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"content": "\u003cp>Getting home on public transit in the wee hours after work or a night out on the town can be a challenge in San Francisco, especially if you live outside the city. Bay Area residents have long complained about the lack of 24-hour BART service, and the Muni Owl buses that are available aren't frequent enough, sometimes leaving riders waiting up to an hour in the middle of the night.\u003c/p>\n\u003cp>As a regular Muni rider, Supervisor Scott Wiener has been frustrated by the dearth of late-night transit options, and is hoping to finally address the concerns. Last week he introduced a resolution that calls for the formation of a working group made up of business owners, nightlife advocates, unions, workers and transit agencies. The goal: a \"Late-Night Integrated Transportation Plan.\"\u003c/p>\n\u003cp>\"It seems like portions of our transportation system assume that we do actually shut down as a city,\" Wiener said at a recent public hearing. \"We make it really hard for these workers, and also for patrons coming into San Francisco, or getting around San Francisco, to either enjoy our nightlife or earn a living.\"\u003c/p>\n\u003cp>The city's economist has estimated that San Francisco's 3,200 nighttime businesses — including restaurants, bars and entertainment venues — contribute an estimated $4.2 billion annually to the city's economy, employing more than 50,000 workers in mostly middle-class jobs. These businesses host more than 80 million customers a year.\u003c/p>\n\u003cfigure id=\"attachment_134317\" class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/muninight.jpg\">\u003cimg class=\"wp-image-134317\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/muninight.jpg\" alt=\"Muni riders push for better late night transit options. (Thomas Hawk)\" width=\"400\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Muni riders push for better late-night transit options. (Thomas Hawk/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>Many workers can't afford a car or don't want one, nor can they afford to commute by taxi or other ride services, so they rely on public transit, Wiener said. \"Yet for a lot of these workers we're effectively forcing them to own a car and to commute in because we're not giving them decent late-night options.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>At a hearing before the city's Land Use and Economic Development Committee earlier this month, some restaurant and bar owners said their employees, who often leave work in the early-morning hours with the cash tips they earned, don't feel safe waiting for late buses. Many live in the East Bay or South Bay because they can't afford San Francisco rent.\u003c/p>\n\u003cp>\"Increasing late-night transportation is really a critical public safety issue for workers and for customers in San Francisco,\" said Tom Temprano of Virgil's Sea Room in the Mission.\u003c/p>\n\u003cp>John Haley, director of transit for the San Francisco Municipal Transportation Agency, admitted that Muni's Owl service is \"uneven\" and there is less of a focus on overnight on-time performance. That's because operators will sometimes wait for regular riders, or buses will get stalled waiting for connections with regional buses like AC Transit.\u003c/p>\n\u003cp>\"We want to make sure that people have a way, and that we don't leave them stranded,\" Haley said.\u003c/p>\n\u003cp>Muni's Owl network currently serves 10 lines from 1 a.m. to 5 a.m. Buses are supposed to arrive every 30 minutes, but that can sometimes turn into 45 minutes or even an hour. Haley said the SFMTA is currently looking into increasing overnight bus service along the \u003ca href=\"http://www.sfmta.com/getting-around/transit/routes-stops/n-owl\">N-Owl \u003c/a>and \u003ca href=\"http://www.sfmta.com/ja/getting-around/transit/routes-stops/l-owl-taraval-owl\" target=\"_blank\">L-Owl\u003c/a> lines by providing a shuttle between Embarcadero and West Portal. It's also considering more overnight bus service along Market Street, including extending the hours of the \u003ca href=\"http://www.sfmta.com/getting-around/transit/routes-stops/f-market-wharves\" target=\"_blank\">F-Line.\u003c/a>\u003c/p>\n\u003cp>Operating light-rail service at night would be difficult, Haley said, because, like BART, Muni needs that down time to do maintenance. But at Wiener's request he agreed to prepare a report exploring the possibilities.\u003c/p>\n\u003cp>At the same hearing, a BART official repeated what the agency has stated many times over the years: It cannot do overnight service because it needs that critical window to do maintenance on an aging system.\u003c/p>\n\u003cp>\"The system was never built for 24-hour service,\" said Jay Bolcik, BART's schedule and service planning manager. \"Decisions made 50 years ago are the frustrating consequences that I have to deal with as a service planner in terms of trying to deliver the best possible service.\"\u003c/p>\n\u003cp>Bolcik said the overnight bus options that are available via AC Transit are \"under-utilized.\" A \u003ca href=\"http://www.scribd.com/doc/205437708/Polk-Street-Late-Night-Transportation-Survey-Memo\">survey of Polk Street patrons\u003c/a> by the SFMTA one night last year confirmed that many were not aware of late night-transit options. Thirty-seven percent were unaware of Muni and transbay overnight service. Twenty percent said they were aware of it, but didn't know where the services ran. Transportation officials at the hearing agreed that transit agencies could do a better job getting the word out.\u003c/p>\n\u003cp>Riders looking to get back to the East Bay overnight have to rely on AC Transit's \u003ca href=\"http://transit.511.org/accessible/schedules/routeinfo.aspx?cid=AC&rted=800\">800 bus\u003c/a>. BART and AC Transit officials are considering an $800,000 pilot plan to add buses and increase service on Friday and Saturday nights, including extending the 800 line to the Mission District. The earliest that could happen is December. Riders looking to get to the Peninsula or South Bay have scarcer options, but SamTrans' \u003ca href=\"http://transit.511.org/accessible/schedules/routeinfo.aspx?cid=SM&rte=7898\" target=\"_blank\">397 bus\u003c/a> runs once an hour.\u003c/p>\n\u003cp>One challenge to boosting overnight service is funding, but Thea Selby of the San Francisco Transit Riders Union suggests an increase in late-night Muni service could come from raising the vehicle license fee.\u003c/p>\n\u003cp>\"Better service doesn't grow on trees. Late-night transit needs to come from increased revenue, not decreased service,\" Selby said. \"The vehicle license fee, which the Mayor's Transportation Task Force voted to support on the ballot this November, could partially go towards that service. That could be where the funds come from without losing service elsewhere.\"\u003c/p>\n\u003cp>Wiener said he hopes the working group will come up with some short- and mid-term recommendations that would be \"low cost or even no cost,\" along with some more visionary goals.\u003c/p>\n\u003cp>\"We've never studied late-night transportation in a meaningful way before,\" Wiener said. \"When transit agencies look to the future, we want them to have that policy tool, a comprehensive plan with recommendations, that they can look to.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The group is expected to report to the Board of Supervisors on its progress in six months.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Getting home on public transit in the wee hours after work or a night out on the town can be a challenge in San Francisco, especially if you live outside the city. Bay Area residents have long complained about the lack of 24-hour BART service, and the Muni Owl buses that are available aren't frequent enough, sometimes leaving riders waiting up to an hour in the middle of the night.\u003c/p>\n\u003cp>As a regular Muni rider, Supervisor Scott Wiener has been frustrated by the dearth of late-night transit options, and is hoping to finally address the concerns. Last week he introduced a resolution that calls for the formation of a working group made up of business owners, nightlife advocates, unions, workers and transit agencies. The goal: a \"Late-Night Integrated Transportation Plan.\"\u003c/p>\n\u003cp>\"It seems like portions of our transportation system assume that we do actually shut down as a city,\" Wiener said at a recent public hearing. \"We make it really hard for these workers, and also for patrons coming into San Francisco, or getting around San Francisco, to either enjoy our nightlife or earn a living.