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That is, they drive workers to Silicon Valley from San Francisco, Berkeley and other locales, sit around for five or six hours during the day, then drive workers back home in the evening. The drivers are not paid for that downtime. Credit the San Francisco Chronicle with publicizing the shuttle drivers’ working conditions. In a\u003ca href=\"http://www.sfgate.com/news/article/For-Google-shuttle-drivers-it-s-a-grueling-ride-5785556.php\" target=\"_blank\" rel=\"noopener\"> Sunday feature \u003c/a>published Sept. 28, the paper gave a glimpse into the lives of workers who are required to work marathon hours for Google. It led off with the experience of a former Google driver:\u003c/p>\n\u003cblockquote>\u003cp>For Brandon Barlow, life as a Google bus driver was one endless cycle of traffic and exhaust.\u003cbr>\nHe left home before dawn and arrived home late, after long hours spent shuttling Google employees back and forth on Highway 101. \u003c/p>\n\u003cp>And Barlow wasn’t paid for the hours he had to wait around near Google headquarters in Mountain View before making the return run to San Francisco. That was the worst part of the job.\u003c/p>\n\u003cp> “They make everything convenient for Googlers, but they don’t make anything convenient for drivers,” Barlow said recently, exasperated. “There are so many fatigued tech shuttle drivers out there.”\u003c/p>\u003c/blockquote>\n\u003cp>The New York Times followed up on the Chronicle’s report and apparently \u003ca href=\"http://www.nytimes.com/2014/10/06/business/facebooks-bus-drivers-seek-union.html?_r=0\" target=\"_blank\" rel=\"noopener\">broke the news\u003c/a> Monday of the Teamsters’ new organizing drive:\u003c/p>\n\u003cblockquote>\u003cp>In a letter sent on Thursday, the top Teamsters official for Northern California urged Mr. Zuckerberg to press Facebook’s shuttle bus contractor to agree to bargain with the union on behalf of the 40 drivers who ferry Facebook employees to work. \u003c/p>\n\u003cp>“While your employees earn extraordinary wages and are able to live and enjoy life in some of the most exclusive neighborhoods in the Bay Area, these drivers can’t afford to support a family, send their children to school, or, least of all, afford to even dream of buying a house anywhere near where they work,” the Teamsters official, Rome Aloise, said in the letter. \u003c/p>\n\u003cp>Mr. Aloise added: “It is reminiscent of a time when noblemen were driven around in their coaches by their servants. Frankly, little has changed; except the noblemen are your employees, and the servants are the bus drivers who carry them back and forth each day.” \u003c/p>\n\u003cp>Mr. Aloise said the Teamsters were first seeking to unionize Facebook drivers, and then hoped to organize drivers for Google, Apple and other Silicon Valley companies.\u003c/p>\n\u003cp> “You have to start someplace,” Mr. Aloise said by telephone. “We hope there will be a domino effect. If we get Facebook and a decent contract, others will follow.”\u003c/p>\u003c/blockquote>\n\u003cp>An anonymous Facebook official told the Times the shuttle bus contractor set pay and schedules.\u003c/p>\n\u003cp>Jeff Leonoudakis, president of the contractor, Loop Transportation, told the Times, “We believe that we take really good care of our drivers. They’re the heart of our company. Without them, we can’t provide service to our customers.” \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>He added that since the company pays $18 to $20 an hour and overtime, and provides medical and dental coverage, “I don’t think the union is necessary in this case.” He also told the Times that although he recognized split shifts are tough on drivers, they’re “a necessity.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Teamsters Union is asking Facebook founder and CEO Mark Zuckerberg to endorse its effort to organize the drivers who shuttle the companies back and forth from San Francisco to Silicon Valley. In a post on Facebook — yes, ironic — the union says: “Teamsters are asking Facebook CEO Mark Zuckerberg to support Facebook shuttle drivers’ desire to join \u003ca href=\"http://www.teamsters853.org/index.php\" target=\"_blank\" rel=\"noopener\">Teamsters Local 853\u003c/a>.”\u003c/p>\n\u003cfigure id=\"attachment_10342627\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/10/teamsters-facebook.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-10342627 size-thumbnail\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/10/teamsters-facebook-400x310.jpg\" alt=\"A Teamsters post on Facebook urging the company to support an organizing drive for shuttle drivers.\" width=\"400\" height=\"310\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2014/10/teamsters-facebook-400x310.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2014/10/teamsters-facebook.jpg 569w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Teamsters’ post on Facebook urging the company to support an organizing drive for shuttle drivers.\u003c/figcaption>\u003c/figure>\n\u003cp>The main issue for those who drive for Facebook and other tech firms is not pay — though at $20 an hour or so they’re hardly richly compensated — but the fact they have to work split shifts. That is, they drive workers to Silicon Valley from San Francisco, Berkeley and other locales, sit around for five or six hours during the day, then drive workers back home in the evening. The drivers are not paid for that downtime. Credit the San Francisco Chronicle with publicizing the shuttle drivers’ working conditions. In a\u003ca href=\"http://www.sfgate.com/news/article/For-Google-shuttle-drivers-it-s-a-grueling-ride-5785556.php\" target=\"_blank\" rel=\"noopener\"> Sunday feature \u003c/a>published Sept. 28, the paper gave a glimpse into the lives of workers who are required to work marathon hours for Google. It led off with the experience of a former Google driver:\u003c/p>\n\u003cblockquote>\u003cp>For Brandon Barlow, life as a Google bus driver was one endless cycle of traffic and exhaust.\u003cbr>\nHe left home before dawn and arrived home late, after long hours spent shuttling Google employees back and forth on Highway 101. \u003c/p>\n\u003cp>And Barlow wasn’t paid for the hours he had to wait around near Google headquarters in Mountain View before making the return run to San Francisco. That was the worst part of the job.\u003c/p>\n\u003cp> “They make everything convenient for Googlers, but they don’t make anything convenient for drivers,” Barlow said recently, exasperated. “There are so many fatigued tech shuttle drivers out there.”\u003c/p>\u003c/blockquote>\n\u003cp>The New York Times followed up on the Chronicle’s report and apparently \u003ca href=\"http://www.nytimes.com/2014/10/06/business/facebooks-bus-drivers-seek-union.html?_r=0\" target=\"_blank\" rel=\"noopener\">broke the news\u003c/a> Monday of the Teamsters’ new organizing drive:\u003c/p>\n\u003cblockquote>\u003cp>In a letter sent on Thursday, the top Teamsters official for Northern California urged Mr. Zuckerberg to press Facebook’s shuttle bus contractor to agree to bargain with the union on behalf of the 40 drivers who ferry Facebook employees to work. \u003c/p>\n\u003cp>“While your employees earn extraordinary wages and are able to live and enjoy life in some of the most exclusive neighborhoods in the Bay Area, these drivers can’t afford to support a family, send their children to school, or, least of all, afford to even dream of buying a house anywhere near where they work,” the Teamsters official, Rome Aloise, said in the letter. \u003c/p>\n\u003cp>Mr. Aloise added: “It is reminiscent of a time when noblemen were driven around in their coaches by their servants. Frankly, little has changed; except the noblemen are your employees, and the servants are the bus drivers who carry them back and forth each day.” \u003c/p>\n\u003cp>Mr. Aloise said the Teamsters were first seeking to unionize Facebook drivers, and then hoped to organize drivers for Google, Apple and other Silicon Valley companies.\u003c/p>\n\u003cp> “You have to start someplace,” Mr. Aloise said by telephone. “We hope there will be a domino effect. If we get Facebook and a decent contract, others will follow.”\u003c/p>\u003c/blockquote>\n\u003cp>An anonymous Facebook official told the Times the shuttle bus contractor set pay and schedules.\u003c/p>\n\u003cp>Jeff Leonoudakis, president of the contractor, Loop Transportation, told the Times, “We believe that we take really good care of our drivers. They’re the heart of our company. Without them, we can’t provide service to our customers.” \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>He added that since the company pays $18 to $20 an hour and overtime, and provides medical and dental coverage, “I don’t think the union is necessary in this case.” He also told the Times that although he recognized split shifts are tough on drivers, they’re “a necessity.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Some Good News and Some Bad News About Bay Bridge Rods",
"title": "Some Good News and Some Bad News About Bay Bridge Rods",
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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, left, with older span, right. (Andrew Stelzer/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Bridge's new eastern span, left, with older span, right. (Andrew Stelzer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Ready for the latest plot twists in the long-running Bay Bridge Eastern Span Steel-Rod Saga? Here they are:\u003c/p>\n\u003cp>\u003cstrong>Twist 1:\u003c/strong> Potentially bad news: Bridge officials and engineers on Tuesday reported new details of recently disclosed problems with the massive bolts that anchor the eastern span's tower. As the \u003ca href=\"http://www.sfgate.com/bayarea/article/Corrosion-feared-as-water-leaks-into-Bay-5781911.php\" target=\"_blank\">San Francisco Chronicle's Jaxon Van Derbeken reported last week\u003c/a>, engineers have discovered that virtually all of the 420-some 26-foot-long rods at the base of the tower have been sitting in water. That's a problem because steel rods under high tension and immersed in water might be prone to corrosion and even failure. Speaking as non-engineers but regular bridge users, we're guessing you don't want your 525-foot suspension tower anchored by steel that might snap.\u003c/p>\n\u003cp>[contextly_sidebar id=\"K2yGJdYKYyUWzrp2XDGEo6AIxo5Got9G\"]\u003c/p>\n\u003cp>\u003cstrong>Twist 2:\u003c/strong> Good news: the Metropolitan Transportation Commission's \u003ca href=\"http://files.mtc.ca.gov/pdf/TBPOC_Packet_30Sep14.pdf\" target=\"_blank\">Toll Bridge Program Oversight Committee\u003c/a> also reported Tuesday that inspection and testing of about 2,000 other major rods and bolts on the bridge shows they're in good shape. The condition of the rods became a concern in March 2013 when a batch of them installed in a seismic stability structure snapped after being tightened.\u003c/p>\n\u003cp>We'll get to that, but first, let's return to that first plot twist -- about the big rods at the tower base. Bridge officials say that the 424 rods, which vary from 3 to 4 inches in diameter, have been exposed to water that either infiltrated from the bay somehow or came from rain. The source is under investigation.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Why were they exposed? Because, in many cases, protective grouting was incomplete or missing. Here's how \u003ca href=\"http://www.sfgate.com/bayarea/article/Nearly-all-Bay-Bridge-tower-rods-sitting-in-water-5792535.php\" target=\"_blank\">the Chronicle describes the situation\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Caltrans resident engineer Bill Casey said crews had found water on 95 percent of the rods at the base of the tower, in most cases “1 or 2 inches” deep in pockets between grout that surrounds the rods in their sleeves and caulk caps intended to keep the sleeves dry.\u003c/p>\n\u003cp>However, 17 rods were not properly filled with grout, including one that had only a foot of the protective material in the 15-foot sleeve, Casey said. Those rods were stewing in several gallons of water. ...\u003c/p>\n\u003cp>... The rods were installed by Kiewit Construction, which had the fabrication contract for the 525-foot-tall tower foundation. They were put in place before the structure was added beginning in 2010.\u003c/p>\u003c/blockquote>\n\u003cp>Brian Maroney, the chief Caltrans engineer on the project, said the caulking may have failed when the rods at the tower base were tightened.\u003c/p>\n\u003cp>In their presentations Tuesday, engineers said steps are being taken to make sure the rods at the tower base are properly protected to prevent further corrosion. And they said that they don't believe the rods at the tower base are subject to snapping the way those in the seismic structure did last year. That's because even though both sets of rods apparently experienced long-term exposure to water, the tower rods are not under the same high tension that led the seismic rods to become brittle and break.\u003c/p>\n\u003cp>And that leads us back to Twist 2 in our story.\u003c/p>\n\u003cp>Maroney presented \u003ca href=\"http://baybridgeinfo.org/sites/default/files/pdf/SFOBB-SAS%20Evaluation%20of%20the%20A354BD%20Rods%20Final%20Report.pdf\">a 187-page report\u003c/a> on an intensive testing and inspection program for all the 2,000-plus rods and bolts on the bridge that are made of the same kind of steel that failed in the eastern span's seismic structure. The verdict: The rest of the rods in the bridge appear to be in good shape and show no evidence of the kind of embrittlement that led the seismic steel to snap.\u003c/p>\n\u003cp>\"To me one of the overwhelming lessons of this whole episode is that we should have been doing some sort of testing before we put these rods on the bridge, not after we installed them. We've been playing catch-up ever since,\" said Steve Heminger, executive director of the Metropolitan Transportation Commission and head of the toll bridge oversight panel.\u003c/p>\n\u003cp>Heminger has remained steadfastly upbeat as one problem after another has emerged in the new span's construction. The issues include the project's massive cost overruns -- it has cost about $6.5 billion, several times the original price tag -- questions about the quality of concrete used in bridge foundation, the discovery of water invading steel tendons that support the bridge's skyway structure, the discovery of water in structural supports in the suspension span, questions about the soundness of welding on sections of the bridge deck and allegations that Caltrans has mismanaged the project.\u003c/p>\n\u003cp>Tuesday, it sounded like Heminger's had enough bad news. \"I am a problem-solver,\" the Chron quotes him as saying about the new disclosures about the tower rods. \"This is another problem — I certainly wish we would stop finding problems to solve.\"\u003c/p>\n\u003cp>Sen. Mark DeSaulnier, D-Concord, is chairman of the state Senate Transportation and Housing Committee, which has been investigating the Bay Bridge construction problems. He said Tuesday that although he believes the new span is safe, he's concerned about what the future holds.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"How safe, and how much is it going to cost us to keep it safe, I think is a whole different discussion,\" he said. \"And it's my belief that unfortunately for people who commute over that bridge, people who pay the toll, they're going to be reading about these kinds of things for years to come.\"\u003c/p>\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, left, with older span, right. (Andrew Stelzer/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Bridge's new eastern span, left, with older span, right. (Andrew Stelzer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Ready for the latest plot twists in the long-running Bay Bridge Eastern Span Steel-Rod Saga? Here they are:\u003c/p>\n\u003cp>\u003cstrong>Twist 1:\u003c/strong> Potentially bad news: Bridge officials and engineers on Tuesday reported new details of recently disclosed problems with the massive bolts that anchor the eastern span's tower. As the \u003ca href=\"http://www.sfgate.com/bayarea/article/Corrosion-feared-as-water-leaks-into-Bay-5781911.php\" target=\"_blank\">San Francisco Chronicle's Jaxon Van Derbeken reported last week\u003c/a>, engineers have discovered that virtually all of the 420-some 26-foot-long rods at the base of the tower have been sitting in water. That's a problem because steel rods under high tension and immersed in water might be prone to corrosion and even failure. Speaking as non-engineers but regular bridge users, we're guessing you don't want your 525-foot suspension tower anchored by steel that might snap.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Twist 2:\u003c/strong> Good news: the Metropolitan Transportation Commission's \u003ca href=\"http://files.mtc.ca.gov/pdf/TBPOC_Packet_30Sep14.pdf\" target=\"_blank\">Toll Bridge Program Oversight Committee\u003c/a> also reported Tuesday that inspection and testing of about 2,000 other major rods and bolts on the bridge shows they're in good shape. The condition of the rods became a concern in March 2013 when a batch of them installed in a seismic stability structure snapped after being tightened.\u003c/p>\n\u003cp>We'll get to that, but first, let's return to that first plot twist -- about the big rods at the tower base. Bridge officials say that the 424 rods, which vary from 3 to 4 inches in diameter, have been exposed to water that either infiltrated from the bay somehow or came from rain. The source is under investigation.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Why were they exposed? Because, in many cases, protective grouting was incomplete or missing. Here's how \u003ca href=\"http://www.sfgate.com/bayarea/article/Nearly-all-Bay-Bridge-tower-rods-sitting-in-water-5792535.php\" target=\"_blank\">the Chronicle describes the situation\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Caltrans resident engineer Bill Casey said crews had found water on 95 percent of the rods at the base of the tower, in most cases “1 or 2 inches” deep in pockets between grout that surrounds the rods in their sleeves and caulk caps intended to keep the sleeves dry.