via 911 at 7:40 a.m. The call came from a member of the public who said they had overheard someone else make the threat, Allison said.\u003c/p>\n\u003cp>The Coliseum Station closure directly impacts BART's Fremont-Richmond, Fremont-Daly City and Daly City-Dublin/Pleasanton lines, but delays have rippled through the entire system. Trains are turning around at the Fruitvale and San Leandro stations and are not running through the Coliseum Station.\u003c/p>\n\u003cblockquote class=\"twitter-tweet\" lang=\"en\">\u003cp>Coliseum Station remains closed due to police activity. Parallel bus service provided by AC Transit.\u003c/p>\n\u003cp>— SFBART (@SFBART) \u003ca href=\"https://twitter.com/SFBART/statuses/492694086294708226\">July 25, 2014\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>In an unrelated development, the BART system was awarded a Department of Homeland Security (DHS) transportation security grant of $17.4 million to secure the Transbay Tube against a potential terrorist attack.\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_142920\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/fruitvalebart072614.jpg\">\u003cimg class=\"wp-image-142920 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/fruitvalebart072614-640x361.jpg\" alt=\"The crowd at Oakland's Fruitvale Station amid major BART delays Friday morning. (@CALencioni/Twitter). \" width=\"640\" height=\"361\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The crowd at Oakland's Fruitvale Station amid major BART delays Friday morning. (\u003ca href=\"https://twitter.com/CALencioni/\" target=\"_blank\">@CALencioni\u003c/a>/Twitter).\u003c/figcaption>\u003c/figure>\n\u003cp>BART reports major delays throughout the system after a reported bomb threat at Oakland's Coliseum Station. The transit agency is urging riders to seek other forms of transportation.\u003c/p>\n\u003cp>\u003cstrong>Update, 9 a.m.: \u003c/strong>OK -- crisis over, everyone. The latest word from BART:\u003c/p>\n\u003cblockquote class=\"twitter-tweet\" lang=\"en\">\u003cp>BART recovering: coliseum has re-opened. We have established normal svc.\u003c/p>\n\u003cp>— SFBARTalert (@SFBARTalert) \u003ca href=\"https://twitter.com/SFBARTalert/statuses/492700840168550400\">July 25, 2014\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Update, 8:55 a.m.: \u003c/strong>Trains have resumed running through BART's Coliseum Station. Passengers are reportedly being allowed to enter the station, though they still can't get off trains there.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> BART spokesman Jim Allison says the bomb report came in via 911 at 7:40 a.m. The call came from a member of the public who said they had overheard someone else make the threat, Allison said.\u003c/p>\n\u003cp>The Coliseum Station closure directly impacts BART's Fremont-Richmond, Fremont-Daly City and Daly City-Dublin/Pleasanton lines, but delays have rippled through the entire system. Trains are turning around at the Fruitvale and San Leandro stations and are not running through the Coliseum Station.\u003c/p>\n\u003cblockquote class=\"twitter-tweet\" lang=\"en\">\u003cp>Coliseum Station remains closed due to police activity. Parallel bus service provided by AC Transit.\u003c/p>\n\u003cp>— SFBART (@SFBART) \u003ca href=\"https://twitter.com/SFBART/statuses/492694086294708226\">July 25, 2014\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>In an unrelated development, the BART system was awarded a Department of Homeland Security (DHS) transportation security grant of $17.4 million to secure the Transbay Tube against a potential terrorist attack.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Bikeway on San Francisco's Embarcadero a Step Closer to Reality ",
"title": "Bikeway on San Francisco's Embarcadero a Step Closer to Reality ",
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"content": "\u003cfigure id=\"attachment_142655\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11230_JV0A7528.jpg\">\u003cimg class=\"wp-image-142655 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11230_JV0A7528-640x426.jpg\" alt=\"The Embarcadero attracts many bicyclists, as well as cars and pedstrians. (Jeremy Raff/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Embarcadero attracts many bicyclists, as well as cars and pedestrians. (Jeremy Raff/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>When planners were redesigning the Embarcadero in the 1990s, where \u003ca href=\"http://foundsf.org/index.php?title=The_Embarcadero_Reborn\" target=\"_blank\">a quake-damaged double-deck freeway had been torn down\u003c/a> and the surface street later transformed into a boulevard, they opted against building a separated path for bicyclists.\u003c/p>\n\u003cp>Instead, standard bike lanes were chosen and \"cyclists who wanted to stay off the street would be permitted to use the promenade,\" according to \u003ca href=\"http://www.spur.org/sites/default/files/migrated/anchors/PATRI2009.pdf\" target=\"_blank\">a 2009 study conducted for SPUR\u003c/a>, the San Francisco Urban Planning and Research Association, which was featured in \u003ca href=\"http://sf.streetsblog.org/2009/10/14/spur-offers-a-thrilling-bike-path-proposal/\" target=\"_blank\">this Streetsblog San Francisco story\u003c/a>.