\"\u003c/p>\n\u003cp>The city's economist has estimated that San Francisco's 3,200 nighttime businesses — including restaurants, bars and entertainment venues — contribute an estimated $4.2 billion annually to the city's economy, employing more than 50,000 workers in mostly middle-class jobs. These businesses host more than 80 million customers a year.\u003c/p>\n\u003cfigure id=\"attachment_134317\" class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/muninight.jpg\">\u003cimg class=\"wp-image-134317\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/muninight.jpg\" alt=\"Muni riders push for better late night transit options. (Thomas Hawk)\" width=\"400\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Muni riders push for better late-night transit options. (Thomas Hawk/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>Many workers can't afford a car or don't want one, nor can they afford to commute by taxi or other ride services, so they rely on public transit, Wiener said. \"Yet for a lot of these workers we're effectively forcing them to own a car and to commute in because we're not giving them decent late-night options.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>At a hearing before the city's Land Use and Economic Development Committee earlier this month, some restaurant and bar owners said their employees, who often leave work in the early-morning hours with the cash tips they earned, don't feel safe waiting for late buses. Many live in the East Bay or South Bay because they can't afford San Francisco rent.\u003c/p>\n\u003cp>\"Increasing late-night transportation is really a critical public safety issue for workers and for customers in San Francisco,\" said Tom Temprano of Virgil's Sea Room in the Mission.\u003c/p>\n\u003cp>John Haley, director of transit for the San Francisco Municipal Transportation Agency, admitted that Muni's Owl service is \"uneven\" and there is less of a focus on overnight on-time performance. That's because operators will sometimes wait for regular riders, or buses will get stalled waiting for connections with regional buses like AC Transit.\u003c/p>\n\u003cp>\"We want to make sure that people have a way, and that we don't leave them stranded,\" Haley said.\u003c/p>\n\u003cp>Muni's Owl network currently serves 10 lines from 1 a.m. to 5 a.m. Buses are supposed to arrive every 30 minutes, but that can sometimes turn into 45 minutes or even an hour. Haley said the SFMTA is currently looking into increasing overnight bus service along the \u003ca href=\"http://www.sfmta.com/getting-around/transit/routes-stops/n-owl\">N-Owl \u003c/a>and \u003ca href=\"http://www.sfmta.com/ja/getting-around/transit/routes-stops/l-owl-taraval-owl\" target=\"_blank\">L-Owl\u003c/a> lines by providing a shuttle between Embarcadero and West Portal. It's also considering more overnight bus service along Market Street, including extending the hours of the \u003ca href=\"http://www.sfmta.com/getting-around/transit/routes-stops/f-market-wharves\" target=\"_blank\">F-Line.\u003c/a>\u003c/p>\n\u003cp>Operating light-rail service at night would be difficult, Haley said, because, like BART, Muni needs that down time to do maintenance. But at Wiener's request he agreed to prepare a report exploring the possibilities.\u003c/p>\n\u003cp>At the same hearing, a BART official repeated what the agency has stated many times over the years: It cannot do overnight service because it needs that critical window to do maintenance on an aging system.\u003c/p>\n\u003cp>\"The system was never built for 24-hour service,\" said Jay Bolcik, BART's schedule and service planning manager. \"Decisions made 50 years ago are the frustrating consequences that I have to deal with as a service planner in terms of trying to deliver the best possible service.\"\u003c/p>\n\u003cp>Bolcik said the overnight bus options that are available via AC Transit are \"under-utilized.\" A \u003ca href=\"http://www.scribd.com/doc/205437708/Polk-Street-Late-Night-Transportation-Survey-Memo\">survey of Polk Street patrons\u003c/a> by the SFMTA one night last year confirmed that many were not aware of late night-transit options. Thirty-seven percent were unaware of Muni and transbay overnight service. Twenty percent said they were aware of it, but didn't know where the services ran. Transportation officials at the hearing agreed that transit agencies could do a better job getting the word out.\u003c/p>\n\u003cp>Riders looking to get back to the East Bay overnight have to rely on AC Transit's \u003ca href=\"http://transit.511.org/accessible/schedules/routeinfo.aspx?cid=AC&rted=800\">800 bus\u003c/a>. BART and AC Transit officials are considering an $800,000 pilot plan to add buses and increase service on Friday and Saturday nights, including extending the 800 line to the Mission District. The earliest that could happen is December. Riders looking to get to the Peninsula or South Bay have scarcer options, but SamTrans' \u003ca href=\"http://transit.511.org/accessible/schedules/routeinfo.aspx?cid=SM&rte=7898\" target=\"_blank\">397 bus\u003c/a> runs once an hour.\u003c/p>\n\u003cp>One challenge to boosting overnight service is funding, but Thea Selby of the San Francisco Transit Riders Union suggests an increase in late-night Muni service could come from raising the vehicle license fee.\u003c/p>\n\u003cp>\"Better service doesn't grow on trees. Late-night transit needs to come from increased revenue, not decreased service,\" Selby said. \"The vehicle license fee, which the Mayor's Transportation Task Force voted to support on the ballot this November, could partially go towards that service. 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"disqusTitle": "BART Looking at Fare Options for Connector to Oakland Airport",
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"content": "\u003cfigure id=\"attachment_134065\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/RS6027_bart-strike20130804-lpr.jpg\">\u003cimg class=\"size-medium wp-image-134065\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/RS6027_bart-strike20130804-lpr-640x431.jpg\" alt=\"BART is aiming to open its airport connector to Oakland International Airport on Thanksgiving weekend. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"431\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART is aiming to open its airport connector to Oakland International Airport on Thanksgiving weekend. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>By Ted Goldberg\u003c/strong>\u003c/p>\n\u003cp>The BART Board of Directors has begun considering how much the agency will charge riders to use its new rail line to the Oakland International Airport.\u003c/p>\n\u003cp>Agency officials say work on the $484 million Oakland Airport Connector project is almost complete. They hope to have service up and running by the Thanksgiving holiday weekend.\u003c/p>\n\u003cp>The connector is set to replace the AirBART bus service that costs $3 to go from the Coliseum/Oakland Airport station to Oakland International.\u003c/p>\n\u003cp>The board at its Thursday meeting began looking at fare options for the new service. Its members are considering charging passengers at least $4 to ride the new driverless rail connector. BART officials are considering $5 and $6 fares as well.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>BART Spokeswoman Alicia Trost told KQED she thinks people will pay the more expensive fare because the new service will be more convenient than the bus shuttles.\u003c/p>\n\u003cp>“It's a seamless ride,\" Trost said. \"It uses Clipper. You're going to get off at a BART train and get on a very quick-moving people mover. It's going to arrive every four minutes. The entire trip total, including the walking from the train to getting on the new people mover, is going to only be about 12 to 15 minutes.”\u003c/p>\n\u003cp>The project has come under criticism from transit advocacy and social justice organizations.\u003c/p>\n\u003cp>Jeff Hobson, with the Oakland-based group TransForm, told the San Francisco Chronicle the project is proving to be a poor investment that will take money away from much-needed projects.\u003c/p>\n\u003cp>Trost said if the board chooses a higher fare, there’s less of a chance the cost of running the service would weigh heavily on the agency’s other priorities.\u003c/p>\n\u003cp>BART officials expect the service will carry 2,800 passengers a day after it first opens. Currently, the AirBART bus service carries around 2,000 passengers.