\u003c/p>\n\u003cp>However, 17 rods were not properly filled with grout, including one that had only a foot of the protective material in the 15-foot sleeve, Casey said. Those rods were stewing in several gallons of water. ...\u003c/p>\n\u003cp>... The rods were installed by Kiewit Construction, which had the fabrication contract for the 525-foot-tall tower foundation. They were put in place before the structure was added beginning in 2010.\u003c/p>\u003c/blockquote>\n\u003cp>Brian Maroney, the chief Caltrans engineer on the project, said the caulking may have failed when the rods at the tower base were tightened.\u003c/p>\n\u003cp>In their presentations Tuesday, engineers said steps are being taken to make sure the rods at the tower base are properly protected to prevent further corrosion. And they said that they don't believe the rods at the tower base are subject to snapping the way those in the seismic structure did last year. That's because even though both sets of rods apparently experienced long-term exposure to water, the tower rods are not under the same high tension that led the seismic rods to become brittle and break.\u003c/p>\n\u003cp>And that leads us back to Twist 2 in our story.\u003c/p>\n\u003cp>Maroney presented \u003ca href=\"http://baybridgeinfo.org/sites/default/files/pdf/SFOBB-SAS%20Evaluation%20of%20the%20A354BD%20Rods%20Final%20Report.pdf\">a 187-page report\u003c/a> on an intensive testing and inspection program for all the 2,000-plus rods and bolts on the bridge that are made of the same kind of steel that failed in the eastern span's seismic structure. The verdict: The rest of the rods in the bridge appear to be in good shape and show no evidence of the kind of embrittlement that led the seismic steel to snap.\u003c/p>\n\u003cp>\"To me one of the overwhelming lessons of this whole episode is that we should have been doing some sort of testing before we put these rods on the bridge, not after we installed them. We've been playing catch-up ever since,\" said Steve Heminger, executive director of the Metropolitan Transportation Commission and head of the toll bridge oversight panel.\u003c/p>\n\u003cp>Heminger has remained steadfastly upbeat as one problem after another has emerged in the new span's construction. The issues include the project's massive cost overruns -- it has cost about $6.5 billion, several times the original price tag -- questions about the quality of concrete used in bridge foundation, the discovery of water invading steel tendons that support the bridge's skyway structure, the discovery of water in structural supports in the suspension span, questions about the soundness of welding on sections of the bridge deck and allegations that Caltrans has mismanaged the project.\u003c/p>\n\u003cp>Tuesday, it sounded like Heminger's had enough bad news. \"I am a problem-solver,\" the Chron quotes him as saying about the new disclosures about the tower rods. \"This is another problem — I certainly wish we would stop finding problems to solve.\"\u003c/p>\n\u003cp>Sen. Mark DeSaulnier, D-Concord, is chairman of the state Senate Transportation and Housing Committee, which has been investigating the Bay Bridge construction problems. He said Tuesday that although he believes the new span is safe, he's concerned about what the future holds.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"How safe, and how much is it going to cost us to keep it safe, I think is a whole different discussion,\" he said. \"And it's my belief that unfortunately for people who commute over that bridge, people who pay the toll, they're going to be reading about these kinds of things for years to come.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Minimal Impact From Golden Gate Ferries' One-Day Strike",
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"content": "\u003cfigure id=\"attachment_148657\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/GG-ferry.jpg\">\u003cimg class=\"size-medium wp-image-148657\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/GG-ferry-640x480.jpg\" alt=\"Average weekday ridership on the Golden Gate ferries is about 7,500, the transportation district says. (Bryan Goebel/KQED) \" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/09/GG-ferry-640x480.jpg 640w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/GG-ferry-1028x771.jpg 1028w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/GG-ferry-400x300.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Average weekday ridership on the Golden Gate ferries is about 7,500, the transportation district says. (Bryan Goebel/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 4:30 p.m. Friday:\u003c/strong> How disruptive has today's Golden Gate Ferry strike been? From all signs, the impact of the one-day walkout has been minimal. District officials said that about 10 percent more cars went through the toll plaza of the Golden Gate Bridge during Friday-morning rush hour than recorded a week earlier. That being said, no unusual backups were recorded on southbound U.S. 101 to the bridge.\u003c/p>\n\u003cp>The bridge district says that weekday ridership on the ferries is about 7,500 total. That accounts for all trips to and from San Francisco from the ferry terminals in Sausalito and Larkspur, and pencils out to about 3,500 to 4,000 individual passengers.\u003c/p>\n\u003cp>Friday's stoppage was due to a one-day strike by ferry captains, part of a coalition of 450 union workers who remain at odds with the district on a new contract. The dispute centers around wages and health care contributions and led earlier this month to a one-day walkout by union machinists.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong>\u003c/p>\n\u003cp>Thousands of commuters who rely on Golden Gate ferries to get from Marin to San Francisco will have to find another way to get to work Friday, after the system's captains announced a one-day strike to protest what they contend are unfair labor negotiations.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Throughout the last five months, the district has failed and continues to fail to negotiate in good faith,\" said Dave Nolan, head of the Marine Engineers' Beneficial Association. \"Round after round of negotiations have not resulted in a fair contract for our workers.\"\u003c/p>\n\u003cp>The strike against the ferries, which have weekday ridership of about \u003ca href=\"http://goldengateferry.org/researchlibrary/statistics.php\" target=\"_blank\">7,500 from terminals in Larkspur and Sausalito\u003c/a>, will take place from 4:30 a.m. to 9 p.m. Bus service will run as scheduled, and officials with the Golden Gate Bridge, Highway and Transportation District are \u003ca href=\"http://goldengate.org/news/ferry/onedaystrike_092614.php\">encouraging commuters to ride-share\u003c/a> or telecommute.\u003c/p>\n\u003cp>Ferry service to tomorrow's Giants game has also been canceled, and heavier traffic is expected on the Golden Gate Bridge.\u003c/p>\n\u003cp>Ferry captains and deckhands, along with bus mechanics, ironworkers and structural engineers, have been working without a new contract since July 1. The dispute centers around wages and health care contributions and led earlier this month to a one-day walkout by union machinists.\u003c/p>\n\u003cp>Nolan said the unions have filed an unfair labor practice against the district, which rejects the charges and says it has made a series of compromises to try to reach an agreement. In \u003ca href=\"http://goldengate.org/news/labornegotiations_update.php\">a blog post last week, the district called the labor actions \"totally unwarranted.\"\u003c/a>\u003c/p>\n\u003cp>\"Our ferry captains are the highest-paid captains on the bay,\" said the district's general manager, Denis Mulligan. \"We have been negotiating in good faith with them. Both sides have made concessions. We have tentative agreement on numerous issues, and there's only a couple of outstanding issues.\"\u003c/p>\n\u003cp>Mulligan said another round of talks was scheduled for Monday.\u003c/p>\n\u003cp>Some commuters disembarking midday Thursday from a Golden Gate boat at the San Francisco Ferry Building said they planned to work from home Friday, adding they were sympathetic with the workers.\u003c/p>\n\u003cp>\"If I had to pay a buck more each way to hook those guys up with more health benefits I'd be OK with that,\" said Jeff Baumgarten, who drives from Novato to the Larkspur Ferry Terminal. \"These guys keep us safe every day. I just hope they get it settled fast.\"\u003c/p>\n\u003cp>\"The ferry crews do work very hard under oftentimes difficult circumstances, and I appreciate their efforts. It's a difficult and sometimes dangerous job,\" said Bob Kerns of Corte Madera, who rides the ferry four days a week. \"I believe they should be getting a fair shake.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Other ferry services hastened to alert the public that they will not be affected by the Friday strike. \u003ca href=\"http://sanfranciscobayferry.com/\" target=\"_blank\">San Francisco Bay Ferry\u003c/a>, which runs service between Vallejo, Oakland, Alameda, San Francisco and South San Francisco. will be running on a normal schedule Friday, as will the \u003ca href=\"http://www.blueandgoldfleet.com/tiburon-ferry/\" target=\"_blank\">Blue & Gold Fleet's Tiburon ferry\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_148657\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/GG-ferry.jpg\">\u003cimg class=\"size-medium wp-image-148657\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/GG-ferry-640x480.jpg\" alt=\"Average weekday ridership on the Golden Gate ferries is about 7,500, the transportation district says. (Bryan Goebel/KQED) \" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/09/GG-ferry-640x480.jpg 640w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/GG-ferry-1028x771.jpg 1028w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/GG-ferry-400x300.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Average weekday ridership on the Golden Gate ferries is about 7,500, the transportation district says. (Bryan Goebel/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 4:30 p.m. Friday:\u003c/strong> How disruptive has today's Golden Gate Ferry strike been? From all signs, the impact of the one-day walkout has been minimal. District officials said that about 10 percent more cars went through the toll plaza of the Golden Gate Bridge during Friday-morning rush hour than recorded a week earlier. That being said, no unusual backups were recorded on southbound U.S. 101 to the bridge.\u003c/p>\n\u003cp>The bridge district says that weekday ridership on the ferries is about 7,500 total. That accounts for all trips to and from San Francisco from the ferry terminals in Sausalito and Larkspur, and pencils out to about 3,500 to 4,000 individual passengers.\u003c/p>\n\u003cp>Friday's stoppage was due to a one-day strike by ferry captains, part of a coalition of 450 union workers who remain at odds with the district on a new contract. The dispute centers around wages and health care contributions and led earlier this month to a one-day walkout by union machinists.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong>\u003c/p>\n\u003cp>Thousands of commuters who rely on Golden Gate ferries to get from Marin to San Francisco will have to find another way to get to work Friday, after the system's captains announced a one-day strike to protest what they contend are unfair labor negotiations.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Throughout the last five months, the district has failed and continues to fail to negotiate in good faith,\" said Dave Nolan, head of the Marine Engineers' Beneficial Association. \"Round after round of negotiations have not resulted in a fair contract for our workers.\"\u003c/p>\n\u003cp>The strike against the ferries, which have weekday ridership of about \u003ca href=\"http://goldengateferry.org/researchlibrary/statistics.php\" target=\"_blank\">7,500 from terminals in Larkspur and Sausalito\u003c/a>, will take place from 4:30 a.m. to 9 p.m. Bus service will run as scheduled, and officials with the Golden Gate Bridge, Highway and Transportation District are \u003ca href=\"http://goldengate.org/news/ferry/onedaystrike_092614.php\">encouraging commuters to ride-share\u003c/a> or telecommute.\u003c/p>\n\u003cp>Ferry service to tomorrow's Giants game has also been canceled, and heavier traffic is expected on the Golden Gate Bridge.\u003c/p>\n\u003cp>Ferry captains and deckhands, along with bus mechanics, ironworkers and structural engineers, have been working without a new contract since July 1. The dispute centers around wages and health care contributions and led earlier this month to a one-day walkout by union machinists.\u003c/p>\n\u003cp>Nolan said the unions have filed an unfair labor practice against the district, which rejects the charges and says it has made a series of compromises to try to reach an agreement. In \u003ca href=\"http://goldengate.org/news/labornegotiations_update.php\">a blog post last week, the district called the labor actions \"totally unwarranted.\"\u003c/a>\u003c/p>\n\u003cp>\"Our ferry captains are the highest-paid captains on the bay,\" said the district's general manager, Denis Mulligan. \"We have been negotiating in good faith with them. Both sides have made concessions. We have tentative agreement on numerous issues, and there's only a couple of outstanding issues.\"\u003c/p>\n\u003cp>Mulligan said another round of talks was scheduled for Monday.\u003c/p>\n\u003cp>Some commuters disembarking midday Thursday from a Golden Gate boat at the San Francisco Ferry Building said they planned to work from home Friday, adding they were sympathetic with the workers.\u003c/p>\n\u003cp>\"If I had to pay a buck more each way to hook those guys up with more health benefits I'd be OK with that,\" said Jeff Baumgarten, who drives from Novato to the Larkspur Ferry Terminal. \"These guys keep us safe every day. I just hope they get it settled fast.\"\u003c/p>\n\u003cp>\"The ferry crews do work very hard under oftentimes difficult circumstances, and I appreciate their efforts. It's a difficult and sometimes dangerous job,\" said Bob Kerns of Corte Madera, who rides the ferry four days a week. \"I believe they should be getting a fair shake.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Other ferry services hastened to alert the public that they will not be affected by the Friday strike. \u003ca href=\"http://sanfranciscobayferry.com/\" target=\"_blank\">San Francisco Bay Ferry\u003c/a>, which runs service between Vallejo, Oakland, Alameda, San Francisco and South San Francisco. will be running on a normal schedule Friday, as will the \u003ca href=\"http://www.blueandgoldfleet.com/tiburon-ferry/\" target=\"_blank\">Blue & Gold Fleet's Tiburon ferry\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco District Attorney Threatens Action Against Uber, Lyft, Sidecar",
"title": "San Francisco District Attorney Threatens Action Against Uber, Lyft, Sidecar",
"headTitle": "News Fix | KQED News",
"content": "\u003cfigure id=\"attachment_118115\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/11/lyft.jpg\">\u003cimg class=\"size-full wp-image-118115\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/11/lyft.jpg\" alt=\"A car with a Lyft mustache in San Francisco.(Deborah Svoboda/KQED)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A car with a Lyft mustache in San Francisco.(Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 4 p.m. Friday:\u003c/strong> Lyft has issued a response to the injunction threat from the San Francisco and L.A. DAs:\u003c/p>\n\u003cblockquote>\u003cp>Ridesharing has been enthusiastically embraced by California residents and we have worked closely with the California Public Utilities Commission over the past two years to secure a future for this innovative option throughout the state. We are confident that we can work with the District Attorneys' offices to address the items outlined in their letter and look forward to discussing with them soon to do so.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Original post (Thursday): \u003c/strong>San Francisco District Attorney George Gascón and his counterpart in Los Angeles are threatening action against ride-service companies Uber, Lyft and Sidecar over alleged violations of state law.\u003c/p>\n\u003cp>In a letter to San Francisco-based Sidecar (\u003ca href=\"#sidecarletter\">embedded below\u003c/a>), Gascón said an investigation conducted with L.A. County District Attorney Jackie Lacey has found the company has made misleading statements about its background checks on drivers and has illegally quoted individual fares for passengers.\u003c/p>\n\u003cp>The letter promised legal action against the company unless it meets with prosecutors by Oct. 8 to discuss how it will remedy the alleged violations.\u003c/p>\n\u003cp>The San Francisco District Attorney's office confirmed that letters had been hand-delivered to Uber, Lyft and Sidecar on Thursday, but declined to provide copies. The \u003ca href=\"http://www.sfgate.com/bayarea/article/S-F-L-A-threaten-Uber-Lyft-Sidecar-with-5781328.php\" target=\"_blank\">San Francisco Chronicle reported\u003c/a> that the DAs made similar allegations against all three companies.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Lyft and Uber did not respond immediately to requests for comment on the DAs' action. Sidecar provided a copy of the letter it received, which says in part:\u003c/p>\n\u003cblockquote>\u003cp>Sidecar Technologies Inc. has engaged, and continues to engage, in the following unlawful business practices:\u003c/p>\n\u003cul>\n\u003cli>Making misleading representations on Sidecar's website that lead consumers to believe the Sidecar's background check screens out drivers who have ever committed driving violations, DUI, sexual assault and other criminal offenses; and\u003c/li>\n\u003cli>Calculating Sidecar's \"Shared Ride service fares on an individual-fare basis in violation of Public Utilities Code Section 5401.