\u003c/p>\n\u003cp>More than two decades later, the Embarcadero, with its breathtaking views and growing number of attractions, has become a big draw for tourists, locals and workers. And conflicts are increasing on the street and on the promenade between drivers, bicyclists and pedestrians. The city is also experiencing a population boom.\u003c/p>\n\u003cp>Now, after a decade of prodding from bike advocates, officials from a number of city agencies agree the time has come to reconfigure the street and build a protected bikeway.\u003c/p>\n\u003cp>“We’re excited that after many years of discussion, the city is launching an actual planning process that will result in great improvements,\" said Leah Shahum, executive director of the \u003ca href=\"http://www.sfbike.org/\">San Francisco Bicycle Coalition\u003c/a>. That public process, expected to last up to a year, begins tonight with \u003ca href=\"http://sfmta.com/zh-hant/calendar/meetings/embarcadero-enhancement-project-open-house\" target=\"_blank\">an open house\u003c/a> at Pier 1 that starts at 6 p.m.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The current green bike lanes on the Embarcadero can be troublesome because they're positioned between an auto lane and a parking lane. Bicyclists are often forced into car traffic to avoid shuttles, taxis, trucks and other vehicles that frequently block the bike lanes. That's why some bike riders prefer to stay on the promenade, where they feel safer.\u003c/p>\n\u003cp>Between 2006 and 2011, two pedestrians were killed and 84 people were injured on the Embarcadero while walking or riding a bicycle, according to the San Francisco Municipal Transportation Agency. Four pedestrians and three bicyclists were severely injured.\u003c/p>\n\u003cp>The most recent count by the SFMTA — taken two weeks ago between 4:30 p.m. and 5:30 p.m. at Embarcadero and Broadway -- found almost as many people walking as driving. People in cars accounted for 36 percent of those on the Embarcadero, while 32 percent were pedestrians, 23 percent were Muni passengers and 9 percent, or 550 people, were on bicycles.\u003c/p>\n\u003cfigure id=\"attachment_142783\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/Screen-Shot-2014-07-23-at-9.33.15-PM.png\">\u003cimg class=\"wp-image-142783 size-thumbnail\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/Screen-Shot-2014-07-23-at-9.33.15-PM-300x300.png\" alt=\"The San Francisco Bicycle Coalition's rendering of a protected bikeway along the Embarcadero. \" width=\"300\" height=\"300\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The San Francisco Bicycle Coalition's rendering of a protected bikeway along the Embarcadero.\u003c/figcaption>\u003c/figure>\n\u003cp>Bike advocates say building a continuous and protected two-way bikeway -- separated from auto traffic -- along the entire 3-mile-long Embarcadero would attract bicyclists of all ages. \u003ca href=\"http://usa.streetsblog.org/2014/06/03/protected-bike-lanes-attract-riders-wherever-they-appear/\" target=\"_blank\">Studies have shown\u003c/a> that \u003ca href=\"http://la.streetsblog.org/2014/07/21/protected-bike-lanes-grow-in-ca-as-cities-face-down-old-concerns/\" target=\"_blank\">protected bike lanes\u003c/a> improve safety and attract more riders.\u003c/p>\n\u003cp>\"This will also allow the many people walking on the promenade to do so safe and comfortably without conflict from bike traffic,\" Shahum said.\u003c/p>\n\u003cp>Last year, during the America's Cup, the SFMTA \u003ca href=\"http://sf.streetsblog.org/2013/09/17/temporary-bikeway-provides-glimpse-of-bike-friendly-embarcadero/\" target=\"_blank\">set up a temporary two-way bikeway along a portion of the Embarcadero\u003c/a> that was deemed a success.\u003c/p>\n\u003cp>The Bicycle Coalition would like to see a permanent bikeway constructed on the east side of the Embarcadero because it \"has far fewer conflict areas such as driveways or parking zones that would put people biking and driving in conflict with each other,\" said Shahum.\u003c/p>\n\u003cp>Patrick Golier, who is heading the \u003ca href=\"http://sfmta.com/projects-planning/projects/embarcadero-enhancement-project\" target=\"_blank\">Embarcadero Enhancement Project\u003c/a> for the SFMTA, said Port of San Francisco officials have \"emphasized and re-emphasized with us how oversubscribed the promenade [east] side is, and how undersubscribed the west side of the street is.\"\u003c/p>\n\u003cp>Golier said planners may examine how to make the west side more attractive for bicyclists and pedestrians but acknowledged some concerns, such as the number of cross streets and \"strange three-legged intersections\" that \"would need to be addressed through detailed design.\"\u003c/p>\n\u003cp>The diversity and physical constraints of the street, Golier pointed out, seem to change on a block-by-block basis and \"pretty much everything’s up in the air.\"\u003c/p>\n\u003cp>Shahum would like to see something akin to the \u003ca href=\"https://www.traillink.com/trail/hudson-river-greenway.aspx\" target=\"_blank\">Hudson River Greenway\u003c/a> in New York. A recommended design is expected to be presented by the fall of 2015.