\u003c/p>\n\u003cp>The BART board plans to look again at the fare proposals on May 8. It has scheduled a public hearing on the issue for May 22 and plans to vote on the fare on June 12.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Meantime, on Monday BART plans to start testing the new vehicles under automatic train control between the Coliseum station and the airport.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_134065\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/RS6027_bart-strike20130804-lpr.jpg\">\u003cimg class=\"size-medium wp-image-134065\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/RS6027_bart-strike20130804-lpr-640x431.jpg\" alt=\"BART is aiming to open its airport connector to Oakland International Airport on Thanksgiving weekend. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"431\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART is aiming to open its airport connector to Oakland International Airport on Thanksgiving weekend. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>By Ted Goldberg\u003c/strong>\u003c/p>\n\u003cp>The BART Board of Directors has begun considering how much the agency will charge riders to use its new rail line to the Oakland International Airport.\u003c/p>\n\u003cp>Agency officials say work on the $484 million Oakland Airport Connector project is almost complete. They hope to have service up and running by the Thanksgiving holiday weekend.\u003c/p>\n\u003cp>The connector is set to replace the AirBART bus service that costs $3 to go from the Coliseum/Oakland Airport station to Oakland International.\u003c/p>\n\u003cp>The board at its Thursday meeting began looking at fare options for the new service. Its members are considering charging passengers at least $4 to ride the new driverless rail connector. BART officials are considering $5 and $6 fares as well.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BART Spokeswoman Alicia Trost told KQED she thinks people will pay the more expensive fare because the new service will be more convenient than the bus shuttles.\u003c/p>\n\u003cp>“It's a seamless ride,\" Trost said. \"It uses Clipper. You're going to get off at a BART train and get on a very quick-moving people mover. It's going to arrive every four minutes. The entire trip total, including the walking from the train to getting on the new people mover, is going to only be about 12 to 15 minutes.”\u003c/p>\n\u003cp>The project has come under criticism from transit advocacy and social justice organizations.\u003c/p>\n\u003cp>Jeff Hobson, with the Oakland-based group TransForm, told the San Francisco Chronicle the project is proving to be a poor investment that will take money away from much-needed projects.\u003c/p>\n\u003cp>Trost said if the board chooses a higher fare, there’s less of a chance the cost of running the service would weigh heavily on the agency’s other priorities.\u003c/p>\n\u003cp>BART officials expect the service will carry 2,800 passengers a day after it first opens. Currently, the AirBART bus service carries around 2,000 passengers.\u003c/p>\n\u003cp>The BART board plans to look again at the fare proposals on May 8. It has scheduled a public hearing on the issue for May 22 and plans to vote on the fare on June 12.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Meantime, on Monday BART plans to start testing the new vehicles under automatic train control between the Coliseum station and the airport.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "SF Pedestrian Struck Near Stern Grove and Critically Injured",
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"content": "\u003cfigure id=\"attachment_133635\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/RS8578_IMG_0386-scr.jpg\">\u003cimg class=\"size-medium wp-image-133635\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/RS8578_IMG_0386-scr-640x426.jpg\" alt=\"San Francisco has become a dangerous city for pedestrians to navigate. (Mark Andrew Boyer/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">San Francisco has become a dangerous city for pedestrians to navigate. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>By Bay City News\u003c/strong>\u003c/p>\n\u003cp>A man walking near San Francisco's Stern Grove was critically injured when he was struck by a vehicle this morning, according to a fire official.\u003c/p>\n\u003cp>The man, believed to be between 20 and 30 years old, was hit around 7:35 a.m. near 20th Avenue and Wawona Street, the fire official said.\u003c/p>\n\u003cp>He was transported to a hospital with life-threatening injuries, the official said. The driver remained at the scene, she added.\u003c/p>\n\u003cp>Ironically, the pedestrian accident comes on the same day that San Francisco police are teaming up with the California Highway Patrol to conduct an increased enforcement operation to crack down on traffic violators.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The operation kicked off for this morning's commute with a focus on Van Ness Avenue between Market and Geary streets.\u003c/p>\n\u003cp>For the evening commute, again more officers will be monitoring traffic on that stretch between 4 p.m. and 5:30 p.m.\u003c/p>\n\u003cp>From 5:30 p.m. to 7 p.m., traffic enforcement will be increased on Folsom and Essex streets near Rincon Hill.\u003c/p>\n\u003cp>So far this year, there have been four pedestrian traffic fatalities on Van Ness Avenue of the seven such deaths throughout the city.\u003c/p>\n\u003cp>The operation is an effort to reach the city's goal of zero traffic deaths by 2024, a plan the city has dubbed \"Vision Zero.\"\u003c/p>\n\u003cp>As April comes to a close next week, so does National Distracted Driving Awareness Month, which aims to teach and correct dangerous driving behaviors that can lead to fatal accidents.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Meanwhile, in Pacifica yesterday a 12-year-old boy was struck by a car when he entered a road between two parked cars around 9:33 a.m. He was taken to a hospital for a leg injury not considered life-threatening, police said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_133635\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/RS8578_IMG_0386-scr.jpg\">\u003cimg class=\"size-medium wp-image-133635\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/RS8578_IMG_0386-scr-640x426.jpg\" alt=\"San Francisco has become a dangerous city for pedestrians to navigate. (Mark Andrew Boyer/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">San Francisco has become a dangerous city for pedestrians to navigate. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>By Bay City News\u003c/strong>\u003c/p>\n\u003cp>A man walking near San Francisco's Stern Grove was critically injured when he was struck by a vehicle this morning, according to a fire official.\u003c/p>\n\u003cp>The man, believed to be between 20 and 30 years old, was hit around 7:35 a.m. near 20th Avenue and Wawona Street, the fire official said.\u003c/p>\n\u003cp>He was transported to a hospital with life-threatening injuries, the official said. The driver remained at the scene, she added.\u003c/p>\n\u003cp>Ironically, the pedestrian accident comes on the same day that San Francisco police are teaming up with the California Highway Patrol to conduct an increased enforcement operation to crack down on traffic violators.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The operation kicked off for this morning's commute with a focus on Van Ness Avenue between Market and Geary streets.\u003c/p>\n\u003cp>For the evening commute, again more officers will be monitoring traffic on that stretch between 4 p.m. and 5:30 p.m.\u003c/p>\n\u003cp>From 5:30 p.m. to 7 p.m., traffic enforcement will be increased on Folsom and Essex streets near Rincon Hill.\u003c/p>\n\u003cp>So far this year, there have been four pedestrian traffic fatalities on Van Ness Avenue of the seven such deaths throughout the city.\u003c/p>\n\u003cp>The operation is an effort to reach the city's goal of zero traffic deaths by 2024, a plan the city has dubbed \"Vision Zero.\"\u003c/p>\n\u003cp>As April comes to a close next week, so does National Distracted Driving Awareness Month, which aims to teach and correct dangerous driving behaviors that can lead to fatal accidents.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Meanwhile, in Pacifica yesterday a 12-year-old boy was struck by a car when he entered a road between two parked cars around 9:33 a.m. He was taken to a hospital for a leg injury not considered life-threatening, police said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Insurance Rules for Ride Services Like Lyft and UberX May Get Tougher",