\u003c/li>\n\u003c/ul>\n\u003c/blockquote>\n\u003cp>The Shared Rides service is a form of carpooling that all three of the major ride-service firms have rolled out in recent months. It gives customers the option of sharing rides, and payment, with other ride-service users on an impromptu basis.\u003c/p>\n\u003cp>In a statement, Sidecar said, \"We strongly disagree with the assertion by San Francisco and Los Angeles County District Attorney Office's that connecting people for Sidecar Shared Rides is illegal. Shared Rides are great for California because they are safe and affordable, cut down on traffic congestion and reduce pollution. The District Attorneys are trying to enforce laws written for limousines, in an era before smartphones. Sidecar will continue to operate and expand Shared Rides.\"\u003c/p>\n\u003cp>The company's statement did not address the allegations about its background check.\u003c/p>\n\u003cp>Gascón also issued a statement, which argues the district attorneys are acting on behalf of ride-service customers: “We value innovation and new modes of providing service to the public; however we need to make sure that the safety and wellbeing of consumers are adequately protected in the process.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca id=\"sidecarletter\">\u003c/a>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_118115\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/11/lyft.jpg\">\u003cimg class=\"size-full wp-image-118115\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/11/lyft.jpg\" alt=\"A car with a Lyft mustache in San Francisco.(Deborah Svoboda/KQED)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A car with a Lyft mustache in San Francisco.(Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 4 p.m. Friday:\u003c/strong> Lyft has issued a response to the injunction threat from the San Francisco and L.A. DAs:\u003c/p>\n\u003cblockquote>\u003cp>Ridesharing has been enthusiastically embraced by California residents and we have worked closely with the California Public Utilities Commission over the past two years to secure a future for this innovative option throughout the state. We are confident that we can work with the District Attorneys' offices to address the items outlined in their letter and look forward to discussing with them soon to do so.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Original post (Thursday): \u003c/strong>San Francisco District Attorney George Gascón and his counterpart in Los Angeles are threatening action against ride-service companies Uber, Lyft and Sidecar over alleged violations of state law.\u003c/p>\n\u003cp>In a letter to San Francisco-based Sidecar (\u003ca href=\"#sidecarletter\">embedded below\u003c/a>), Gascón said an investigation conducted with L.A. County District Attorney Jackie Lacey has found the company has made misleading statements about its background checks on drivers and has illegally quoted individual fares for passengers.\u003c/p>\n\u003cp>The letter promised legal action against the company unless it meets with prosecutors by Oct. 8 to discuss how it will remedy the alleged violations.\u003c/p>\n\u003cp>The San Francisco District Attorney's office confirmed that letters had been hand-delivered to Uber, Lyft and Sidecar on Thursday, but declined to provide copies. The \u003ca href=\"http://www.sfgate.com/bayarea/article/S-F-L-A-threaten-Uber-Lyft-Sidecar-with-5781328.php\" target=\"_blank\">San Francisco Chronicle reported\u003c/a> that the DAs made similar allegations against all three companies.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Lyft and Uber did not respond immediately to requests for comment on the DAs' action. Sidecar provided a copy of the letter it received, which says in part:\u003c/p>\n\u003cblockquote>\u003cp>Sidecar Technologies Inc. has engaged, and continues to engage, in the following unlawful business practices:\u003c/p>\n\u003cul>\n\u003cli>Making misleading representations on Sidecar's website that lead consumers to believe the Sidecar's background check screens out drivers who have ever committed driving violations, DUI, sexual assault and other criminal offenses; and\u003c/li>\n\u003cli>Calculating Sidecar's \"Shared Ride service fares on an individual-fare basis in violation of Public Utilities Code Section 5401.\u003c/li>\n\u003c/ul>\n\u003c/blockquote>\n\u003cp>The Shared Rides service is a form of carpooling that all three of the major ride-service firms have rolled out in recent months. It gives customers the option of sharing rides, and payment, with other ride-service users on an impromptu basis.\u003c/p>\n\u003cp>In a statement, Sidecar said, \"We strongly disagree with the assertion by San Francisco and Los Angeles County District Attorney Office's that connecting people for Sidecar Shared Rides is illegal. Shared Rides are great for California because they are safe and affordable, cut down on traffic congestion and reduce pollution. The District Attorneys are trying to enforce laws written for limousines, in an era before smartphones. Sidecar will continue to operate and expand Shared Rides.\"\u003c/p>\n\u003cp>The company's statement did not address the allegations about its background check.\u003c/p>\n\u003cp>Gascón also issued a statement, which argues the district attorneys are acting on behalf of ride-service customers: “We value innovation and new modes of providing service to the public; however we need to make sure that the safety and wellbeing of consumers are adequately protected in the process.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca id=\"sidecarletter\">\u003c/a>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "New Bike Station Coming to Civic Center BART ",
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"content": "\u003cfigure id=\"attachment_148594\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/civic-center-bike.jpg\">\u003cimg class=\"size-medium wp-image-148594\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/civic-center-bike-640x414.jpg\" alt=\"The new Civic Center bike station will offer secure bike parking. (Image: BART)\" width=\"640\" height=\"414\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/09/civic-center-bike-640x414.jpg 640w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/civic-center-bike-1028x666.jpg 1028w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The new Civic Center bike station will offer secure bike parking. (Photo courtesy of BART)\u003c/figcaption>\u003c/figure>\n\u003cp>BART's board of directors is expected to award a $539,000 contract today for the construction of a new bike station at Civic Center Station that will more than triple the amount of bike parking by next summer.\u003c/p>\n\u003cp>The station was originally scheduled to begin construction last year, but issues with the design caused delays. The new self-serve bike station will be similar to one at the Embarcadero BART Station, except it will be made of glass and feature better lighting, said Steve Beroldo, BART's bike program manager.\u003c/p>\n\u003cp>A \u003ca href=\"http://www.bikelink.org/\">Bike Link\u003c/a> card will be required to enter and leave the station, and a special camera will be activated every time the door opens and closes, according to Beroldo.\u003c/p>\n\u003cp>The current bike parking area, inside the pay gates, can be a magnet for bike thieves, as \u003ca href=\"http://sf.streetsblog.org/2013/08/09/civic-center-bike-station-delayed-another-year-riders-left-crossing-fingers/\">I discovered last year\u003c/a>. Beroldo says the 63 current bike parking spaces will remain, but new racks that are more space-efficient will be installed. Construction on the new bike station is scheduled to begin in November and will add enough space to park a total of 216 bikes at Civic Center Station.\u003c/p>\n\u003cp>\"The primary benefit is a more secure environment to leave your bike parked,\" said Beroldo. \"You have to register it. We know who's going in and out of it. So, there's no casual theft issues to worry about.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>BART \u003ca href=\"http://bartbikestation.com/services.php\">currently has bike stations\u003c/a> at the Ashby and downtown stations in Berkeley and Fruitvale Station in Oakland. Another is under construction at 19th Street Station in Oakland, and more are being planned for the MacArthur, Concord and Pleasant Hill stations.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Beroldo said BART is also developing plans to install bike lockers at the 16th and 24th Street stations in San Francisco's Mission District.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_148594\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/civic-center-bike.jpg\">\u003cimg class=\"size-medium wp-image-148594\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/civic-center-bike-640x414.jpg\" alt=\"The new Civic Center bike station will offer secure bike parking. (Image: BART)\" width=\"640\" height=\"414\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/09/civic-center-bike-640x414.jpg 640w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/civic-center-bike-1028x666.jpg 1028w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The new Civic Center bike station will offer secure bike parking. (Photo courtesy of BART)\u003c/figcaption>\u003c/figure>\n\u003cp>BART's board of directors is expected to award a $539,000 contract today for the construction of a new bike station at Civic Center Station that will more than triple the amount of bike parking by next summer.\u003c/p>\n\u003cp>The station was originally scheduled to begin construction last year, but issues with the design caused delays. The new self-serve bike station will be similar to one at the Embarcadero BART Station, except it will be made of glass and feature better lighting, said Steve Beroldo, BART's bike program manager.\u003c/p>\n\u003cp>A \u003ca href=\"http://www.bikelink.org/\">Bike Link\u003c/a> card will be required to enter and leave the station, and a special camera will be activated every time the door opens and closes, according to Beroldo.\u003c/p>\n\u003cp>The current bike parking area, inside the pay gates, can be a magnet for bike thieves, as \u003ca href=\"http://sf.streetsblog.org/2013/08/09/civic-center-bike-station-delayed-another-year-riders-left-crossing-fingers/\">I discovered last year\u003c/a>. Beroldo says the 63 current bike parking spaces will remain, but new racks that are more space-efficient will be installed. Construction on the new bike station is scheduled to begin in November and will add enough space to park a total of 216 bikes at Civic Center Station.\u003c/p>\n\u003cp>\"The primary benefit is a more secure environment to leave your bike parked,\" said Beroldo. \"You have to register it. We know who's going in and out of it. So, there's no casual theft issues to worry about.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BART \u003ca href=\"http://bartbikestation.com/services.php\">currently has bike stations\u003c/a> at the Ashby and downtown stations in Berkeley and Fruitvale Station in Oakland. Another is under construction at 19th Street Station in Oakland, and more are being planned for the MacArthur, Concord and Pleasant Hill stations.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Beroldo said BART is also developing plans to install bike lockers at the 16th and 24th Street stations in San Francisco's Mission District.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Uber, Lyft Fallout: Taxi Rides Plunge in San Francisco",
"title": "Uber, Lyft Fallout: Taxi Rides Plunge in San Francisco",
"headTitle": "News Fix | KQED News",
"content": "\u003cfigure id=\"attachment_120383\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-full wp-image-120383\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/10/RS7183_Taxis_22oct2013_0125_web-hpf.jpg\" alt=\"Taxis in downtown San Francisco. (Sara Bloomberg/KQED)\" width=\"640\" height=\"427\">\u003cfigcaption class=\"wp-caption-text\">Taxis in downtown San Francisco (Sara Bloomberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>One of the major consequences of the explosive growth of Uber, Lyft and the ride-service industry has been the \u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\" target=\"_blank\">economic fallout to the taxi industry\u003c/a>, both companies and drivers.\u003c/p>\n\u003cp>In San Francisco, so many customers have deserted taxis for ride-service firms that Hansu Kim, owner of DeSoto Cab, has been \u003ca href=\"http://news.kron4.com/news/sf-cab-company-considers-makeover-to-compete-with-unregulated-car-services/\" target=\"_blank\">talking about exiting the business and remaking his fleet as a sedan service\u003c/a>.\u003c/p>\n\u003cp>Meanwhile, many drivers have told us they'd taken a 33 percent haircut in terms of income, and we even talked to one 28-year cab veteran, Brad Newsham, who quit last year because his profits had fallen to about $5 per hour, which is less than half of the city's minimum wage.\u003c/p>\n\u003cp>Now, thanks to a \u003ca href=\"http://sanfrancisco.granicus.com/MediaPlayer.php?view_id=55&clip_id=20973&meta_id=403941\" target=\"_blank\">presentation\u003c/a> to the San Francisco Municipal Transportation Agency on Tuesday regarding the status of the cab industry, we've got some hard numbers to illustrate just how severe the decline in taxi ridership has been.\u003c/p>\n\u003cp>In the presentation, Kate Toran, the new director of the agency's Taxis and Accessible Services Division, said the average number of trips per taxi in the city had declined a whopping 65 percent from March 2012 to July 2014 -- from 1,424 per month to 504.\u003c/p>\n\u003caside class=\"pullquote alignleft\">Average number of trips per taxi has declined 65 percent over two years.\u003c/aside>\n\u003cp>Similarly, total rides in wheelchair-accessible taxis, which are more costly to operate, have fallen by about 56 percent over the past 15 months, from 1,378 per month in March 2013 to 768 this July.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>That's a concern because the inaccessibility of ride-service vehicles, which are, after all, just drivers' personal cars being used to transport paying passengers, has been \u003ca href=\"http://www.sfgate.com/news/article/As-Uber-Lyft-Sidecar-grow-so-do-concerns-of-5240889.php\" target=\"_blank\">an issue.\u003c/a> The accessibility plans that ride-service companies were required to file by the California Public Utilities Commission have so far been on the thin side. (Here are \u003ca href=\"http://www.cpuc.ca.gov/NR/rdonlyres/193E3DA4-D0FF-497A-8E26-EDAC1C1339FE/0/UberAccessibilityPlan.pdf\" target=\"_blank\">Uber's\u003c/a> and \u003ca href=\"http://www.cpuc.ca.gov/NR/rdonlyres/B0398419-190C-4B4B-A89B-ED113E6CB9B5/0/LyftAccessibilityPlan.pdf\" target=\"_blank\">Lyft's\u003c/a>.) Updates on these plans are due on Friday.\u003c/p>\n\u003cp>Toran said that in response to the severe decline in ridership, the city's taxi division is waiving certain fees, like the one for a driver application, and reducing others, like the fee for medallion renewal.\u003c/p>\n\u003cp>Toran did indicate one sign of progress for those who have been pushing the industry to modernize: Eighty percent of taxis in the city are now using Flywheel, an app-based hailing tool that is similar to those of the ride services.\u003c/p>\n\u003cp>An alternative app, Curb, is used by 60 percent of cabs. The response time for taxis on Flywheel has been just 3.5 minutes, a significant development in light of the \u003ca href=\"http://www.uctc.net/research/papers/UCTC-FR-2014-08.pdf\" target=\"_blank\">recent paper from UC Berkeley\u003c/a> that found a \u003ca href=\"http://www.forbes.com/sites/ellenhuet/2014/09/08/uber-lyft-cars-arrive-faster-than-taxis/\" target=\"_blank\">marked superiority in the time ride-service\u003c/a> vehicles responded to calls as opposed to taxis.\u003c/p>\n\u003cp>The increased use of apps by the city's taxis wasn't good enough, though, for SFMTA board member Malcolm Heinicke. He wasn't happy that the rate of use wasn't 100 percent.\u003c/p>\n\u003cp>\"Why aren't they all on one of those apps ... and why aren't we mandating that they all be on one of those or a similarly widespread app?\" he asked. \"We're in a situation of catch-up here. ... I think the public needs to know that there are these apps out there, the public needs to know that these response rates exist.\u003c/p>\n\u003cp>\"Why aren't we mandating they all be on an app the way we would have mandated they all be on a sufficiently large radio network back in the last generation of taxi service?\"\u003c/p>\n\u003cp>Toran said she agreed it was a good idea to require that cabs use apps. \"It's the new reality,\" she said. \u003cstrong> \u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Longtime Cab Driver Still Surviving But Considering Move to Uber \u003c/strong>\u003c/p>\n\u003cp>I asked John Han, a veteran San Francisco cab driver and keen observer of the industry whom we've been talking to on this story, how his income has held up lately, and what his plans are. Last year he told us he tried to make the switch to UberX, Uber's ride-service division, but aborted the attempt after he \u003ca href=\"http://ww2.kqed.org/news/2014/01/20/ride-sharing-insurance-lyft-uberx-sidecar/\" target=\"_blank\">failed to find an insurance company that would cover his car\u003c/a>.\u003c/p>\n\u003cp>Han said he was still hanging in there, despite a drop in the last six months or so. \"I have noticed a decline in my take-home pay, but I'm making enough to not have to think of doing anything drastic,\" he said. \"I'm just making a little less per shift.\"\u003c/p>\n\u003cp>He did say, however, that he knows cab drivers who are complaining their income has been cut in half.