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We do intend to deliver a project that addresses safety and comfort concerns for everyone,\" said Golier.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_142655\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11230_JV0A7528.jpg\">\u003cimg class=\"wp-image-142655 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/RS11230_JV0A7528-640x426.jpg\" alt=\"The Embarcadero attracts many bicyclists, as well as cars and pedstrians. (Jeremy Raff/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Embarcadero attracts many bicyclists, as well as cars and pedestrians. (Jeremy Raff/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>When planners were redesigning the Embarcadero in the 1990s, where \u003ca href=\"http://foundsf.org/index.php?title=The_Embarcadero_Reborn\" target=\"_blank\">a quake-damaged double-deck freeway had been torn down\u003c/a> and the surface street later transformed into a boulevard, they opted against building a separated path for bicyclists.\u003c/p>\n\u003cp>Instead, standard bike lanes were chosen and \"cyclists who wanted to stay off the street would be permitted to use the promenade,\" according to \u003ca href=\"http://www.spur.org/sites/default/files/migrated/anchors/PATRI2009.pdf\" target=\"_blank\">a 2009 study conducted for SPUR\u003c/a>, the San Francisco Urban Planning and Research Association, which was featured in \u003ca href=\"http://sf.streetsblog.org/2009/10/14/spur-offers-a-thrilling-bike-path-proposal/\" target=\"_blank\">this Streetsblog San Francisco story\u003c/a>.\u003c/p>\n\u003cp>More than two decades later, the Embarcadero, with its breathtaking views and growing number of attractions, has become a big draw for tourists, locals and workers. And conflicts are increasing on the street and on the promenade between drivers, bicyclists and pedestrians. The city is also experiencing a population boom.\u003c/p>\n\u003cp>Now, after a decade of prodding from bike advocates, officials from a number of city agencies agree the time has come to reconfigure the street and build a protected bikeway.\u003c/p>\n\u003cp>“We’re excited that after many years of discussion, the city is launching an actual planning process that will result in great improvements,\" said Leah Shahum, executive director of the \u003ca href=\"http://www.sfbike.org/\">San Francisco Bicycle Coalition\u003c/a>. That public process, expected to last up to a year, begins tonight with \u003ca href=\"http://sfmta.com/zh-hant/calendar/meetings/embarcadero-enhancement-project-open-house\" target=\"_blank\">an open house\u003c/a> at Pier 1 that starts at 6 p.m.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The current green bike lanes on the Embarcadero can be troublesome because they're positioned between an auto lane and a parking lane. Bicyclists are often forced into car traffic to avoid shuttles, taxis, trucks and other vehicles that frequently block the bike lanes. That's why some bike riders prefer to stay on the promenade, where they feel safer.\u003c/p>\n\u003cp>Between 2006 and 2011, two pedestrians were killed and 84 people were injured on the Embarcadero while walking or riding a bicycle, according to the San Francisco Municipal Transportation Agency. Four pedestrians and three bicyclists were severely injured.\u003c/p>\n\u003cp>The most recent count by the SFMTA — taken two weeks ago between 4:30 p.m. and 5:30 p.m. at Embarcadero and Broadway -- found almost as many people walking as driving. People in cars accounted for 36 percent of those on the Embarcadero, while 32 percent were pedestrians, 23 percent were Muni passengers and 9 percent, or 550 people, were on bicycles.\u003c/p>\n\u003cfigure id=\"attachment_142783\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/Screen-Shot-2014-07-23-at-9.33.15-PM.png\">\u003cimg class=\"wp-image-142783 size-thumbnail\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/Screen-Shot-2014-07-23-at-9.33.15-PM-300x300.png\" alt=\"The San Francisco Bicycle Coalition's rendering of a protected bikeway along the Embarcadero. \" width=\"300\" height=\"300\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The San Francisco Bicycle Coalition's rendering of a protected bikeway along the Embarcadero.\u003c/figcaption>\u003c/figure>\n\u003cp>Bike advocates say building a continuous and protected two-way bikeway -- separated from auto traffic -- along the entire 3-mile-long Embarcadero would attract bicyclists of all ages. \u003ca href=\"http://usa.streetsblog.org/2014/06/03/protected-bike-lanes-attract-riders-wherever-they-appear/\" target=\"_blank\">Studies have shown\u003c/a> that \u003ca href=\"http://la.streetsblog.org/2014/07/21/protected-bike-lanes-grow-in-ca-as-cities-face-down-old-concerns/\" target=\"_blank\">protected bike lanes\u003c/a> improve safety and attract more riders.\u003c/p>\n\u003cp>\"This will also allow the many people walking on the promenade to do so safe and comfortably without conflict from bike traffic,\" Shahum said.