"title": "Insurance Rules for Ride Services Like Lyft and UberX May Get Tougher",
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"content": "\u003cfigure id=\"attachment_117417\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-full wp-image-117417\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/5996_transform.jpg\" alt=\"A protester mocks ride service Lyft and its signature pink mustaches atcab driver rally outside San Francisco City Hall in 2013. (Alex Emslie/KQED)\" width=\"640\" height=\"360\">\u003cfigcaption class=\"wp-caption-text\">A protester mocks ride service Lyft and its signature pink mustache at cab driver rally outside San Francisco City Hall in 2013. (Alex Emslie/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>In the past two weeks a lot has happened on the increasingly volatile ride-service front. The California Public Utilities Commission will revisit the issue of insurance coverage for drivers who use their cars to carry paying passengers through companies like Lyft and UberX. As a result, these two firms are opposing the changes the CPUC is proposing.\u003c/p>\n\u003cp>On April 10, the CPUC granted a rehearing on the insurance requirements it issued last year. At that time, as part of a decision that laid out rules and regulations for what the commission formally calls transportation network companies, or TNCs, the CPUC required the companies to provide at least $1 million in commercial liability insurance.\u003c/p>\n\u003cp>Now the CPUC is considering extending the time period during a driver's shift for which TNC coverage must be valid. A significant gap in this regard came to light on New Year's Eve, after a fatal accident involving an UberX driver in San Francisco. Although the driver's Uber app was open as he waited for another call to come in, Uber said he was excluded from its $1 million policy because he was not carrying a passenger or on the way to pick one up. That left the driver and the victim's family reliant on his much more minimal personal policy, which almost surely won't come near to paying the eventual liability costs. (The family has filed a lawsuit against the driver and Uber.)\u003c/p>\n\u003cp>The CPUC is proposing that this gap be explicitly closed, by adding language that changes the definition of when a driver using his personal vehicle is \"providing TNC services\" to include \"when the TNC app is open and available to accept rides from a subscribing TNC passenger until that app has been closed.\"\u003c/p>\n\u003cp>The CPUC hopes to issue specifics about the rehearing in the next few weeks.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Both Lyft and Uber have filed comments opposing the change. Uber wrote, \"Adoption of this modification would result in a significant expansion of the period in which the TNC insurance requirements would be required.\" More specifically, Uber is objecting to the extension of the $1 million liability insurance requirement to this expanded time period. Last month, Uber said it had \u003ca href=\"http://ww2.kqed.org/news/2014/03/14/uber-lyft-insurance/\" target=\"_blank\">expanded its insurance\u003c/a> to include a new policy that partially closes this gap, providing coverage for drivers logged onto its app but not currently on a call. However, the new policy's liability limit for drivers in that situation is only $50,000, a fraction of the $1 million the CPUC is now considering. Lyft \u003ca href=\"http://blog.lyft.com/posts/2014/4/11/lyft-insurance-overview\" target=\"_blank\">announced\u003c/a> on April 11 that it had added similar coverage.\u003c/p>\n\u003cp>Uber wrote to the CPUC that requiring its insurance to cover the expanded period would be problematic, citing a scenario in which drivers have \"contracted with multiple TNCs and keeps all applications open at all times, in order to maximize the likelihood of procuring a (request).\" The company also wrote that the change might incentivize drivers to \"(keep) the App open at all times, regardless of the drivers' intent to accept a request for transportation service...solely to obtain the benefit from the increased insurance....\" Uber also speculated that drivers not engaged in TNC work might turn on the app \"immediately following an accident in order to try to secure the potentially significant financial benefit of the higher limits....\"\u003c/p>\n\u003cp>Lyft has similar objections: \"(A) TNC driver could forget to close the app and be considered to be 'providing TNC services' in the middle of the night when the car is parked on the street and the driver is sleeping, or when the vehicle is being driven by another household member, or when it is being used to transport a driver's child to soccer practice.\"\u003c/p>\n\u003cp>In addition, the CPUC proposal would require TNCs to add the following coverages:\u003c/p>\n\u003cul>\n\u003cli>Provide $1 million per-incident coverage in uninsured/underinsured motorist coverage, if there's an accident where the driver of another vehicle is at fault and does not have the proper insurance (UberX and Lyft say they already offer this.)\u003c/li>\n\u003cli>Provide $50,000 in comprehensive coverage related to theft, fire, natural disasters, vandalism and similar circumstances that can cause damage to a TNC vehicle. (Uber says it offers this.)\u003c/li>\n\u003cli>Provide $50,000 in collision coverage, related to damage to the driver's own vehicle when the TNC driver is at fault. (Lyft and Uber say they provide this coverage currently, but only if drivers have purchased it on their personal policies.)\u003c/li>\n\u003cli>Provide $5,000 in medical payments coverage, related to expenses due to bodily injury of TNC drivers or their passengers\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>Department of Insurance Slams TNCs\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>As we \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/who-pays-when-ride-share-driver-crashes\" target=\"_blank\">reported\u003c/a> last year, a number of other issues have emerged concerning TNC insurance:\u003c/p>\n\u003cul>\n\u003cli>Ride-service companies like Lyft and UberX say drivers’ personal insurance policies will cover some claims, while the insurance industry has repeatedly stated personal policies routinely exclude coverage when vehicles are used commercially.\u003c/li>\n\u003cli>The insurance industry says ride-service drivers will have to buy commercial insurance to be covered when they’re driving for hire and maybe even when they’re not.\u003c/li>\n\u003cli>Many ride-service drivers are \u003ca href=\"http://ww2.kqed.org/news/2014/01/20/ride-sharing-insurance-lyft-uberx-sidecar/\" target=\"_blank\">keeping their status secret from their insurance companies\u003c/a> because they’re afraid of losing coverage. There have been at least two reported instances in which drivers have been dropped by their insurance companies when the companies discovered the drivers were working for TNCs.\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>\u003c/strong>In January, the California Department of Insurance issued a \u003ca href=\"http://www.insurance.ca.gov/0250-insurers/0300-insurers/0200-bulletins/bulletin-notices-commiss-opinion/TransNetwkDrvrs.cfm\">warning\u003c/a> to TNC drivers about some of these risks. Last month, the department held an investigative hearing on the issue. On April 7, California Insurance Commissioner Dave Jones wrote a letter to CPUC President Michael Peevey offering\u003ca href=\"http://www.insurance.ca.gov/video/0030VideoHearings/upload/CDI-CPUC20140407.pdf\" target=\"_blank\"> recommendations for more stringent insurance requirements\u003c/a>. Jones was blunt in describing the discrepancy between what TNCs such as Lyft, Uber and Sidecar have been claiming about the validity of drivers' personal insurance in TNC accidents and what the department found is the reality:\u003c/p>\n\u003cblockquote>\u003cp>TNCs are under the mistaken impression that personal automobile insurers cover now, planned to cover, or will cover the risk of TNC-related for-hire transportation.\u003c/p>\n\u003cp>Instead, CDI finds that personal automobile insurers never planned or intended to underwrite for this risk, which did not exist, when the current policies were written. Insurers did not incorporate for-hire use when developing their rates. Adding this new TNC exposure to the personal automobile insurance \"pool\" may increase personal automobile insurance rates. The fact that some exclusions in personal automobile insurance policies may not be clear on this point should not be misinterpreted as an agreement to cover this new TNC risk.