\u003c/p>\n\u003cp>I wondered if in light of \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140AB2293\" target=\"_blank\">AB2293\u003c/a>, which would expedite the creation of insurance policies, not in existence now, \u003ca href=\"http://ww2.kqed.org/news/09/02/2014/Uber_Lyft_California_insurance/\" target=\"_blank\">specifically for ride-service drivers\u003c/a>, whether he would again consider switching to a ride service. He said he would:\u003c/p>\n\u003cp>\"When there's total transparency, when I can call an insurance company and say, 'C an you give me the right kind of policy for this kind of work?' and they know it’s an Uber or Lyft vehicle, that’s when i would say, 'Yeah, i think I’m going to do it.' \"\u003c/p>\n\u003cp>But Bill Clark, another longtime cab driver who hit a similar brick wall on insurance when he considered switching to UberX, said he wouldn't try again, even though his income has dropped by about a third over the last two years. Clark said Uber's refusal to cover the accident in San Francisco in which an UberX driver hit and killed a 6-year-old girl has put him off the company for good.\u003c/p>\n\u003cp>\"I don't want anything to do with them,\" he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>You can \u003ca href=\"http://sanfrancisco.granicus.com/MediaPlayer.php?view_id=55&clip_id=20973&meta_id=403942\" target=\"_blank\">watch the presentation on the status of the taxi industry in San Francisco\u003c/a> below:\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_120383\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-full wp-image-120383\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/10/RS7183_Taxis_22oct2013_0125_web-hpf.jpg\" alt=\"Taxis in downtown San Francisco. (Sara Bloomberg/KQED)\" width=\"640\" height=\"427\">\u003cfigcaption class=\"wp-caption-text\">Taxis in downtown San Francisco (Sara Bloomberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>One of the major consequences of the explosive growth of Uber, Lyft and the ride-service industry has been the \u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\" target=\"_blank\">economic fallout to the taxi industry\u003c/a>, both companies and drivers.\u003c/p>\n\u003cp>In San Francisco, so many customers have deserted taxis for ride-service firms that Hansu Kim, owner of DeSoto Cab, has been \u003ca href=\"http://news.kron4.com/news/sf-cab-company-considers-makeover-to-compete-with-unregulated-car-services/\" target=\"_blank\">talking about exiting the business and remaking his fleet as a sedan service\u003c/a>.\u003c/p>\n\u003cp>Meanwhile, many drivers have told us they'd taken a 33 percent haircut in terms of income, and we even talked to one 28-year cab veteran, Brad Newsham, who quit last year because his profits had fallen to about $5 per hour, which is less than half of the city's minimum wage.\u003c/p>\n\u003cp>Now, thanks to a \u003ca href=\"http://sanfrancisco.granicus.com/MediaPlayer.php?view_id=55&clip_id=20973&meta_id=403941\" target=\"_blank\">presentation\u003c/a> to the San Francisco Municipal Transportation Agency on Tuesday regarding the status of the cab industry, we've got some hard numbers to illustrate just how severe the decline in taxi ridership has been.\u003c/p>\n\u003cp>In the presentation, Kate Toran, the new director of the agency's Taxis and Accessible Services Division, said the average number of trips per taxi in the city had declined a whopping 65 percent from March 2012 to July 2014 -- from 1,424 per month to 504.\u003c/p>\n\u003caside class=\"pullquote alignleft\">Average number of trips per taxi has declined 65 percent over two years.\u003c/aside>\n\u003cp>Similarly, total rides in wheelchair-accessible taxis, which are more costly to operate, have fallen by about 56 percent over the past 15 months, from 1,378 per month in March 2013 to 768 this July.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>That's a concern because the inaccessibility of ride-service vehicles, which are, after all, just drivers' personal cars being used to transport paying passengers, has been \u003ca href=\"http://www.sfgate.com/news/article/As-Uber-Lyft-Sidecar-grow-so-do-concerns-of-5240889.php\" target=\"_blank\">an issue.\u003c/a> The accessibility plans that ride-service companies were required to file by the California Public Utilities Commission have so far been on the thin side. (Here are \u003ca href=\"http://www.cpuc.ca.gov/NR/rdonlyres/193E3DA4-D0FF-497A-8E26-EDAC1C1339FE/0/UberAccessibilityPlan.pdf\" target=\"_blank\">Uber's\u003c/a> and \u003ca href=\"http://www.cpuc.ca.gov/NR/rdonlyres/B0398419-190C-4B4B-A89B-ED113E6CB9B5/0/LyftAccessibilityPlan.pdf\" target=\"_blank\">Lyft's\u003c/a>.) Updates on these plans are due on Friday.\u003c/p>\n\u003cp>Toran said that in response to the severe decline in ridership, the city's taxi division is waiving certain fees, like the one for a driver application, and reducing others, like the fee for medallion renewal.\u003c/p>\n\u003cp>Toran did indicate one sign of progress for those who have been pushing the industry to modernize: Eighty percent of taxis in the city are now using Flywheel, an app-based hailing tool that is similar to those of the ride services.\u003c/p>\n\u003cp>An alternative app, Curb, is used by 60 percent of cabs. The response time for taxis on Flywheel has been just 3.5 minutes, a significant development in light of the \u003ca href=\"http://www.uctc.net/research/papers/UCTC-FR-2014-08.pdf\" target=\"_blank\">recent paper from UC Berkeley\u003c/a> that found a \u003ca href=\"http://www.forbes.com/sites/ellenhuet/2014/09/08/uber-lyft-cars-arrive-faster-than-taxis/\" target=\"_blank\">marked superiority in the time ride-service\u003c/a> vehicles responded to calls as opposed to taxis.\u003c/p>\n\u003cp>The increased use of apps by the city's taxis wasn't good enough, though, for SFMTA board member Malcolm Heinicke. He wasn't happy that the rate of use wasn't 100 percent.\u003c/p>\n\u003cp>\"Why aren't they all on one of those apps ... and why aren't we mandating that they all be on one of those or a similarly widespread app?\" he asked. \"We're in a situation of catch-up here. ... I think the public needs to know that there are these apps out there, the public needs to know that these response rates exist.\u003c/p>\n\u003cp>\"Why aren't we mandating they all be on an app the way we would have mandated they all be on a sufficiently large radio network back in the last generation of taxi service?\"\u003c/p>\n\u003cp>Toran said she agreed it was a good idea to require that cabs use apps. \"It's the new reality,\" she said. \u003cstrong> \u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Longtime Cab Driver Still Surviving But Considering Move to Uber \u003c/strong>\u003c/p>\n\u003cp>I asked John Han, a veteran San Francisco cab driver and keen observer of the industry whom we've been talking to on this story, how his income has held up lately, and what his plans are. Last year he told us he tried to make the switch to UberX, Uber's ride-service division, but aborted the attempt after he \u003ca href=\"http://ww2.kqed.org/news/2014/01/20/ride-sharing-insurance-lyft-uberx-sidecar/\" target=\"_blank\">failed to find an insurance company that would cover his car\u003c/a>.\u003c/p>\n\u003cp>Han said he was still hanging in there, despite a drop in the last six months or so. \"I have noticed a decline in my take-home pay, but I'm making enough to not have to think of doing anything drastic,\" he said. \"I'm just making a little less per shift.\"\u003c/p>\n\u003cp>He did say, however, that he knows cab drivers who are complaining their income has been cut in half.\u003c/p>\n\u003cp>I wondered if in light of \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140AB2293\" target=\"_blank\">AB2293\u003c/a>, which would expedite the creation of insurance policies, not in existence now, \u003ca href=\"http://ww2.kqed.org/news/09/02/2014/Uber_Lyft_California_insurance/\" target=\"_blank\">specifically for ride-service drivers\u003c/a>, whether he would again consider switching to a ride service. He said he would:\u003c/p>\n\u003cp>\"When there's total transparency, when I can call an insurance company and say, 'C an you give me the right kind of policy for this kind of work?' and they know it’s an Uber or Lyft vehicle, that’s when i would say, 'Yeah, i think I’m going to do it.' \"\u003c/p>\n\u003cp>But Bill Clark, another longtime cab driver who hit a similar brick wall on insurance when he considered switching to UberX, said he wouldn't try again, even though his income has dropped by about a third over the last two years. Clark said Uber's refusal to cover the accident in San Francisco in which an UberX driver hit and killed a 6-year-old girl has put him off the company for good.\u003c/p>\n\u003cp>\"I don't want anything to do with them,\" he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>You can \u003ca href=\"http://sanfrancisco.granicus.com/MediaPlayer.php?view_id=55&clip_id=20973&meta_id=403942\" target=\"_blank\">watch the presentation on the status of the taxi industry in San Francisco\u003c/a> below:\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Give Cyclists 3 Feet, It's The Law",
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"content": "\u003cfigure id=\"attachment_142933\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-medium wp-image-142933\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/embarcadero-bike-640x450.jpg\" alt=\"Drivers must give cyclists three feet, or face a $35 fine. (Jeremy Raff/KQED)\" width=\"640\" height=\"450\">\u003cfigcaption class=\"wp-caption-text\">Drivers must give cyclists 3 feet or face a $35 fine. (Jeremy Raff/KQED) \u003ccite>(Jeremy Raff/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>By Bay City News Service\u003c/strong>\u003c/p>\n\u003cp>While cars passing bicyclists always had to give them a safe distance, California has now defined that distance as 3 feet.\u003c/p>\n\u003cp>A law took effect Tuesday that requires drivers to give bicyclists 3 feet of clearance while passing them.\u003c/p>\n\u003cp>Violations of the law, signed by Gov. Jerry Brown last year, will result in a $35 fine -- and $220 if the driver hits and injures a bicyclist.\u003c/p>\n\u003cp>[contextly_sidebar id=\"Lb0pX677hoBuIPme6jHVuNnWaDW962b3\"]\u003c/p>\n\u003cp>\"We think it's a great law,\" Bike East Bay education director Robert Prinz said. \"It doesn't really do anything new. It just kind of clarifies what drivers should have been doing all along.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The law previously required drivers to give a reasonable distance for safety but did not specify what that distance was. The buffer allows bicyclists to safely swerve out of the way of obstructions such as an open car door or a pothole, Prinz said.\u003c/p>\n\u003cp>If 3 feet is not available, drivers must slow down and wait until they can pass safely. If five cars or more are waiting to pass a bicyclist, the cyclist is required to pull over and allow traffic to pass.\u003c/p>\n\u003cp>If 3 feet doesn't look like it will be available, such as along narrow rural roads, a driver can slow to a reasonable speed to pass the bicyclist more closely.\u003c/p>\n\u003cp>Prinz said that most drivers were already giving bicyclists 3 feet or more, but this could help a small portion of drivers better share the road with cyclists.\u003c/p>\n\u003cp>Bike East Bay is mainly treating this as an opportunity for education and is promoting the law on social media, reaching out to Alameda-Contra Costa Transit drivers and other professional drivers and directing people to the resources on its website, Prinz said.\u003c/p>\n\u003cp>The law could prove difficult to enforce and will be up to individual police departments on whether to prioritize it.\u003c/p>\n\u003cp>Prinz said he thinks the law will be more important in collision cases and will allow police to cite drivers who pass too closely and injure bicyclists.\u003c/p>\n\u003cp>The California Highway Patrol is also strongly promoting the new law.\u003c/p>\n\u003cp>\"The CHP's primary message is to 'Share the Road!' Motorists and cyclists alike have responsibilities to ensure everyone's safety,\" the CHP's Golden Gate Division said in a statement.\u003c/p>\n\u003cp>The CHP advises bicyclists to ride with the flow of traffic, obey all traffic laws, be as predictable and visible as possible, and allow other traffic to pass.\u003c/p>\n\u003cp>Drivers should watch out for bicyclists, give at least 3 feet when passing and should be patient when behind a bicyclist. Cyclists are permitted to ride in the center of a street on narrow roadways.\u003c/p>\n\u003cp>Prinz said bicyclists and drivers can generally share the road well as long as they practice common courtesy.\u003c/p>\n\u003cp>\"You don't want to antagonize people either behind the wheel or on two wheels,\" he said. \"Using common courtesy can go a long way.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"https://bikeeastbay.org\" target=\"_blank\">Bike East Bay\u003c/a> offers extensive free bike education programs for both drivers and cyclists.\u003c/p>\n\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_142933\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-medium wp-image-142933\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/07/embarcadero-bike-640x450.jpg\" alt=\"Drivers must give cyclists three feet, or face a $35 fine. (Jeremy Raff/KQED)\" width=\"640\" height=\"450\">\u003cfigcaption class=\"wp-caption-text\">Drivers must give cyclists 3 feet or face a $35 fine. (Jeremy Raff/KQED) \u003ccite>(Jeremy Raff/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>By Bay City News Service\u003c/strong>\u003c/p>\n\u003cp>While cars passing bicyclists always had to give them a safe distance, California has now defined that distance as 3 feet.\u003c/p>\n\u003cp>A law took effect Tuesday that requires drivers to give bicyclists 3 feet of clearance while passing them.\u003c/p>\n\u003cp>Violations of the law, signed by Gov. Jerry Brown last year, will result in a $35 fine -- and $220 if the driver hits and injures a bicyclist.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\"We think it's a great law,\" Bike East Bay education director Robert Prinz said. \"It doesn't really do anything new. It just kind of clarifies what drivers should have been doing all along.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The law previously required drivers to give a reasonable distance for safety but did not specify what that distance was. The buffer allows bicyclists to safely swerve out of the way of obstructions such as an open car door or a pothole, Prinz said.\u003c/p>\n\u003cp>If 3 feet is not available, drivers must slow down and wait until they can pass safely. If five cars or more are waiting to pass a bicyclist, the cyclist is required to pull over and allow traffic to pass.\u003c/p>\n\u003cp>If 3 feet doesn't look like it will be available, such as along narrow rural roads, a driver can slow to a reasonable speed to pass the bicyclist more closely.\u003c/p>\n\u003cp>Prinz said that most drivers were already giving bicyclists 3 feet or more, but this could help a small portion of drivers better share the road with cyclists.\u003c/p>\n\u003cp>Bike East Bay is mainly treating this as an opportunity for education and is promoting the law on social media, reaching out to Alameda-Contra Costa Transit drivers and other professional drivers and directing people to the resources on its website, Prinz said.\u003c/p>\n\u003cp>The law could prove difficult to enforce and will be up to individual police departments on whether to prioritize it.\u003c/p>\n\u003cp>Prinz said he thinks the law will be more important in collision cases and will allow police to cite drivers who pass too closely and injure bicyclists.\u003c/p>\n\u003cp>The California Highway Patrol is also strongly promoting the new law.\u003c/p>\n\u003cp>\"The CHP's primary message is to 'Share the Road!' Motorists and cyclists alike have responsibilities to ensure everyone's safety,\" the CHP's Golden Gate Division said in a statement.\u003c/p>\n\u003cp>The CHP advises bicyclists to ride with the flow of traffic, obey all traffic laws, be as predictable and visible as possible, and allow other traffic to pass.\u003c/p>\n\u003cp>Drivers should watch out for bicyclists, give at least 3 feet when passing and should be patient when behind a bicyclist. Cyclists are permitted to ride in the center of a street on narrow roadways.\u003c/p>\n\u003cp>Prinz said bicyclists and drivers can generally share the road well as long as they practice common courtesy.\u003c/p>\n\u003cp>\"You don't want to antagonize people either behind the wheel or on two wheels,\" he said. \"Using common courtesy can go a long way.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"https://bikeeastbay.org\" target=\"_blank\">Bike East Bay\u003c/a> offers extensive free bike education programs for both drivers and cyclists.\u003c/p>\n\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Golden Gate Bridge Workers Say They'll Strike for a Day -- But Won't Disrupt Commute",
"title": "Golden Gate Bridge Workers Say They'll Strike for a Day -- But Won't Disrupt Commute",
"headTitle": "News Fix | KQED News",