\u003c/p>\n\u003cp>Last year, during the America's Cup, the SFMTA \u003ca href=\"http://sf.streetsblog.org/2013/09/17/temporary-bikeway-provides-glimpse-of-bike-friendly-embarcadero/\" target=\"_blank\">set up a temporary two-way bikeway along a portion of the Embarcadero\u003c/a> that was deemed a success.\u003c/p>\n\u003cp>The Bicycle Coalition would like to see a permanent bikeway constructed on the east side of the Embarcadero because it \"has far fewer conflict areas such as driveways or parking zones that would put people biking and driving in conflict with each other,\" said Shahum.\u003c/p>\n\u003cp>Patrick Golier, who is heading the \u003ca href=\"http://sfmta.com/projects-planning/projects/embarcadero-enhancement-project\" target=\"_blank\">Embarcadero Enhancement Project\u003c/a> for the SFMTA, said Port of San Francisco officials have \"emphasized and re-emphasized with us how oversubscribed the promenade [east] side is, and how undersubscribed the west side of the street is.\"\u003c/p>\n\u003cp>Golier said planners may examine how to make the west side more attractive for bicyclists and pedestrians but acknowledged some concerns, such as the number of cross streets and \"strange three-legged intersections\" that \"would need to be addressed through detailed design.\"\u003c/p>\n\u003cp>The diversity and physical constraints of the street, Golier pointed out, seem to change on a block-by-block basis and \"pretty much everything’s up in the air.\"\u003c/p>\n\u003cp>Shahum would like to see something akin to the \u003ca href=\"https://www.traillink.com/trail/hudson-river-greenway.aspx\" target=\"_blank\">Hudson River Greenway\u003c/a> in New York. A recommended design is expected to be presented by the fall of 2015.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We do intend to deliver a project that addresses safety and comfort concerns for everyone,\" said Golier.\u003c/p>\n\n\u003c/div>\u003c/p>",
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},
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"id": "city-arts",
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"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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}
},
"closealltabs": {
"id": "closealltabs",
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"officialWebsiteLink": "/podcasts/closealltabs",
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"order": 1
},
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"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"source": "Commonwealth Club of California"
},
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
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"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"meta": {
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"source": "WNYC"
},
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
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"id": "fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
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"source": "NPR"
},
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"how-i-built-this": {
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"link": "/radio/program/how-i-built-this",
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"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"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. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"order": 15
},
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"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. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
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"order": 18
},
"link": "/podcasts/jerrybrown",
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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"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.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"meta": {
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"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>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"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.",
"airtime": "MON-FRI 3am-9am",
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"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"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?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/onourwatch",
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"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"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",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
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"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
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},
"link": "/radio/program/pbs-newshour",
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"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
"info": "KQED's series of daily listener commentaries since 1991.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
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"officialWebsiteLink": "/perspectives/",
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
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