\u003c/p>\u003c/blockquote>\n\u003cp>The department also found to be true what some drivers have told us: When prospective TNC drivers have been up-front with insurance companies about intending to use their vehicle for ride-service work, they have been unable to obtain coverage. Furthermore, the department said personal insurers do not plan on offering coverage for this type of mixed personal/commercial use of vehicles. That would leave ride-service drivers with seemingly only one option: to buy more expensive commercial insurance. But the department found even that option is not currently available to drivers:\u003c/p>\n\u003cp>\"Insurance companies and brokers tell CDI that Californians cannot purchase ... livery insurance on a personal vehicle.\"\u003c/p>\n\u003cp>Bill Clark, a driver for Luxor Cab in San Francisco who wanted to switch to UberX, expressed his disappointment after hitting an insurance roadblock. Clark wanted to quit the declining taxi business and experience the freedom that many drivers have told us is one of the biggest attractions of working for Lyft and UberX. But he aborted his attempt at purchasing an Uber-financed vehicle due to the lack of available insurance.\u003c/p>\n\u003cp>“I could get a brand-new Prius, drive any time I wanted to, and just make money,\" Clark said. \"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>Overall Decision Won't Be Reversed\u003c/strong>\u003c/p>\n\u003cp>The TNCs won a victory of sorts when the CPUC said it will not be reversing itself on its overall decision to allow ride-service companies like Lyft and UberX to operate in the state.\u003c/p>\n\u003cp>The CPUC on April 10 rejected a request for a rehearing of the September 2013 ruling, which created the category of TNCs. The decision gave official state sanction to these firms that had once been hit with cease-and-desist letters.\u003c/p>\n\u003cp>The rehearing was requested by the Taxicab Paratransit Association of California (TPAC). Local taxi companies, of course, have been bleeding customers in towns where Lyft, UberX and other ride-service companies operate. In San Francisco, at least, cab drivers have been defecting from taxi companies in order to work for the new companies.\u003c/p>\n\u003cp>TPAC made several arguments in trying to get the decision overturned:\u003c/p>\n\u003cul>\n\u003cli>That the decision violated the California Environmental Quality Act (CEQA)\u003c/li>\n\u003c/ul>\n\u003cp>The CPUC responded that CEQA does not apply because the regulations the TNC regulations the commission issued have no \"direct physical impact,\" not do they create a \"reasonably foreseeable indirect change\" in the same.\u003c/p>\n\u003cul>\n\u003cli>That the CPUC does not have jurisdiction over TNCs because they are, in reality, taxis, and therefore subject to local oversight.\u003c/li>\n\u003c/ul>\n\u003cp>The CPUC responded that TNCs are not cabs, because they operate strictly on a \"prearranged basis,\" as opposed to being able to pick up street hails, as taxis do.\u003c/p>\n\u003cul>\n\u003cli>That the decision violated the equal protection clauses of the U.S. and California constitutions.\u003c/li>\n\u003c/ul>\n\u003cp>The CPUC said invocation of equal protection laws requires the two relevant parties to be \"similarly situated\" under the law, and that because TNCs are not cabs, this is not the case.\u003c/p>\n\u003cul>\n\u003cli>That the decision violates the Public Utilities Code because it exempts individual drivers from having to obtain permits, as opposed to individual companies.\u003c/li>\n\u003c/ul>\n\u003cp>The CPUC responded that the utilities code allows for firms or corporations as well as individuals to be licensed.\u003c/p>\n\u003cp>\u003cstrong>Mandatory Drug Testing, Commercial Plates\u003c/strong>\u003c/p>\n\u003cp>In addition to the insurance considerations, the CPUC granted a rehearing on the issues of mandatory drug testing and commercial license plate requirements, which are currently not mandated for TNC drivers and vehicles.\u003c/p>\n\u003cp>The commission wrote: \"We acknowledge that the decision does not fully address\" the code sections that address these issues, and that it would grant a limited rehearing on them.\"\u003c/p>\n\u003cp>In other ride-service news, according to the \u003ca href=\"http://www.sfgate.com/default/article/UberX-passengers-to-pay-1-safe-rides-fee-5414139.php\" target=\"_blank\">San Francisco Chronicle\u003c/a>, the receipts of UberX passengers will now include a $1 \"safe rides fee.\" Lyft has been charging a $1 \"trust and safety fee\" since December.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Chronicle reporter Carolyn Said wrote: \"San Francisco's Uber said the fee demonstrates its 'continued commitment to safety' and helps fund increased costs for background checks, motor vehicle checks, driver safety education, current and future safety features in its app, and insurance.\"\u003c/p>\n\n",
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"excerpt": "CPUC is considering extending the time period during a driver's shift for which coverage must be valid.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_117417\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-full wp-image-117417\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/5996_transform.jpg\" alt=\"A protester mocks ride service Lyft and its signature pink mustaches atcab driver rally outside San Francisco City Hall in 2013. (Alex Emslie/KQED)\" width=\"640\" height=\"360\">\u003cfigcaption class=\"wp-caption-text\">A protester mocks ride service Lyft and its signature pink mustache at cab driver rally outside San Francisco City Hall in 2013. (Alex Emslie/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>In the past two weeks a lot has happened on the increasingly volatile ride-service front. The California Public Utilities Commission will revisit the issue of insurance coverage for drivers who use their cars to carry paying passengers through companies like Lyft and UberX. As a result, these two firms are opposing the changes the CPUC is proposing.\u003c/p>\n\u003cp>On April 10, the CPUC granted a rehearing on the insurance requirements it issued last year. At that time, as part of a decision that laid out rules and regulations for what the commission formally calls transportation network companies, or TNCs, the CPUC required the companies to provide at least $1 million in commercial liability insurance.\u003c/p>\n\u003cp>Now the CPUC is considering extending the time period during a driver's shift for which TNC coverage must be valid. A significant gap in this regard came to light on New Year's Eve, after a fatal accident involving an UberX driver in San Francisco. Although the driver's Uber app was open as he waited for another call to come in, Uber said he was excluded from its $1 million policy because he was not carrying a passenger or on the way to pick one up. That left the driver and the victim's family reliant on his much more minimal personal policy, which almost surely won't come near to paying the eventual liability costs. (The family has filed a lawsuit against the driver and Uber.)\u003c/p>\n\u003cp>The CPUC is proposing that this gap be explicitly closed, by adding language that changes the definition of when a driver using his personal vehicle is \"providing TNC services\" to include \"when the TNC app is open and available to accept rides from a subscribing TNC passenger until that app has been closed.\"\u003c/p>\n\u003cp>The CPUC hopes to issue specifics about the rehearing in the next few weeks.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Both Lyft and Uber have filed comments opposing the change. Uber wrote, \"Adoption of this modification would result in a significant expansion of the period in which the TNC insurance requirements would be required.\" More specifically, Uber is objecting to the extension of the $1 million liability insurance requirement to this expanded time period. Last month, Uber said it had \u003ca href=\"http://ww2.kqed.org/news/2014/03/14/uber-lyft-insurance/\" target=\"_blank\">expanded its insurance\u003c/a> to include a new policy that partially closes this gap, providing coverage for drivers logged onto its app but not currently on a call. However, the new policy's liability limit for drivers in that situation is only $50,000, a fraction of the $1 million the CPUC is now considering. Lyft \u003ca href=\"http://blog.lyft.com/posts/2014/4/11/lyft-insurance-overview\" target=\"_blank\">announced\u003c/a> on April 11 that it had added similar coverage.