"content": "\u003cfigure id=\"attachment_147666\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/goldengatelaborcoalition140915.jpg\">\u003cimg class=\"wp-image-147666 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/goldengatelaborcoalition140915-640x480.jpg\" alt=\"Golden Gate Bridge union leaders at a Monday afternoon press conference to announce a Tuesday job action. They say one union will walk out Tuesday but that bridge and transit operations should not be affected. (Isabel Angell/KQED)\" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/09/goldengatelaborcoalition140915-640x480.jpg 640w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/goldengatelaborcoalition140915-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/goldengatelaborcoalition140915.jpg 1024w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Golden Gate Bridge union leaders at a Monday afternoon press conference to announce a Tuesday job action. They say one union will walk out Tuesday but that bridge and transit operations should not be affected. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 6:45 p.m. Monday:\u003c/strong> A coalition of Golden Gate Transportation District workers locked in a contract dispute with district management says one of its member unions will strike Tuesday, but that the commute across the Golden Gate Bridge should not be affected.\u003c/p>\n\u003cp>The 13-union \u003ca href=\"http://goldengatelabor.com/\" target=\"_blank\">Golden Gate Bridge Labor Coalition\u003c/a> announced this afternoon that the district's eight-member Machinists Union unit will strike for one day and that as many as 50 workers total are expected to honor their picket line. But the coalition added that other employees -- for instance, members of the Teamsters who move lane markers for the morning and afternoon rush hours -- would report to work Tuesday and that bridge and transit operations should be unaffected.\u003c/p>\n\u003cp>Art Gonzalez, a business representative for the Auto Machinists Local 1414, said the one-day strike is to protest what he called \"unfair labor practice\" by the district.\u003c/p>\n\u003cp>\"During negotiations in 2012 we came to an agreement with the district on retiree health care. The district has decided not to honor that agreement and last week we filed an unfair labor practice charge with the Public Employee Relations Board,\" he said. \"This unfair labor practice exemplifies why the machinists and other employees do not trust the district's current health care proposals at the bargaining table.\"\u003c/p>\n\u003cp>Dana Fehler, the bridge district's director of marketing communication, said later that management \"denies that it has committed an unfair labor practice or violated the law in any way. In this regard, the labor action is totally unwarranted.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>She added that during labor talks, the district \"has sought modest increases to the amount that Coalition employees have been contributing to their health benefits. District employees enjoy world class health benefits. The small contributions the district is asking employees to make to maintain these benefits is a mere fraction of the cost the district incurs and would remain less than the contributions made by most private and public employees in the Bay Area.\"\u003c/p>\n\u003cp>\u003cstrong>Original post: \u003c/strong>It's been months -- months! -- since we've had a labor dispute involving one of our local transit agencies. But another one, this time involving Golden Gate ferry and bus workers, may be imminent.\u003c/p>\n\u003cp>The 13-union \u003ca href=\"http://goldengatelabor.com/\" target=\"_blank\">Golden Gate Bridge Labor Coalition\u003c/a> says it will announce at 4 p.m. Monday whether members will walk out over a contract dispute with district management. The 450 workers in the coalition include bus mechanics, ferry captains, deckhands, ironworkers and structural engineers, among others.\u003c/p>\n\u003cp>Familiar issues are at the heart of the dispute: wages and health care premiums. \u003ca href=\"http://ww2.kqed.org/news/2014/08/05/golden-gate-bridge-district-workers-vote-authorize-strike/\" target=\"_blank\">Unions are seeking \u003c/a> a three-year contract, including a 3.75 percent per year pay increase and a .5 percent contribution to health care premiums. The coalition says the bridge district has countered with a 3 percent per year wage increase but that most of the pay increases would be wiped out by new health care premiums of 2 percent a year.\u003c/p>\n\u003cp>A strike would shut down ferries to Sausalito and Larkspur, a service that had \u003ca href=\"http://goldengateferry.org/researchlibrary/statistics.php\" target=\"_blank\">an average weekday ridership in fiscal 2013-14 of about 7,500\u003c/a>.\u003c/p>\n\u003cp>A walkout would probably shut down Golden Gate bus service into the city, too. Although bus drivers are in a union that's not part of the coalition, bus mechanics would be among those who would strike and drivers are expected to honor picket lines. \u003ca href=\"http://goldengatetransit.org/researchlibrary/statistics.php\" target=\"_blank\">District bus ridership averaged\u003c/a> about 22,000 on weekdays in the fiscal year that ended June 30, including about 8,000 in total rush-hour ridership (mornings and afternoons) across the Golden Gate Bridge.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.sfgate.com/default/article/GG-Transit-ferries-sailing-again-as-strike-ends-3524286.php\" target=\"_blank\">last time the district experienced a strike\u003c/a> was May 1, 2012, when ferry workers walked out for a day during contract negotiations.\u003c/p>\n\u003cp>The last big Bay Area transit labor action came in June, when S.F. Muni transit operators staged a sickout that curtailed service for several days. Last year, BART unions struck twice while negotiating a contract with the district. In the East Bay, AC Transit workers settled a protracted contract dispute last December, but only after months of strike threats and a 60-day cooling-off period ordered by Gov. Jerry Brown.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Isabel Angell contributed to this post. \u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_147666\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/goldengatelaborcoalition140915.jpg\">\u003cimg class=\"wp-image-147666 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/goldengatelaborcoalition140915-640x480.jpg\" alt=\"Golden Gate Bridge union leaders at a Monday afternoon press conference to announce a Tuesday job action. They say one union will walk out Tuesday but that bridge and transit operations should not be affected. (Isabel Angell/KQED)\" width=\"640\" height=\"480\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/09/goldengatelaborcoalition140915-640x480.jpg 640w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/goldengatelaborcoalition140915-400x300.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/goldengatelaborcoalition140915.jpg 1024w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Golden Gate Bridge union leaders at a Monday afternoon press conference to announce a Tuesday job action. They say one union will walk out Tuesday but that bridge and transit operations should not be affected. (Isabel Angell/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 6:45 p.m. Monday:\u003c/strong> A coalition of Golden Gate Transportation District workers locked in a contract dispute with district management says one of its member unions will strike Tuesday, but that the commute across the Golden Gate Bridge should not be affected.\u003c/p>\n\u003cp>The 13-union \u003ca href=\"http://goldengatelabor.com/\" target=\"_blank\">Golden Gate Bridge Labor Coalition\u003c/a> announced this afternoon that the district's eight-member Machinists Union unit will strike for one day and that as many as 50 workers total are expected to honor their picket line. But the coalition added that other employees -- for instance, members of the Teamsters who move lane markers for the morning and afternoon rush hours -- would report to work Tuesday and that bridge and transit operations should be unaffected.\u003c/p>\n\u003cp>Art Gonzalez, a business representative for the Auto Machinists Local 1414, said the one-day strike is to protest what he called \"unfair labor practice\" by the district.\u003c/p>\n\u003cp>\"During negotiations in 2012 we came to an agreement with the district on retiree health care. The district has decided not to honor that agreement and last week we filed an unfair labor practice charge with the Public Employee Relations Board,\" he said. \"This unfair labor practice exemplifies why the machinists and other employees do not trust the district's current health care proposals at the bargaining table.\"\u003c/p>\n\u003cp>Dana Fehler, the bridge district's director of marketing communication, said later that management \"denies that it has committed an unfair labor practice or violated the law in any way. In this regard, the labor action is totally unwarranted.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>She added that during labor talks, the district \"has sought modest increases to the amount that Coalition employees have been contributing to their health benefits. District employees enjoy world class health benefits. The small contributions the district is asking employees to make to maintain these benefits is a mere fraction of the cost the district incurs and would remain less than the contributions made by most private and public employees in the Bay Area.\"\u003c/p>\n\u003cp>\u003cstrong>Original post: \u003c/strong>It's been months -- months! -- since we've had a labor dispute involving one of our local transit agencies. But another one, this time involving Golden Gate ferry and bus workers, may be imminent.\u003c/p>\n\u003cp>The 13-union \u003ca href=\"http://goldengatelabor.com/\" target=\"_blank\">Golden Gate Bridge Labor Coalition\u003c/a> says it will announce at 4 p.m. Monday whether members will walk out over a contract dispute with district management. The 450 workers in the coalition include bus mechanics, ferry captains, deckhands, ironworkers and structural engineers, among others.\u003c/p>\n\u003cp>Familiar issues are at the heart of the dispute: wages and health care premiums. \u003ca href=\"http://ww2.kqed.org/news/2014/08/05/golden-gate-bridge-district-workers-vote-authorize-strike/\" target=\"_blank\">Unions are seeking \u003c/a> a three-year contract, including a 3.75 percent per year pay increase and a .5 percent contribution to health care premiums. The coalition says the bridge district has countered with a 3 percent per year wage increase but that most of the pay increases would be wiped out by new health care premiums of 2 percent a year.\u003c/p>\n\u003cp>A strike would shut down ferries to Sausalito and Larkspur, a service that had \u003ca href=\"http://goldengateferry.org/researchlibrary/statistics.php\" target=\"_blank\">an average weekday ridership in fiscal 2013-14 of about 7,500\u003c/a>.\u003c/p>\n\u003cp>A walkout would probably shut down Golden Gate bus service into the city, too. Although bus drivers are in a union that's not part of the coalition, bus mechanics would be among those who would strike and drivers are expected to honor picket lines. \u003ca href=\"http://goldengatetransit.org/researchlibrary/statistics.php\" target=\"_blank\">District bus ridership averaged\u003c/a> about 22,000 on weekdays in the fiscal year that ended June 30, including about 8,000 in total rush-hour ridership (mornings and afternoons) across the Golden Gate Bridge.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.sfgate.com/default/article/GG-Transit-ferries-sailing-again-as-strike-ends-3524286.php\" target=\"_blank\">last time the district experienced a strike\u003c/a> was May 1, 2012, when ferry workers walked out for a day during contract negotiations.\u003c/p>\n\u003cp>The last big Bay Area transit labor action came in June, when S.F. Muni transit operators staged a sickout that curtailed service for several days. Last year, BART unions struck twice while negotiating a contract with the district. In the East Bay, AC Transit workers settled a protracted contract dispute last December, but only after months of strike threats and a 60-day cooling-off period ordered by Gov. Jerry Brown.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Isabel Angell contributed to this post. \u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Berkeley to Look at Residential Permit Parking Citywide",
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"content": "\u003cfigure id=\"attachment_147529\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/1130655563_bd35906972_o.jpg\">\u003cimg class=\"wp-image-147529 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/1130655563_bd35906972_o-640x426.jpg\" alt=\"1130655563_bd35906972_o\" width=\"640\" height=\"426\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/09/1130655563_bd35906972_o-640x426.jpg 640w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/1130655563_bd35906972_o-1028x685.jpg 1028w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/1130655563_bd35906972_o.jpg 2048w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The city of Berkeley is looking at expanding its permit parking program to ease the crush in residential neighborhoods. (Chris Makarsky/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>By \u003ca href=\"http://www.berkeleyside.com/author/emilie/\" target=\"_blank\">Emilie Raguso \u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://www.berkeleyside.com/\" target=\"_blank\">Berkeleyside \u003c/a>\u003c/p>\n\u003cp style=\"color: #444444\">The Berkeley City Council voted unanimously Tuesday night to study whether permit parking might be needed in more residential neighborhoods throughout the city, and whether the cost to buy those permits should increase.\u003c/p>\n\u003cp style=\"color: #444444\">Parking in West Berkeley, particularly around Fourth Street and the city Corporation Yard on Allston Way, has been an area of concern for officials, as are blocks near Sacramento Street where many city staff reportedly park.\u003c/p>\n\u003cp style=\"color: #444444\">The city hopes to learn — via a new environmental study — where it might make the most sense to expand the permit parking program. Berkeley currently has \u003ca href=\"http://www.berkeleyside.com/wp-content/uploads/2014/09/RPP_R1.pdf\" target=\"_blank\">14 permit (RPP) zones\u003c/a> in central Berkeley, most of which are near commercial areas. \u003ca href=\"http://www.berkeleyside.com/wp-content/uploads/2014/09/2014-09-09-Item-50-Expansion-of-Residential1.pdf\" target=\"_blank\">Via the staff report\u003c/a> “The existing RPP zones are bounded roughly on the north by Rose, Hopkins and Eunice Streets; on the east by UC Berkeley; on the south by Woolsey and part of 62nd Street; and on the west by Sacramento and Chestnut Streets.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp style=\"color: #444444\">Residents would have to opt in to the program by garnering the support of at least 51% of homes per block face. In addition, a parking survey would need to show that at least 75% of available street parking is occupied at mid-morning and mid-afternoon.\u003c/p>\n\u003cp style=\"color: #444444\">Last year, the city launched a \u003ca href=\"http://www.berkeleyside.com/tag/goberkeley/\" target=\"_blank\">pilot program called goBerkeley\u003c/a> to change its approach to metered parking in several commercial areas to improve the visitor experience and cut down on emissions caused by drivers circling for a spot. With the permit parking program, the city now plans to take a closer look at neighborhood parking in residential areas, which was not part of goBerkeley.\u003c/p>\n\u003cp style=\"color: #444444\">Tuesday night, two speakers addressed council \u003ca href=\"http://www.berkeleyside.com/wp-content/uploads/2014/09/2014-09-09-Item-50-Expansion-of-Residential1.pdf\" target=\"_blank\">about the proposal\u003c/a>, which was submitted by Public Works director Andrew Clough and prompted by “periodic interest” in permit parking expansion expressed by council members.\u003c/p>\n\u003cp style=\"color: #444444\">One local resident told council she wasn’t sure she wanted to have to pay more to park in her own neighborhood, or to host visitors who need to park on the street.\u003c/p>\n\u003cp style=\"color: #444444\">\u003ca href=\"http://www.berkeleyside.com/tag/john-caner/\" target=\"_blank\">John Caner\u003c/a>, who runs the Downtown Berkeley Association, told council the city might want to consider protecting the ability of city staff to park in residential areas around Sacramento Street. He noted that downtown garages are already full, and that many city staff cannot afford to park in them.\u003c/p>\n\u003cp style=\"color: #444444\">On the other hand, \u003ca href=\"http://www.berkeleyside.com/tag/jesse-arreguin/\" target=\"_blank\">Councilman Jesse Arreguín\u003c/a> said he’s heard from many residents around California Street and Spaulding Avenue who are frustrated by the number of city staff who park in the neighborhood. He said there needs to be a balance in residential areas between “providing parking for people who work downtown” and “neighborhood character.”\u003c/p>\n\u003cp style=\"color: #444444\">As the program currently works, on roughly 1,600 “street segments,” parking for longer than two hours — in most areas — is reserved for permit holders from 9 a.m. to 7 p.m. weekdays. Some blocks also require permits on Saturdays.\u003c/p>\n\u003cp style=\"color: #444444\">The city hopes expanding the program might push more people who drive to use public transportation, which could decrease congestion and emissions. On the flip side, it may also lead to increased “rotation” as drivers who don’t opt for public transportation would need to move their vehicles more often to comply with the two-hour time limit.\u003c/p>\n\u003cp style=\"color: #444444\">The city estimates that 300 more blocks might be included in the program once the new environmental study is done. Expanding the program to those blocks would lead to additional costs, however, and the program already loses money, according to \u003ca href=\"http://www.berkeleyside.com/wp-content/uploads/2014/09/2014-09-09-Item-50-Expansion-of-Residential1.pdf\" target=\"_blank\">the staff report\u003c/a>. (An exact amount was not specified.)\u003c/p>\n\u003cp style=\"color: #444444\">Staff estimate that the expansion could cost more than $1 million to implement: nearly $800,000 to hire 7.6 parking enforcement officers; nearly $80,000 for 7.6 vehicles for them to drive; an estimated $150,000 for signage, at $500 per block; and $70,000 in program management costs for staffing.\u003c/p>\n\u003cp style=\"color: #444444\">Additional costs related to permit renewals, printing and postage, citation processing and the adjudication of contested citations have not been determined.\u003c/p>\n\u003cp style=\"color: #444444\">Council said, as part of the process, the city should investigate the possibility of raising the annual permit fee so it covers more program costs. Currently, an annual permit costs $45. Officials said it might be wise to look at an escalating fee for households with numerous vehicles.\u003c/p>\n\u003cp style=\"color: #444444\">City of Berkeley Transportation Division manager\u003ca href=\"http://www.berkeleyside.com/tag/farid-javandel/\" target=\"_blank\"> Farid Javandel\u003c/a> said Tuesday that he didn’t have an estimate for how much the environmental study will cost to complete, but noted that the expenses listed above, particularly for enforcement, would likely be of more significance.\u003c/p>\n\u003cp style=\"color: #444444\">Javandel said he hopes to return to council in February with a proposed timeline and estimated cost for the environmental study.\u003c/p>\n\u003cp style=\"color: #444444\">\u003ca href=\"http://www.berkeleyside.com/tag/susan-wengraf/\" target=\"_blank\">Councilwoman Susan Wengraf\u003c/a> said Tuesday night that the city is going to need to think more broadly about parking going forward. She said there is an “inherent conflict we have about parking,” and that the city needs to build more parking structures downtown to help ease the tension.\u003c/p>\n\u003cp style=\"color: #444444\">Wengraf said many people do use BART to get to the city, but that the transit system doesn’t serve all of the surrounding communities. She also noted that the city doesn’t have the staff “to do simple things,” and wondered how an increased workload would be handled.\u003c/p>\n\u003cp style=\"color: #444444\">“We’re moving in one direction but we’re not doing anything to alleviate the whole problem,” she said. “I think we really do have a citywide problem with parking. And we’re not really addressing it in a comprehensive way.”\u003c/p>\n\u003cp style=\"color: #444444\">\u003ca href=\"http://www.berkeleyside.com/tag/max-anderson/\" target=\"_blank\">Councilman Max Anderson\u003c/a> said the situation is only going to get worse as the city increases in density. He said Berkeley’s population rose from 99,000 in 2000 to 114,000 now.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp style=\"color: #444444\">“That increase in population alone adds to the problem and, as we build more structures that attract people and are destinations, we’re going to have even more people coming,” he said. “In a sense, there’s a problem that accompanies success, and we have to be able to address the increased demand.\u003cbr>\nI don’t think we’ve done that so far.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_147529\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/1130655563_bd35906972_o.jpg\">\u003cimg class=\"wp-image-147529 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/1130655563_bd35906972_o-640x426.jpg\" alt=\"1130655563_bd35906972_o\" width=\"640\" height=\"426\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2014/09/1130655563_bd35906972_o-640x426.jpg 640w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/1130655563_bd35906972_o-1028x685.jpg 1028w, https://ww2.kqed.org/app/uploads/sites/10/2014/09/1130655563_bd35906972_o.jpg 2048w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The city of Berkeley is looking at expanding its permit parking program to ease the crush in residential neighborhoods. (Chris Makarsky/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>By \u003ca href=\"http://www.berkeleyside.com/author/emilie/\" target=\"_blank\">Emilie Raguso \u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://www.berkeleyside.com/\" target=\"_blank\">Berkeleyside \u003c/a>\u003c/p>\n\u003cp style=\"color: #444444\">The Berkeley City Council voted unanimously Tuesday night to study whether permit parking might be needed in more residential neighborhoods throughout the city, and whether the cost to buy those permits should increase.\u003c/p>\n\u003cp style=\"color: #444444\">Parking in West Berkeley, particularly around Fourth Street and the city Corporation Yard on Allston Way, has been an area of concern for officials, as are blocks near Sacramento Street where many city staff reportedly park.\u003c/p>\n\u003cp style=\"color: #444444\">The city hopes to learn — via a new environmental study — where it might make the most sense to expand the permit parking program. Berkeley currently has \u003ca href=\"http://www.berkeleyside.com/wp-content/uploads/2014/09/RPP_R1.pdf\" target=\"_blank\">14 permit (RPP) zones\u003c/a> in central Berkeley, most of which are near commercial areas. \u003ca href=\"http://www.berkeleyside.com/wp-content/uploads/2014/09/2014-09-09-Item-50-Expansion-of-Residential1.pdf\" target=\"_blank\">Via the staff report\u003c/a> “The existing RPP zones are bounded roughly on the north by Rose, Hopkins and Eunice Streets; on the east by UC Berkeley; on the south by Woolsey and part of 62nd Street; and on the west by Sacramento and Chestnut Streets.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp style=\"color: #444444\">Residents would have to opt in to the program by garnering the support of at least 51% of homes per block face. In addition, a parking survey would need to show that at least 75% of available street parking is occupied at mid-morning and mid-afternoon.\u003c/p>\n\u003cp style=\"color: #444444\">Last year, the city launched a \u003ca href=\"http://www.berkeleyside.com/tag/goberkeley/\" target=\"_blank\">pilot program called goBerkeley\u003c/a> to change its approach to metered parking in several commercial areas to improve the visitor experience and cut down on emissions caused by drivers circling for a spot. With the permit parking program, the city now plans to take a closer look at neighborhood parking in residential areas, which was not part of goBerkeley.\u003c/p>\n\u003cp style=\"color: #444444\">Tuesday night, two speakers addressed council \u003ca href=\"http://www.berkeleyside.com/wp-content/uploads/2014/09/2014-09-09-Item-50-Expansion-of-Residential1.pdf\" target=\"_blank\">about the proposal\u003c/a>, which was submitted by Public Works director Andrew Clough and prompted by “periodic interest” in permit parking expansion expressed by council members.\u003c/p>\n\u003cp style=\"color: #444444\">One local resident told council she wasn’t sure she wanted to have to pay more to park in her own neighborhood, or to host visitors who need to park on the street.\u003c/p>\n\u003cp style=\"color: #444444\">\u003ca href=\"http://www.berkeleyside.com/tag/john-caner/\" target=\"_blank\">John Caner\u003c/a>, who runs the Downtown Berkeley Association, told council the city might want to consider protecting the ability of city staff to park in residential areas around Sacramento Street. He noted that downtown garages are already full, and that many city staff cannot afford to park in them.\u003c/p>\n\u003cp style=\"color: #444444\">On the other hand, \u003ca href=\"http://www.berkeleyside.com/tag/jesse-arreguin/\" target=\"_blank\">Councilman Jesse Arreguín\u003c/a> said he’s heard from many residents around California Street and Spaulding Avenue who are frustrated by the number of city staff who park in the neighborhood. He said there needs to be a balance in residential areas between “providing parking for people who work downtown” and “neighborhood character.”\u003c/p>\n\u003cp style=\"color: #444444\">As the program currently works, on roughly 1,600 “street segments,” parking for longer than two hours — in most areas — is reserved for permit holders from 9 a.m. to 7 p.m. weekdays. Some blocks also require permits on Saturdays.\u003c/p>\n\u003cp style=\"color: #444444\">The city hopes expanding the program might push more people who drive to use public transportation, which could decrease congestion and emissions. On the flip side, it may also lead to increased “rotation” as drivers who don’t opt for public transportation would need to move their vehicles more often to comply with the two-hour time limit.\u003c/p>\n\u003cp style=\"color: #444444\">The city estimates that 300 more blocks might be included in the program once the new environmental study is done. Expanding the program to those blocks would lead to additional costs, however, and the program already loses money, according to \u003ca href=\"http://www.berkeleyside.com/wp-content/uploads/2014/09/2014-09-09-Item-50-Expansion-of-Residential1.pdf\" target=\"_blank\">the staff report\u003c/a>. (An exact amount was not specified.)\u003c/p>\n\u003cp style=\"color: #444444\">Staff estimate that the expansion could cost more than $1 million to implement: nearly $800,000 to hire 7.6 parking enforcement officers; nearly $80,000 for 7.6 vehicles for them to drive; an estimated $150,000 for signage, at $500 per block; and $70,000 in program management costs for staffing.\u003c/p>\n\u003cp style=\"color: #444444\">Additional costs related to permit renewals, printing and postage, citation processing and the adjudication of contested citations have not been determined.\u003c/p>\n\u003cp style=\"color: #444444\">Council said, as part of the process, the city should investigate the possibility of raising the annual permit fee so it covers more program costs. Currently, an annual permit costs $45. Officials said it might be wise to look at an escalating fee for households with numerous vehicles.\u003c/p>\n\u003cp style=\"color: #444444\">City of Berkeley Transportation Division manager\u003ca href=\"http://www.berkeleyside.com/tag/farid-javandel/\" target=\"_blank\"> Farid Javandel\u003c/a> said Tuesday that he didn’t have an estimate for how much the environmental study will cost to complete, but noted that the expenses listed above, particularly for enforcement, would likely be of more significance.\u003c/p>\n\u003cp style=\"color: #444444\">Javandel said he hopes to return to council in February with a proposed timeline and estimated cost for the environmental study.\u003c/p>\n\u003cp style=\"color: #444444\">\u003ca href=\"http://www.berkeleyside.com/tag/susan-wengraf/\" target=\"_blank\">Councilwoman Susan Wengraf\u003c/a> said Tuesday night that the city is going to need to think more broadly about parking going forward. She said there is an “inherent conflict we have about parking,” and that the city needs to build more parking structures downtown to help ease the tension.\u003c/p>\n\u003cp style=\"color: #444444\">Wengraf said many people do use BART to get to the city, but that the transit system doesn’t serve all of the surrounding communities. She also noted that the city doesn’t have the staff “to do simple things,” and wondered how an increased workload would be handled.\u003c/p>\n\u003cp style=\"color: #444444\">“We’re moving in one direction but we’re not doing anything to alleviate the whole problem,” she said. “I think we really do have a citywide problem with parking. And we’re not really addressing it in a comprehensive way.”\u003c/p>\n\u003cp style=\"color: #444444\">\u003ca href=\"http://www.berkeleyside.com/tag/max-anderson/\" target=\"_blank\">Councilman Max Anderson\u003c/a> said the situation is only going to get worse as the city increases in density. He said Berkeley’s population rose from 99,000 in 2000 to 114,000 now.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp style=\"color: #444444\">“That increase in population alone adds to the problem and, as we build more structures that attract people and are destinations, we’re going to have even more people coming,” he said. “In a sense, there’s a problem that accompanies success, and we have to be able to address the increased demand.\u003cbr>\nI don’t think we’ve done that so far.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Consultant: Big Changes Needed to Avoid Repeat of Contract War",
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"content": "\u003cfigure id=\"attachment_133074\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/BARTTrain.jpg\">\u003cimg class=\"size-full wp-image-133074\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/BARTTrain.jpg\" alt=\"A BART train sits idle at the Millbrae station during the BART strike last July. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART train sits idle at the Millbrae Station during the BART strike last July. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>BART's board and management needs to start now to revamp its approach to contract negotiations to avoid a repeat of last year's labor dispute and strikes. That's the major conclusion of an outside consultant's 224-page report reviewing last year's strife and looking forward to the next round of negotiations, scheduled in 2017.\u003c/p>\n\u003cp>\u003ca href=\"#bartlaborreport\">The report (embedded below)\u003c/a>, by Seattle-based \u003ca href=\"http://www.agreementdynamics.com/\" target=\"_blank\">Agreement Dynamics\u003c/a>, makes 63 recommendations that could help avoid a meltdown in contract negotiations.\u003c/p>\n\u003cp>The steps include:\u003c/p>\n\u003cul>\n\u003cli>Beginning negotiations earlier\u003c/li>\n\u003cli>Bringing in \"neutral facilitators\" before formal talks begin to build trust between labor and management\u003c/li>\n\u003cli>Excluding managers with \"historically combative relationships and/or adversarial styles\" from involvement in labor relations and including managers who are respected by and have credibility with the workforce\u003c/li>\n\u003cli>Agreeing with unions on a fallback arbitration process in the case of impasse\u003c/li>\n\u003cli>Agreeing with unions on a joint media strategy in order to avoid airing disputes publicly.\u003c/li>\n\u003c/ul>\n\u003cp>There's plenty of fascinating reading in the report, based on more than 200 hours of interviews with 60 people, including members of the BART board, agency managers, the agency's labor consultants and union officers and negotiators, among others. Here's part of the document's summary of the 2013 contract battle, which ended only after two nonunion workers were hit by a train and killed during the system's second strike last October:\u003c/p>\n\u003cblockquote>\u003cp>At BART, a multitude of minor and significant mistakes, miscommunications, inaccurate assumptions, pervasive sense of mistrust, combative history, antagonistic tactics and feelings of victimization and futility all converged to poison the 2013 bargaining process. Interviews conducted over the last two and one-half months lead us to conclude that all parties have baggage and are deeply affected by what happened last year. Numerous interviewees used words such as “shell shocked,” “devoid of trust,” “angry” and “polarized” to describe their current state of mind.\u003c/p>\u003c/blockquote>\n\u003cp>The report's authors also included a litany of the \"combat-type references\" that the two sides used to describe the conflict:\u003c/p>\n\u003cul>\n\u003cli>“We just walked out of a war.”\u003c/li>\n\u003cli>“It was like Vietnam.”\u003c/li>\n\u003cli>“We are outgunned.” (Over 20 separate references)\u003c/li>\n\u003cli>“They bring an army.”\u003c/li>\n\u003cli>“A strike is war. That’s what they caused.”\u003c/li>\n\u003cli>“Labor massacre.”\u003c/li>\n\u003cli>“They declared war.”\u003c/li>\n\u003cli>“The bloodiest strike ever.”\u003c/li>\n\u003cli>“They threw bombs.”\u003c/li>\n\u003c/ul>\n\u003cp>So, how ready are the two sides to embrace a new direction? The San Francisco Chronicle's Michael Cabanatuan conveys remarks from both management and labor:\u003c/p>\n\u003cblockquote>\u003cp>BART General Manager Grace Crunican said the agency is analyzing the recommendations and has already taken steps to improve relations with its unions.\u003c/p>\n\u003cp>\"Last year's labor negotiation process was well below the standard the public and our riders expect and deserve,\" she said. \"This report makes it clear that mistakes were made on all sides during the 2013 labor negotiations process. BART management certainly made our share.\"\u003c/p>\n\u003cp>Pete Castelli, executive director of Service Employees International Union Local 1021, which represents clerical, maintenance and administrative workers, said he supported many of the recommendations. But, he said, BART doesn't have to wait for the next round of contract talks to improve labor relations.\u003c/p>\n\u003cp>\"Anything that gets us having these kinds of conversations and gets management thinking about what happened is a good thing,\" he said. \"Taking a different approach that would mean good faith bargaining, we'd welcome that. But they can do that now. They could do that yesterday.\"\u003c/p>\u003c/blockquote>\n\u003cp>\u003ca id=\"bartlaborreport\">\u003c/a>\u003ciframe id=\"doc_79645\" class=\"scribd_iframe_embed\" src=\"//www.scribd.com/embeds/239305872/content?start_page=1&view_mode=scroll&show_recommendations=true\" width=\"100%\" height=\"600\" frameborder=\"0\" scrolling=\"no\">\u003c/iframe>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_133074\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/BARTTrain.jpg\">\u003cimg class=\"size-full wp-image-133074\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/BARTTrain.jpg\" alt=\"A BART train sits idle at the Millbrae station during the BART strike last July. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART train sits idle at the Millbrae Station during the BART strike last July. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>BART's board and management needs to start now to revamp its approach to contract negotiations to avoid a repeat of last year's labor dispute and strikes. That's the major conclusion of an outside consultant's 224-page report reviewing last year's strife and looking forward to the next round of negotiations, scheduled in 2017.\u003c/p>\n\u003cp>\u003ca href=\"#bartlaborreport\">The report (embedded below)\u003c/a>, by Seattle-based \u003ca href=\"http://www.agreementdynamics.com/\" target=\"_blank\">Agreement Dynamics\u003c/a>, makes 63 recommendations that could help avoid a meltdown in contract negotiations.\u003c/p>\n\u003cp>The steps include:\u003c/p>\n\u003cul>\n\u003cli>Beginning negotiations earlier\u003c/li>\n\u003cli>Bringing in \"neutral facilitators\" before formal talks begin to build trust between labor and management\u003c/li>\n\u003cli>Excluding managers with \"historically combative relationships and/or adversarial styles\" from involvement in labor relations and including managers who are respected by and have credibility with the workforce\u003c/li>\n\u003cli>Agreeing with unions on a fallback arbitration process in the case of impasse\u003c/li>\n\u003cli>Agreeing with unions on a joint media strategy in order to avoid airing disputes publicly.