\u003c/p>\n\u003cp>Uber wrote to the CPUC that requiring its insurance to cover the expanded period would be problematic, citing a scenario in which drivers have \"contracted with multiple TNCs and keeps all applications open at all times, in order to maximize the likelihood of procuring a (request).\" The company also wrote that the change might incentivize drivers to \"(keep) the App open at all times, regardless of the drivers' intent to accept a request for transportation service...solely to obtain the benefit from the increased insurance....\" Uber also speculated that drivers not engaged in TNC work might turn on the app \"immediately following an accident in order to try to secure the potentially significant financial benefit of the higher limits....\"\u003c/p>\n\u003cp>Lyft has similar objections: \"(A) TNC driver could forget to close the app and be considered to be 'providing TNC services' in the middle of the night when the car is parked on the street and the driver is sleeping, or when the vehicle is being driven by another household member, or when it is being used to transport a driver's child to soccer practice.\"\u003c/p>\n\u003cp>In addition, the CPUC proposal would require TNCs to add the following coverages:\u003c/p>\n\u003cul>\n\u003cli>Provide $1 million per-incident coverage in uninsured/underinsured motorist coverage, if there's an accident where the driver of another vehicle is at fault and does not have the proper insurance (UberX and Lyft say they already offer this.)\u003c/li>\n\u003cli>Provide $50,000 in comprehensive coverage related to theft, fire, natural disasters, vandalism and similar circumstances that can cause damage to a TNC vehicle. (Uber says it offers this.)\u003c/li>\n\u003cli>Provide $50,000 in collision coverage, related to damage to the driver's own vehicle when the TNC driver is at fault. (Lyft and Uber say they provide this coverage currently, but only if drivers have purchased it on their personal policies.)\u003c/li>\n\u003cli>Provide $5,000 in medical payments coverage, related to expenses due to bodily injury of TNC drivers or their passengers\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>Department of Insurance Slams TNCs\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>As we \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/who-pays-when-ride-share-driver-crashes\" target=\"_blank\">reported\u003c/a> last year, a number of other issues have emerged concerning TNC insurance:\u003c/p>\n\u003cul>\n\u003cli>Ride-service companies like Lyft and UberX say drivers’ personal insurance policies will cover some claims, while the insurance industry has repeatedly stated personal policies routinely exclude coverage when vehicles are used commercially.\u003c/li>\n\u003cli>The insurance industry says ride-service drivers will have to buy commercial insurance to be covered when they’re driving for hire and maybe even when they’re not.\u003c/li>\n\u003cli>Many ride-service drivers are \u003ca href=\"http://ww2.kqed.org/news/2014/01/20/ride-sharing-insurance-lyft-uberx-sidecar/\" target=\"_blank\">keeping their status secret from their insurance companies\u003c/a> because they’re afraid of losing coverage. There have been at least two reported instances in which drivers have been dropped by their insurance companies when the companies discovered the drivers were working for TNCs.\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>\u003c/strong>In January, the California Department of Insurance issued a \u003ca href=\"http://www.insurance.ca.gov/0250-insurers/0300-insurers/0200-bulletins/bulletin-notices-commiss-opinion/TransNetwkDrvrs.cfm\">warning\u003c/a> to TNC drivers about some of these risks. Last month, the department held an investigative hearing on the issue. On April 7, California Insurance Commissioner Dave Jones wrote a letter to CPUC President Michael Peevey offering\u003ca href=\"http://www.insurance.ca.gov/video/0030VideoHearings/upload/CDI-CPUC20140407.pdf\" target=\"_blank\"> recommendations for more stringent insurance requirements\u003c/a>. Jones was blunt in describing the discrepancy between what TNCs such as Lyft, Uber and Sidecar have been claiming about the validity of drivers' personal insurance in TNC accidents and what the department found is the reality:\u003c/p>\n\u003cblockquote>\u003cp>TNCs are under the mistaken impression that personal automobile insurers cover now, planned to cover, or will cover the risk of TNC-related for-hire transportation.\u003c/p>\n\u003cp>Instead, CDI finds that personal automobile insurers never planned or intended to underwrite for this risk, which did not exist, when the current policies were written. Insurers did not incorporate for-hire use when developing their rates. Adding this new TNC exposure to the personal automobile insurance \"pool\" may increase personal automobile insurance rates. The fact that some exclusions in personal automobile insurance policies may not be clear on this point should not be misinterpreted as an agreement to cover this new TNC risk.\u003c/p>\u003c/blockquote>\n\u003cp>The department also found to be true what some drivers have told us: When prospective TNC drivers have been up-front with insurance companies about intending to use their vehicle for ride-service work, they have been unable to obtain coverage. Furthermore, the department said personal insurers do not plan on offering coverage for this type of mixed personal/commercial use of vehicles. That would leave ride-service drivers with seemingly only one option: to buy more expensive commercial insurance. But the department found even that option is not currently available to drivers:\u003c/p>\n\u003cp>\"Insurance companies and brokers tell CDI that Californians cannot purchase ... livery insurance on a personal vehicle.\"\u003c/p>\n\u003cp>Bill Clark, a driver for Luxor Cab in San Francisco who wanted to switch to UberX, expressed his disappointment after hitting an insurance roadblock. Clark wanted to quit the declining taxi business and experience the freedom that many drivers have told us is one of the biggest attractions of working for Lyft and UberX. But he aborted his attempt at purchasing an Uber-financed vehicle due to the lack of available insurance.\u003c/p>\n\u003cp>“I could get a brand-new Prius, drive any time I wanted to, and just make money,\" Clark said. \"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>Overall Decision Won't Be Reversed\u003c/strong>\u003c/p>\n\u003cp>The TNCs won a victory of sorts when the CPUC said it will not be reversing itself on its overall decision to allow ride-service companies like Lyft and UberX to operate in the state.\u003c/p>\n\u003cp>The CPUC on April 10 rejected a request for a rehearing of the September 2013 ruling, which created the category of TNCs. The decision gave official state sanction to these firms that had once been hit with cease-and-desist letters.\u003c/p>\n\u003cp>The rehearing was requested by the Taxicab Paratransit Association of California (TPAC). Local taxi companies, of course, have been bleeding customers in towns where Lyft, UberX and other ride-service companies operate. In San Francisco, at least, cab drivers have been defecting from taxi companies in order to work for the new companies.\u003c/p>\n\u003cp>TPAC made several arguments in trying to get the decision overturned:\u003c/p>\n\u003cul>\n\u003cli>That the decision violated the California Environmental Quality Act (CEQA)\u003c/li>\n\u003c/ul>\n\u003cp>The CPUC responded that CEQA does not apply because the regulations the TNC regulations the commission issued have no \"direct physical impact,\" not do they create a \"reasonably foreseeable indirect change\" in the same.\u003c/p>\n\u003cul>\n\u003cli>That the CPUC does not have jurisdiction over TNCs because they are, in reality, taxis, and therefore subject to local oversight.\u003c/li>\n\u003c/ul>\n\u003cp>The CPUC responded that TNCs are not cabs, because they operate strictly on a \"prearranged basis,\" as opposed to being able to pick up street hails, as taxis do.\u003c/p>\n\u003cul>\n\u003cli>That the decision violated the equal protection clauses of the U.S. and California constitutions.\u003c/li>\n\u003c/ul>\n\u003cp>The CPUC said invocation of equal protection laws requires the two relevant parties to be \"similarly situated\" under the law, and that because TNCs are not cabs, this is not the case.\u003c/p>\n\u003cul>\n\u003cli>That the decision violates the Public Utilities Code because it exempts individual drivers from having to obtain permits, as opposed to individual companies.