\u003c/li>\n\u003c/ul>\n\u003cp>There's plenty of fascinating reading in the report, based on more than 200 hours of interviews with 60 people, including members of the BART board, agency managers, the agency's labor consultants and union officers and negotiators, among others. Here's part of the document's summary of the 2013 contract battle, which ended only after two nonunion workers were hit by a train and killed during the system's second strike last October:\u003c/p>\n\u003cblockquote>\u003cp>At BART, a multitude of minor and significant mistakes, miscommunications, inaccurate assumptions, pervasive sense of mistrust, combative history, antagonistic tactics and feelings of victimization and futility all converged to poison the 2013 bargaining process. Interviews conducted over the last two and one-half months lead us to conclude that all parties have baggage and are deeply affected by what happened last year. Numerous interviewees used words such as “shell shocked,” “devoid of trust,” “angry” and “polarized” to describe their current state of mind.\u003c/p>\u003c/blockquote>\n\u003cp>The report's authors also included a litany of the \"combat-type references\" that the two sides used to describe the conflict:\u003c/p>\n\u003cul>\n\u003cli>“We just walked out of a war.”\u003c/li>\n\u003cli>“It was like Vietnam.”\u003c/li>\n\u003cli>“We are outgunned.” (Over 20 separate references)\u003c/li>\n\u003cli>“They bring an army.”\u003c/li>\n\u003cli>“A strike is war. That’s what they caused.”\u003c/li>\n\u003cli>“Labor massacre.”\u003c/li>\n\u003cli>“They declared war.”\u003c/li>\n\u003cli>“The bloodiest strike ever.”\u003c/li>\n\u003cli>“They threw bombs.”\u003c/li>\n\u003c/ul>\n\u003cp>So, how ready are the two sides to embrace a new direction? The San Francisco Chronicle's Michael Cabanatuan conveys remarks from both management and labor:\u003c/p>\n\u003cblockquote>\u003cp>BART General Manager Grace Crunican said the agency is analyzing the recommendations and has already taken steps to improve relations with its unions.\u003c/p>\n\u003cp>\"Last year's labor negotiation process was well below the standard the public and our riders expect and deserve,\" she said. \"This report makes it clear that mistakes were made on all sides during the 2013 labor negotiations process. BART management certainly made our share.\"\u003c/p>\n\u003cp>Pete Castelli, executive director of Service Employees International Union Local 1021, which represents clerical, maintenance and administrative workers, said he supported many of the recommendations. But, he said, BART doesn't have to wait for the next round of contract talks to improve labor relations.\u003c/p>\n\u003cp>\"Anything that gets us having these kinds of conversations and gets management thinking about what happened is a good thing,\" he said. \"Taking a different approach that would mean good faith bargaining, we'd welcome that. But they can do that now. They could do that yesterday.\"\u003c/p>\u003c/blockquote>\n\u003cp>\u003ca id=\"bartlaborreport\">\u003c/a>\u003ciframe id=\"doc_79645\" class=\"scribd_iframe_embed\" src=\"//www.scribd.com/embeds/239305872/content?start_page=1&view_mode=scroll&show_recommendations=true\" width=\"100%\" height=\"600\" frameborder=\"0\" scrolling=\"no\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Golden Gate Bridge Deer Bring Great Civilization to Standstill",
"title": "Golden Gate Bridge Deer Bring Great Civilization to Standstill",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>[youtube http://www.youtube.com/watch?v=bMrmnKl7M4w?rel=0&w=640&h=480]\u003c/p>\n\u003cp>This happened Friday, so you can't really say we're right on top of it. But: A couple of deer made headlines during the it's-the-end-of-the-week-just-please-let-me-get-home commute by gamboling onto the Golden Gate Bridge, then trotting with palpable insouciance up the northbound lanes. The upshot was that they brought a great civilization, or at least the part represented by North Bay-bound drivers, to a standstill.\u003c/p>\n\u003cp>Here's how CBS San Francisco \u003ca href=\"http://sanfrancisco.cbslocal.com/2014/09/05/2-deer-stop-traffic-on-golden-gate-bridge-during-friday-eve-commute/\" target=\"_blank\">describes the scene\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>...CHP officers were caught in the resulting traffic backup and by the time they reached the scene, the deer were gone, Barclay said. However, several videos and photos taken by people on the bridge have surfaced.\u003c/p>\n\u003cp>Drivers appeared to have slowed behind the animals, leaving the lanes clear in front of them.\u003cbr>\n“They pretty much created their own traffic break,” Barclay said, noting that northbound traffic tends to be backed up and slower around 5:30 p.m. anyway.\u003c/p>\n\u003cp>“That could be what saved the deer from getting hurt,” he added. “If it was lighter traffic the cars would have been moving faster.”\u003c/p>\u003c/blockquote>\n\u003cp>What a couple of awesome ruminants. We're hoping they enjoyed telling the story to their deer friends.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/bMrmnKl7M4w?rel=0'\n title='//www.youtube.com/embed/bMrmnKl7M4w?rel=0'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003c/p>\n\u003cp>This happened Friday, so you can't really say we're right on top of it. But: A couple of deer made headlines during the it's-the-end-of-the-week-just-please-let-me-get-home commute by gamboling onto the Golden Gate Bridge, then trotting with palpable insouciance up the northbound lanes. The upshot was that they brought a great civilization, or at least the part represented by North Bay-bound drivers, to a standstill.\u003c/p>\n\u003cp>Here's how CBS San Francisco \u003ca href=\"http://sanfrancisco.cbslocal.com/2014/09/05/2-deer-stop-traffic-on-golden-gate-bridge-during-friday-eve-commute/\" target=\"_blank\">describes the scene\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>...CHP officers were caught in the resulting traffic backup and by the time they reached the scene, the deer were gone, Barclay said. However, several videos and photos taken by people on the bridge have surfaced.\u003c/p>\n\u003cp>Drivers appeared to have slowed behind the animals, leaving the lanes clear in front of them.\u003cbr>\n“They pretty much created their own traffic break,” Barclay said, noting that northbound traffic tends to be backed up and slower around 5:30 p.m. anyway.\u003c/p>\n\u003cp>“That could be what saved the deer from getting hurt,” he added. “If it was lighter traffic the cars would have been moving faster.”\u003c/p>\u003c/blockquote>\n\u003cp>What a couple of awesome ruminants. We're hoping they enjoyed telling the story to their deer friends.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "California Bill Would Enable Uber, Lyft Drivers to Finally Get Insurance",
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"content": "\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140AB2293\" target=\"_blank\">AB2293\u003c/a>, the ride-service insurance bill that passed the California Legislature last week, could pave the way for drivers for companies like Lyft and Uber to finally get coverage for both personal and commercial use of their vehicles.\u003c/p>\n\u003cp>The measure is supported by the insurance industry as well as Uber and Lyft, which fought tooth and nail to squash it until Assemblywoman Susan Bonilla (D-Concord) lowered the amount of coverage required. The legislation calls for the development, by July 1, 2015, of new hybrid policies that would cover drivers for both personal use of their vehicle and TNC (transportation network company) work, and directs the state Department of Insurance to expedite approval of such products.\u003c/p>\n\u003cp>Gov. Jerry Brown, who was involved in the final negotiations over the bill, is expected to sign it into law.\u003c/p>\n\u003cp>\u003cstrong>Keeping Status a Secret\u003c/strong>\u003c/p>\n\u003cp>Ever since we've been covering the ride-service story, we've heard from UberX and Lyft drivers that they don't want to be identified by name because they are \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/can-lyft-uberx-drivers-lose-their-insurance\" target=\"_blank\">afraid their personal auto insurer would cancel their polic\u003c/a>ies.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Those policies were written with the understanding that the vehicles would be used for everyday use, not operating as a de facto cab.\u003c/p>\n\u003cp>Some in the taxi industry even claimed a wave of insurance cancellations for TNC drivers was on the way. The San Francisco Cab Drivers Association claimed to have compiled a database of thousands of TNC vehicle license plate numbers that it was making available to insurers.\u003c/p>\n\u003cp>Though mass cancellations never occurred, at least \u003ca href=\"http://ww2.kqed.org/news/2014/01/20/ride-sharing-insurance-lyft-uberx-sidecar/\" target=\"_blank\">two cancellations were reported\u003c/a>, and many drivers consider it a fact of life that they have to keep their status as commercial drivers hidden. No one was ever able to find an insurance company who would cover TNC work, with either a personal or a commercial policy. For instance, when we talked to two San Francisco cab drivers who wanted to buy their own cars so they could drive for UberX, \u003ca href=\"http://ww2.kqed.org/news/2014/01/20/ride-sharing-insurance-lyft-uberx-sidecar/\" target=\"_blank\">they hit a brick wall\u003c/a>.\u003c/p>\n\u003cp>[contextly_sidebar id=\"XHynJJiNGUH70r6uZkbADMMWgKttQBhi\"]\u003c/p>\n\u003cp>“I couldn’t find anybody who would insure an UberX vehicle,” said longtime cab driver John Han. “When I talked to my personal insurance company ... I said I had just been approved for a car loan but wanted to work for UberX. They said they can’t insure that. You can’t really insure a car as both a personal vehicle and commercial at the same time. The only way I can do UberX would be to lie to my insurance company.\"\u003c/p>\n\u003cp>“Many insurers don’t know their customers are involved in these kinds of programs,” said Pete Moraga of the Insurance Information Network of California. “If these drivers aren’t telling their insurers, there’s no way for them to know.”\u003c/p>\n\u003cp>Drivers have fared no better trying to get commercial insurance. \"They had never heard of TNCs,” said Luxor cab driver Bill Clark of commercial insurers. Musing about his quest to leave the taxi business and drive for UberX, Clark said, “I could get a brand-new Prius, drive any time I wanted to and just make money. That’s like a dream; too good to be true. In fact, it was too good to be true. You can’t get insurance on them.”\u003c/p>\n\u003cp>\u003cstrong>Policy to be Designed For TNC Drivers\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Well that could very well change, according to Bonilla, sponsor of \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140AB2293\" target=\"_blank\">AB2293\u003c/a>.\u003c/p>\n\u003caside class=\"pullquote alignleft\">'This is going to be a brand-new policy for TNC drivers that will cover them for both personal and for their commercial activities.'\n\u003cp>--Assemblywoman Susan Bonilla\u003c/p>\n\u003c/aside>\n\u003cp>\"For an innovative business there will be an innovative insurance product,\" said Bonilla. \"It doesn't currently exist now. This is going to be a brand-new policy for TNC drivers that will cover them for both personal and for their commercial activities.\"\u003c/p>\n\u003cp>Armand Feliciano, vice president for the Association of California Insurance Companies, said he's confident insurers will create the new policies by the July 1, 2015, deadline.\u003c/p>\n\u003cp>\"I know of at least one company that’s been actively working with Lyft on a product,\" he said. \"This is something (companies) want to write, they are interested in writing. It’s a challenge here in California; we have Proposition 103 and the factors for personal auto are pretty limited: mileage driven and experience. If you extrapolate a little bit from that, how do you figure out a guy that may turn (the app) on for a good two hours a day? He goes in and out from personal to commercial. There are challenges trying to assess the risk, but there’s definitely an incentive for companies ... to provide the product.\"\u003c/p>\n\u003cp>While those who dislike hiding their TNC status from insurers may welcome coverage written specifically for their occupation, they may find it is going to add to the cost of doing business, a cost that was invisible to them because it was not factored into their personal policies. The coverage is almost certainly going to be more expensive than plain personal insurance.\u003c/p>\n\u003cp>\"That’s a valid assumption,\" Feliciano said. \"When you turn on that app, it’s our position that you do engage in a rather riskier behavior. You are going to places like a beerfest, or you may be driving a little faster because you want to catch that fare. So that risk is going to be a little higher, and therefore it’s going to be priced differently.\"\u003c/p>\n\u003cp>\u003cstrong>Closing an Insurance Gap\u003c/strong>\u003c/p>\n\u003cp>The bill also stipulates TNC drivers must be insured during the time they have their app open but have yet to accept a call (known as Period 1 in the biz). The coverage during this period must be at least $50,000 per individual, $100,000 total per incident for bodily injury, and $30,000 for property damage. An additional $200,000 in excess coverage is required.\u003c/p>\n\u003cp>Insurance coverage during Period 1 became a very big deal on Dec. 31, 2013, when UberX driver Syed Muzaffar ran into a family in a San Francisco crosswalk, killing 6-year-old Sofia Liu and seriously injuring her mother and brother just before 8 p.m. It soon emerged that Uber did not consider Muzzafar to be insured under its state-mandated $1 million liability policy.\u003c/p>\n\u003cp>Although Muzaffar had his app open and was awaiting a call, Uber said, he had yet to actually accept a fare and was thus not yet engaged in \"providing TNC services,\" the point at which the California Public Utilities Commission requires TNC insurance to kick in. Uber's narrow definition of when TNC services began relegated coverage of the fatal accident to Muzaffar's personal insurance, which provided only a fraction of the amount to cover costs that could hit seven figures. (Sofia Liu's family is suing Uber over the incident.)\u003c/p>\n\u003cp>In March, in the wake of negative press coverage over the issue, as well as \u003ca href=\"http://www.insurance.ca.gov/0250-insurers/0300-insurers/0200-bulletins/bulletin-notices-commiss-opinion/TransNetwkDrvrs.cfm\" target=\"_blank\">warnings from various state governments\u003c/a> -- including California's Department of Insurance about insurance gaps inherent in driving for TNCs -- Uber and Lyft \u003ca href=\"http://ww2.kqed.org/news/2014/03/14/uber-lyft-insurance/\" target=\"_blank\">expanded their insurance\u003c/a>, including coverage for Period 1. That coverage, however, was significantly lower than it was for the post-Period 1 time, when drivers are on a call.\u003c/p>\n\u003cp>And as the CPUC floated a proposal to require TNCs to extend their $1 million insurance to Period 1, Uber and Lyft argued against it, claiming that interval is fraught with ambiguity: What if a driver isn't really working and just turns the app on in order to qualify for the insurance? What if a driver who uses apps from different TNCs gets into an accident? Which company would have to cover that?\u003c/p>\n\u003cp>In the face of of Uber and Lyft's resistance, both AB2293 and the CPUC's proposal came down significantly in terms of the final amount of coverage for Period 1.\u003c/p>\n\u003cp>Drivers also take note: AB2293 says either TNCs or drivers can pay for Period 1 coverage -- it doesn't have to come from the companies.\u003c/p>\n\u003cp>\"That could become a point of competitiveness in terms of attracting drivers, the decision of who will pay what,\" said Bonilla.\u003c/p>\n\u003cp>I asked Uber who would pay for the new insurance, the driver or the company? Spokeswoman Eva Behrend did not answer the question directly, but said, \"The legislation does not take effect until July 2015 and intentionally leaves the option open for either the driver or the TNC to carry the insurance. This gives the insurance industry time to develop a hybrid product.\"\u003c/p>\n\u003cp>\u003cstrong>Clarity: Personal Insurance Does Not Cover TNC Accidents\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_105050\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003cimg class=\"size-full wp-image-105050\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/07/UberCar.jpg\" alt=\"Uber car\" width=\"300\" height=\"175\">\u003cfigcaption class=\"wp-caption-text\">An Uber car drives in San Francisco. (Adam Fagen/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>AB2293 also clears up once and for all that personal insurance will not cover TNC accidents. As noted, Uber and Lyft do currently provide insurance that covers Period 1. But that coverage is contingent on \"a driver’s personal insurance policy (being) found not to cover an accident during this period.\"\u003c/p>\n\u003cp>The California Department of Insurance, insurance companies and TNC opponents such as the taxi industry scoffed at this qualification, taking the position that the TNCs' reliance on personal insurance to cover a commercial activity was based on a fiction, contingent on the erroneous view that drivers’ personal insurers would pay claims for individuals who drive commercially for TNCs.\u003c/p>\n\u003cp>Insurers say this shifts the cost of covering commercial activity by TNCs onto the personal insurance market.\u003c/p>\n\u003cp>AB2293 makes it clear that a driver's personal insurance will have no responsibility for covering TNC accidents, unless that insurance has been \"specifically written to cover the driver's use of a vehicle in connection with a transportation network company's online-enabled application or platform.\"\u003c/p>\n\u003cp>\u003cstrong>CPUC Could Require More Coverage (But it Doesn't Look Likely)\u003c/strong>\u003c/p>\n\u003cp>The latest proposal on TNC insurance by the California Public Utilities Commission calls for slightly greater amounts of Period 1 coverage than does AB2293. The plan calls for at least $100,000 per individual and $300,000 total per incident for bodily injury and $50,000 for property damage, in an excess insurance policy, instead of AB2293's 50,000/100,000/30,000 coverage. The commission next meets on Sept. 11 and could vote on the proposal then.