\u003c/li>\n\u003c/ul>\n\u003cp>The CPUC responded that the utilities code allows for firms or corporations as well as individuals to be licensed.\u003c/p>\n\u003cp>\u003cstrong>Mandatory Drug Testing, Commercial Plates\u003c/strong>\u003c/p>\n\u003cp>In addition to the insurance considerations, the CPUC granted a rehearing on the issues of mandatory drug testing and commercial license plate requirements, which are currently not mandated for TNC drivers and vehicles.\u003c/p>\n\u003cp>The commission wrote: \"We acknowledge that the decision does not fully address\" the code sections that address these issues, and that it would grant a limited rehearing on them.\"\u003c/p>\n\u003cp>In other ride-service news, according to the \u003ca href=\"http://www.sfgate.com/default/article/UberX-passengers-to-pay-1-safe-rides-fee-5414139.php\" target=\"_blank\">San Francisco Chronicle\u003c/a>, the receipts of UberX passengers will now include a $1 \"safe rides fee.\" Lyft has been charging a $1 \"trust and safety fee\" since December.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Chronicle reporter Carolyn Said wrote: \"San Francisco's Uber said the fee demonstrates its 'continued commitment to safety' and helps fund increased costs for background checks, motor vehicle checks, driver safety education, current and future safety features in its app, and insurance.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Even More Bay Bridge Problems: Corrosive Rust Discovered",
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"content": "\u003cp>In what’s becoming a familiar refrain, there are \u003cem>even\u003c/em> \u003cem>more\u003c/em> problems for the new eastern span of the Bay Bridge. According to a \u003ca href=\"http://www.sacbee.com/2014/04/12/6319522/new-bay-bridge-shows-signs-of.html\" target=\"_blank\">new investigation by the Sacramento Bee’s Charles Piller\u003c/a>, this time the problem is rust.\u003c/p>\n\u003cp>The Sacramento Bee collected rust from two locations on the bridge and had them independently analyzed to confirm that corrosion was occurring. The rust appears on “some of the most vulnerable and integral cable sections and rods” that are crucial to the bridge’s unique self-suspension design.\u003c/p>\n\u003cp>From the Bee's report:\u003c/p>\n\u003cblockquote>\u003cp>“Inside one of the chambers, where the suspension cable is attached, the cable strands and rods show rust. Lab tests confirm the rust, alarming independent engineering experts who warn of severe long-term implications. They urge the California Department of Transportation to move quickly to fix the problem.”\u003c/p>\u003c/blockquote>\n\u003cp>In an exclusive KQED Newsroom web extra, Piller explains the bridge’s unique design, and why this newly discovered rust is dangerous.\u003c/p>\n\u003cdiv class=\"single-video\">\u003ciframe src=\"//www.youtube.com/embed/JNbZMInv0xk\" frameborder=\"0\" width=\"560\" height=\"315\">\u003c/iframe>\u003c/div>\n\u003cp>The bridge was designed with a planned service life of 150 years. If the corrosion caused by the rust worsens, experts believe it will lead to structural damage that would dramatically shorten the intended life of the bridge. The corrosion is also significant because it leaves the rods and cables in question vulnerable to cracks. Those cracks could potentially worsen because of the continual vibration caused by passing trucks and cars. Growing cracks would then “jeopardize the strength of the span’s single main cable,” according to UC Berkeley engineering professor Abolhassan Astaneh-Asl.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In an interview with KQED's Scott Shafer, Piller said he doesn't necessarily think the bridge is in “danger of falling down anytime soon.” But, Piller does have concerns:\u003c/p>\n\u003cblockquote>\u003cp>“We’re talking about a series of potentially significant structural defects and doubts — uncertainties that haven’t been well examined yet by Caltrans and its advisors. Until those defects and uncertainties are examined carefully … I think everyone in the Bay Area should take the stability of that structure, that $6.5 billion bridge, with some reservation and concern.\"\u003c/p>\u003c/blockquote>\n\u003cp>According to Piller’s report, the affected portion of the bridge was exposed to more than 21 inches of rain during the bridge’s construction from December 2011 to December 2012, in addition to “mist and humidity from the bay’s marine environment.”\u003c/p>\n\u003cp>The Sacramento Bee story reports that in recent meetings held to discuss the new problems, Caltrans \"acknowledged that some concerns raised by the two independent experts have merit.\" The report has prompted \u003ca href=\"http://www.sacbee.com/2014/04/15/6327749/elected-officials-call-for-outside.html\" target=\"_blank\">several elected officials to call for an outside review\u003c/a> of the corrosion.\u003c/p>\n\u003cp>Watch Scott Shafer’s full interview with Charles Piller from Friday’s \u003ca href=\"http://www.kqed.org/tv/programs/newsroom/\" target=\"_blank\">KQED Newsroom\u003c/a>.\u003c/p>\n\u003cdiv class=\"single-video\">\u003ciframe src=\"//www.youtube.com/embed/DtKigmff4sg\" frameborder=\"0\" width=\"560\" height=\"315\">\u003c/iframe>\u003c/div>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://www.kqed.org/tv/programs/newsroom/\" target=\"_blank\">KQED NEWSROOM\u003c/a> is a weekly news magazine program on television, radio and online. Watch Fridays at 8 p.m. on KQED Public Television 9, listen on Sundays at 6 p.m. on KQED Public Radio 88.5 FM and watch on demand \u003ca href=\"http://www.kqed.org/tv/programs/newsroom/\" target=\"_blank\">here\u003c/a>.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In what’s becoming a familiar refrain, there are \u003cem>even\u003c/em> \u003cem>more\u003c/em> problems for the new eastern span of the Bay Bridge. According to a \u003ca href=\"http://www.sacbee.com/2014/04/12/6319522/new-bay-bridge-shows-signs-of.html\" target=\"_blank\">new investigation by the Sacramento Bee’s Charles Piller\u003c/a>, this time the problem is rust.\u003c/p>\n\u003cp>The Sacramento Bee collected rust from two locations on the bridge and had them independently analyzed to confirm that corrosion was occurring. The rust appears on “some of the most vulnerable and integral cable sections and rods” that are crucial to the bridge’s unique self-suspension design.\u003c/p>\n\u003cp>From the Bee's report:\u003c/p>\n\u003cblockquote>\u003cp>“Inside one of the chambers, where the suspension cable is attached, the cable strands and rods show rust. Lab tests confirm the rust, alarming independent engineering experts who warn of severe long-term implications. They urge the California Department of Transportation to move quickly to fix the problem.”\u003c/p>\u003c/blockquote>\n\u003cp>In an exclusive KQED Newsroom web extra, Piller explains the bridge’s unique design, and why this newly discovered rust is dangerous.\u003c/p>\n\u003cdiv class=\"single-video\">\u003ciframe src=\"//www.youtube.com/embed/JNbZMInv0xk\" frameborder=\"0\" width=\"560\" height=\"315\">\u003c/iframe>\u003c/div>\n\u003cp>The bridge was designed with a planned service life of 150 years. If the corrosion caused by the rust worsens, experts believe it will lead to structural damage that would dramatically shorten the intended life of the bridge. The corrosion is also significant because it leaves the rods and cables in question vulnerable to cracks. Those cracks could potentially worsen because of the continual vibration caused by passing trucks and cars. Growing cracks would then “jeopardize the strength of the span’s single main cable,” according to UC Berkeley engineering professor Abolhassan Astaneh-Asl.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In an interview with KQED's Scott Shafer, Piller said he doesn't necessarily think the bridge is in “danger of falling down anytime soon.” But, Piller does have concerns:\u003c/p>\n\u003cblockquote>\u003cp>“We’re talking about a series of potentially significant structural defects and doubts — uncertainties that haven’t been well examined yet by Caltrans and its advisors. Until those defects and uncertainties are examined carefully … I think everyone in the Bay Area should take the stability of that structure, that $6.5 billion bridge, with some reservation and concern.\"\u003c/p>\u003c/blockquote>\n\u003cp>According to Piller’s report, the affected portion of the bridge was exposed to more than 21 inches of rain during the bridge’s construction from December 2011 to December 2012, in addition to “mist and humidity from the bay’s marine environment.”