\u003c/p>\n\u003cp>Bonilla said there is nothing in her bill that would preclude the CPUC from requiring greater amounts and even additional types of coverage than are specified in AB2293; the amounts written into the bill are minimums. The CPUC, however, appears to be moving in the opposite direction. While a provision of AB2293 requires at least $1 million in uninsured/underinsured motorist coverage for TNCs, the latest CPUC proposal does not. (AB 2293's stipulations would supercede the CPUC on this.)\u003c/p>\n\u003cp>Previous versions of the proposal from the CPUC required collision, comprehensive, and medical payments coverage from TNCs. Those requirements have been dropped, with the commission writing that, \"We are concerned ... that imposing these additional coverage requirements may make it difficult for TNCs to satisfy these requirements through the existing insurance market, thus inhibiting the creative environment that has allowed the TNC industry to flourish in California for the benefit of California residents who wish to avail themselves of TNC services.\"\u003c/p>\n\u003cp>Since AB2293 does not require collision, comprehensive or medical payments, these appear to be off the table for now.\u003c/p>\n\u003cp>Both Uber and Lyft, however, do offer some of these coverages. Uber and Lyft currently offer comprehensive and collision coverage, but only if drivers have purchased similar coverage on their personal policies. (And they do not offer this coverage for Period 1.)\u003c/p>\n\u003cp>Uber said it has no plans to drop this coverage. Lyft did not respond to a request for comment.\u003c/p>\n\u003cp>\u003cstrong>Not Everyone Happy\u003c/strong>\u003c/p>\n\u003cp>While the insurance industry, Uber and Lyft, and Bonilla all hailed the legislation's passage, which was the subject of some \u003ca href=\"http://www.sfgate.com/bayarea/matier-ross/article/Uber-takes-turn-toward-old-school-politics-5725738.php\">hardball political tactics by Uber\u003c/a>, not everyone is on board. Bonilla's original proposal called for $750,000 in liability coverage for Period 1, considerably more than what finally got passed. Sen. Bill Monning (D-Carmel), chairman of the Senate Insurance Committee, was quoted as saying the bill, sold as a compromise, \"compromises the public health and safety.\"\u003c/p>\n\u003cp>Bonilla said she wished she could have gotten more through. \"I would have rather had a higher number,\" she told me. \"My author’s amendments on Monday put the number at $500,000, and I believe I could have moved the bill. The problem is we didn’t have agreement from the administration, and it took negotiation to make the governor feel comfortable. As you know, it’s not enough to get a bill to the governor's desk; it’s his signature.\"\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>As for the taxi industry, its preferred bill, AB612, which would have basically treated TNC vehicles like cabs in terms of insurance and safety requirements, died a quiet death in committee.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140AB2293\" target=\"_blank\">AB2293\u003c/a>, the ride-service insurance bill that passed the California Legislature last week, could pave the way for drivers for companies like Lyft and Uber to finally get coverage for both personal and commercial use of their vehicles.\u003c/p>\n\u003cp>The measure is supported by the insurance industry as well as Uber and Lyft, which fought tooth and nail to squash it until Assemblywoman Susan Bonilla (D-Concord) lowered the amount of coverage required. The legislation calls for the development, by July 1, 2015, of new hybrid policies that would cover drivers for both personal use of their vehicle and TNC (transportation network company) work, and directs the state Department of Insurance to expedite approval of such products.\u003c/p>\n\u003cp>Gov. Jerry Brown, who was involved in the final negotiations over the bill, is expected to sign it into law.\u003c/p>\n\u003cp>\u003cstrong>Keeping Status a Secret\u003c/strong>\u003c/p>\n\u003cp>Ever since we've been covering the ride-service story, we've heard from UberX and Lyft drivers that they don't want to be identified by name because they are \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/can-lyft-uberx-drivers-lose-their-insurance\" target=\"_blank\">afraid their personal auto insurer would cancel their polic\u003c/a>ies.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Those policies were written with the understanding that the vehicles would be used for everyday use, not operating as a de facto cab.\u003c/p>\n\u003cp>Some in the taxi industry even claimed a wave of insurance cancellations for TNC drivers was on the way. The San Francisco Cab Drivers Association claimed to have compiled a database of thousands of TNC vehicle license plate numbers that it was making available to insurers.\u003c/p>\n\u003cp>Though mass cancellations never occurred, at least \u003ca href=\"http://ww2.kqed.org/news/2014/01/20/ride-sharing-insurance-lyft-uberx-sidecar/\" target=\"_blank\">two cancellations were reported\u003c/a>, and many drivers consider it a fact of life that they have to keep their status as commercial drivers hidden. No one was ever able to find an insurance company who would cover TNC work, with either a personal or a commercial policy. For instance, when we talked to two San Francisco cab drivers who wanted to buy their own cars so they could drive for UberX, \u003ca href=\"http://ww2.kqed.org/news/2014/01/20/ride-sharing-insurance-lyft-uberx-sidecar/\" target=\"_blank\">they hit a brick wall\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“I couldn’t find anybody who would insure an UberX vehicle,” said longtime cab driver John Han. “When I talked to my personal insurance company ... I said I had just been approved for a car loan but wanted to work for UberX. They said they can’t insure that. You can’t really insure a car as both a personal vehicle and commercial at the same time. The only way I can do UberX would be to lie to my insurance company.\"\u003c/p>\n\u003cp>“Many insurers don’t know their customers are involved in these kinds of programs,” said Pete Moraga of the Insurance Information Network of California. “If these drivers aren’t telling their insurers, there’s no way for them to know.”\u003c/p>\n\u003cp>Drivers have fared no better trying to get commercial insurance. \"They had never heard of TNCs,” said Luxor cab driver Bill Clark of commercial insurers. Musing about his quest to leave the taxi business and drive for UberX, Clark said, “I could get a brand-new Prius, drive any time I wanted to and just make money. That’s like a dream; too good to be true. In fact, it was too good to be true. You can’t get insurance on them.”\u003c/p>\n\u003cp>\u003cstrong>Policy to be Designed For TNC Drivers\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Well that could very well change, according to Bonilla, sponsor of \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140AB2293\" target=\"_blank\">AB2293\u003c/a>.\u003c/p>\n\u003caside class=\"pullquote alignleft\">'This is going to be a brand-new policy for TNC drivers that will cover them for both personal and for their commercial activities.'\n\u003cp>--Assemblywoman Susan Bonilla\u003c/p>\n\u003c/aside>\n\u003cp>\"For an innovative business there will be an innovative insurance product,\" said Bonilla. \"It doesn't currently exist now. This is going to be a brand-new policy for TNC drivers that will cover them for both personal and for their commercial activities.\"\u003c/p>\n\u003cp>Armand Feliciano, vice president for the Association of California Insurance Companies, said he's confident insurers will create the new policies by the July 1, 2015, deadline.\u003c/p>\n\u003cp>\"I know of at least one company that’s been actively working with Lyft on a product,\" he said. \"This is something (companies) want to write, they are interested in writing. It’s a challenge here in California; we have Proposition 103 and the factors for personal auto are pretty limited: mileage driven and experience. If you extrapolate a little bit from that, how do you figure out a guy that may turn (the app) on for a good two hours a day? He goes in and out from personal to commercial. There are challenges trying to assess the risk, but there’s definitely an incentive for companies ... to provide the product.\"\u003c/p>\n\u003cp>While those who dislike hiding their TNC status from insurers may welcome coverage written specifically for their occupation, they may find it is going to add to the cost of doing business, a cost that was invisible to them because it was not factored into their personal policies. The coverage is almost certainly going to be more expensive than plain personal insurance.\u003c/p>\n\u003cp>\"That’s a valid assumption,\" Feliciano said. \"When you turn on that app, it’s our position that you do engage in a rather riskier behavior. You are going to places like a beerfest, or you may be driving a little faster because you want to catch that fare. So that risk is going to be a little higher, and therefore it’s going to be priced differently.\"\u003c/p>\n\u003cp>\u003cstrong>Closing an Insurance Gap\u003c/strong>\u003c/p>\n\u003cp>The bill also stipulates TNC drivers must be insured during the time they have their app open but have yet to accept a call (known as Period 1 in the biz). The coverage during this period must be at least $50,000 per individual, $100,000 total per incident for bodily injury, and $30,000 for property damage. An additional $200,000 in excess coverage is required.\u003c/p>\n\u003cp>Insurance coverage during Period 1 became a very big deal on Dec. 31, 2013, when UberX driver Syed Muzaffar ran into a family in a San Francisco crosswalk, killing 6-year-old Sofia Liu and seriously injuring her mother and brother just before 8 p.m. It soon emerged that Uber did not consider Muzzafar to be insured under its state-mandated $1 million liability policy.\u003c/p>\n\u003cp>Although Muzaffar had his app open and was awaiting a call, Uber said, he had yet to actually accept a fare and was thus not yet engaged in \"providing TNC services,\" the point at which the California Public Utilities Commission requires TNC insurance to kick in. Uber's narrow definition of when TNC services began relegated coverage of the fatal accident to Muzaffar's personal insurance, which provided only a fraction of the amount to cover costs that could hit seven figures. (Sofia Liu's family is suing Uber over the incident.)\u003c/p>\n\u003cp>In March, in the wake of negative press coverage over the issue, as well as \u003ca href=\"http://www.insurance.ca.gov/0250-insurers/0300-insurers/0200-bulletins/bulletin-notices-commiss-opinion/TransNetwkDrvrs.cfm\" target=\"_blank\">warnings from various state governments\u003c/a> -- including California's Department of Insurance about insurance gaps inherent in driving for TNCs -- Uber and Lyft \u003ca href=\"http://ww2.kqed.org/news/2014/03/14/uber-lyft-insurance/\" target=\"_blank\">expanded their insurance\u003c/a>, including coverage for Period 1. That coverage, however, was significantly lower than it was for the post-Period 1 time, when drivers are on a call.\u003c/p>\n\u003cp>And as the CPUC floated a proposal to require TNCs to extend their $1 million insurance to Period 1, Uber and Lyft argued against it, claiming that interval is fraught with ambiguity: What if a driver isn't really working and just turns the app on in order to qualify for the insurance? What if a driver who uses apps from different TNCs gets into an accident? Which company would have to cover that?\u003c/p>\n\u003cp>In the face of of Uber and Lyft's resistance, both AB2293 and the CPUC's proposal came down significantly in terms of the final amount of coverage for Period 1.\u003c/p>\n\u003cp>Drivers also take note: AB2293 says either TNCs or drivers can pay for Period 1 coverage -- it doesn't have to come from the companies.\u003c/p>\n\u003cp>\"That could become a point of competitiveness in terms of attracting drivers, the decision of who will pay what,\" said Bonilla.\u003c/p>\n\u003cp>I asked Uber who would pay for the new insurance, the driver or the company? Spokeswoman Eva Behrend did not answer the question directly, but said, \"The legislation does not take effect until July 2015 and intentionally leaves the option open for either the driver or the TNC to carry the insurance. This gives the insurance industry time to develop a hybrid product.\"\u003c/p>\n\u003cp>\u003cstrong>Clarity: Personal Insurance Does Not Cover TNC Accidents\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_105050\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003cimg class=\"size-full wp-image-105050\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/07/UberCar.jpg\" alt=\"Uber car\" width=\"300\" height=\"175\">\u003cfigcaption class=\"wp-caption-text\">An Uber car drives in San Francisco. (Adam Fagen/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>AB2293 also clears up once and for all that personal insurance will not cover TNC accidents. As noted, Uber and Lyft do currently provide insurance that covers Period 1. But that coverage is contingent on \"a driver’s personal insurance policy (being) found not to cover an accident during this period.\"\u003c/p>\n\u003cp>The California Department of Insurance, insurance companies and TNC opponents such as the taxi industry scoffed at this qualification, taking the position that the TNCs' reliance on personal insurance to cover a commercial activity was based on a fiction, contingent on the erroneous view that drivers’ personal insurers would pay claims for individuals who drive commercially for TNCs.\u003c/p>\n\u003cp>Insurers say this shifts the cost of covering commercial activity by TNCs onto the personal insurance market.\u003c/p>\n\u003cp>AB2293 makes it clear that a driver's personal insurance will have no responsibility for covering TNC accidents, unless that insurance has been \"specifically written to cover the driver's use of a vehicle in connection with a transportation network company's online-enabled application or platform.\"\u003c/p>\n\u003cp>\u003cstrong>CPUC Could Require More Coverage (But it Doesn't Look Likely)\u003c/strong>\u003c/p>\n\u003cp>The latest proposal on TNC insurance by the California Public Utilities Commission calls for slightly greater amounts of Period 1 coverage than does AB2293. The plan calls for at least $100,000 per individual and $300,000 total per incident for bodily injury and $50,000 for property damage, in an excess insurance policy, instead of AB2293's 50,000/100,000/30,000 coverage. The commission next meets on Sept. 11 and could vote on the proposal then.\u003c/p>\n\u003cp>Bonilla said there is nothing in her bill that would preclude the CPUC from requiring greater amounts and even additional types of coverage than are specified in AB2293; the amounts written into the bill are minimums. The CPUC, however, appears to be moving in the opposite direction. While a provision of AB2293 requires at least $1 million in uninsured/underinsured motorist coverage for TNCs, the latest CPUC proposal does not. (AB 2293's stipulations would supercede the CPUC on this.)\u003c/p>\n\u003cp>Previous versions of the proposal from the CPUC required collision, comprehensive, and medical payments coverage from TNCs. Those requirements have been dropped, with the commission writing that, \"We are concerned ... that imposing these additional coverage requirements may make it difficult for TNCs to satisfy these requirements through the existing insurance market, thus inhibiting the creative environment that has allowed the TNC industry to flourish in California for the benefit of California residents who wish to avail themselves of TNC services.\"\u003c/p>\n\u003cp>Since AB2293 does not require collision, comprehensive or medical payments, these appear to be off the table for now.\u003c/p>\n\u003cp>Both Uber and Lyft, however, do offer some of these coverages. Uber and Lyft currently offer comprehensive and collision coverage, but only if drivers have purchased similar coverage on their personal policies. (And they do not offer this coverage for Period 1.)\u003c/p>\n\u003cp>Uber said it has no plans to drop this coverage. Lyft did not respond to a request for comment.\u003c/p>\n\u003cp>\u003cstrong>Not Everyone Happy\u003c/strong>\u003c/p>\n\u003cp>While the insurance industry, Uber and Lyft, and Bonilla all hailed the legislation's passage, which was the subject of some \u003ca href=\"http://www.sfgate.com/bayarea/matier-ross/article/Uber-takes-turn-toward-old-school-politics-5725738.php\">hardball political tactics by Uber\u003c/a>, not everyone is on board. Bonilla's original proposal called for $750,000 in liability coverage for Period 1, considerably more than what finally got passed. Sen. Bill Monning (D-Carmel), chairman of the Senate Insurance Committee, was quoted as saying the bill, sold as a compromise, \"compromises the public health and safety.\"\u003c/p>\n\u003cp>Bonilla said she wished she could have gotten more through. \"I would have rather had a higher number,\" she told me. \"My author’s amendments on Monday put the number at $500,000, and I believe I could have moved the bill. The problem is we didn’t have agreement from the administration, and it took negotiation to make the governor feel comfortable. As you know, it’s not enough to get a bill to the governor's desk; it’s his signature.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>As for the taxi industry, its preferred bill, AB612, which would have basically treated TNC vehicles like cabs in terms of insurance and safety requirements, died a quiet death in committee.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"marketplace": {
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"mindshift": {
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"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?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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},
"perspectives": {
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"order": 14
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
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