\u003c/p>\n\u003cp>The Sacramento Bee story reports that in recent meetings held to discuss the new problems, Caltrans \"acknowledged that some concerns raised by the two independent experts have merit.\" The report has prompted \u003ca href=\"http://www.sacbee.com/2014/04/15/6327749/elected-officials-call-for-outside.html\" target=\"_blank\">several elected officials to call for an outside review\u003c/a> of the corrosion.\u003c/p>\n\u003cp>Watch Scott Shafer’s full interview with Charles Piller from Friday’s \u003ca href=\"http://www.kqed.org/tv/programs/newsroom/\" target=\"_blank\">KQED Newsroom\u003c/a>.\u003c/p>\n\u003cdiv class=\"single-video\">\u003ciframe src=\"//www.youtube.com/embed/DtKigmff4sg\" frameborder=\"0\" width=\"560\" height=\"315\">\u003c/iframe>\u003c/div>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://www.kqed.org/tv/programs/newsroom/\" target=\"_blank\">KQED NEWSROOM\u003c/a> is a weekly news magazine program on television, radio and online. Watch Fridays at 8 p.m. on KQED Public Television 9, listen on Sundays at 6 p.m. on KQED Public Radio 88.5 FM and watch on demand \u003ca href=\"http://www.kqed.org/tv/programs/newsroom/\" target=\"_blank\">here\u003c/a>.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "News Pix: New BART Cars, Berkeley Fire and Modern Art in Silicon Valley",
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"content": "\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/new-BART-cars.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-133143\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/new-BART-cars-640x450.jpg\" alt=\"BART unveiled its “Fleet of the Future” train cars on Wednesday, April 16, inviting the public to tour a model train in downtown San Francisco. The car was greeted with mixed reviews. The most pointed criticism came from riders with disabilities, who argued that the design provides less accessibility for disabled passengers. (Mark Andrew Boyer/KQED)\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nBART unveiled its “Fleet of the Future” train cars on Wednesday, April 16, \u003ca href=\"http://ww2.kqed.org/news/2014/04/16/bart-unveils-new-cars/\" target=\"_blank\">inviting the public to tour a model train\u003c/a> in downtown San Francisco. The car was greeted with mixed reviews. The most pointed criticism came from riders with disabilities, who argued that the design provides less accessibility for disabled passengers. (Mark Andrew Boyer/KQED)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/eviction-defense.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-133144\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/eviction-defense-640x449.jpg\" alt=\"Activists were joined by the city’s public defender and Supervisor David Campos at a rally in front of City Hall on Wednesday, April 16, calling on the city to ramp up funding for eviction defense. According to activists, tenants facing eviction often lose because they can’t afford attorneys, and there is a scarcity of city funding available to the network of nonprofits offering legal assistance. (Bryan Goebel/KQED)\" width=\"640\" height=\"449\">\u003c/a>\u003cbr>\nActivists were joined by the city's public defender and Supervisor David Campos at a rally in front of City Hall on Wednesday, April 16, calling on the city to \u003ca href=\"http://ww2.kqed.org/news/2014/04/16/san-francisco-tenant-activists-call-on-city-to-boost-eviction-defense-funding/\" target=\"_blank\">ramp up funding for eviction defense\u003c/a>. According to activists, tenants facing eviction often lose because they can't afford attorneys, and there is a scarcity of city funding available to the network of nonprofits offering legal assistance. (Bryan Goebel/KQED)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/fire-remains.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-133145\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/fire-remains-640x450.jpg\" alt=\"The remains of The Wooden Duck warehouse, as seen from above, after a five-alarm fire Saturday, April 12. Some of the businesses at the location on Berkeley’s Eastshore Highway survived largely intact, but 20 artisans whose equipment and crafts were housed in the same building complex lost everything. (Todd Forbush/Berkeleyside)\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nThe remains of warehouse at 1800-1810 Second St. that was destroyed in a five-alarm fire Saturday, April 12, 2014. The building held stock from Import Tile and house Joshua Tree Furniture. The Wooden Duck also lost stock in the blaze but its showroom, on Eastshore Highway, survived largely intact. (Todd Forbush/\u003ca href=\"http://www.berkeleyside.com/\" target=\"_blank\">Berkeleyside\u003c/a>)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/PeninsulaPress_ArtFair3.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-133146\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/PeninsulaPress_ArtFair3-640x450.jpg\" alt=\"Art on display at the inaugural Silicon Valley Contemporary and Modern Fine Art Fair. The fair, which ran from April 10 to 13, focused on the convergence of technology and art, showcasing works inspired by the digital world. (Katie Brigham/Peninsula Press)\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nArt on display at the inaugural \u003ca href=\"http://peninsulapress.com/2014/04/15/silicon-valley-contemporary-and-modern-fine-art-fair/\" target=\"_blank\">Silicon Valley Contemporary and Modern Fine Art Fair\u003c/a>. The fair, which ran from April 10 to 13, focused on the convergence of technology and art, showcasing works inspired by the digital world. (Katie Brigham/\u003ca href=\"http://peninsulapress.com/\" target=\"_blank\">Peninsula Press\u003c/a>)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/PeninsulaPress_ArtFair4.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-133147\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/PeninsulaPress_ArtFair4-640x450.jpg\" alt=\"At the Silicon Valley Contemporary and Modern Fine Art Fair all pieces had some relationship to tech. Mobile photography was highlighted, and sculptures and paintings were either produced using new technologies or highlighted themes related to the digital world. (Katie Brigham/Peninsula Press)\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nAt the Silicon Valley Contemporary and Modern Fine Art Fair all pieces had some relationship to tech. Mobile photography was highlighted, and sculptures and paintings were either produced using new technologies or highlighted themes related to the digital world. (Katie Brigham/\u003ca href=\"http://peninsulapress.com/\" target=\"_blank\">Peninsula Press\u003c/a>)\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/PeninsulaPress_CitizenshipD.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-133148\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/PeninsulaPress_CitizenshipD-640x450.jpg\" alt=\"Spanish-speaking green card holders filed into the San Jose City College gym on April 12 for Santa Clara County’s annual Citizenship Day. Held by the Santa Clara County Citizenship Collaborative, Citizenship Day provides orientation, assistance and legal assessment regarding the citizenship process in a total of 14 different languages. (Tre’vell Anderson/Peninsula Press)\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nSpanish-speaking green card holders filed into the San Jose City College gym on April 12 for Santa Clara County’s \u003ca href=\"http://peninsulapress.com/2014/04/14/santa-clara-county-citizenship-day/\" target=\"_blank\">annual Citizenship Day\u003c/a>. Held by the Santa Clara County Citizenship Collaborative, Citizenship Day provides orientation, assistance and legal assessment regarding the citizenship process in a total of 14 different languages. (Tre’vell Anderson/\u003ca href=\"http://peninsulapress.com/\" target=\"_blank\">Peninsula Press\u003c/a>)\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>**The original version of this story stated that The Wooden Duck owned the warehouse that burned at 1800-1810 Second street in West Berkeley. The warehouse is actually owned by Import Tile.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/new-BART-cars.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-133143\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/new-BART-cars-640x450.jpg\" alt=\"BART unveiled its “Fleet of the Future” train cars on Wednesday, April 16, inviting the public to tour a model train in downtown San Francisco. The car was greeted with mixed reviews. The most pointed criticism came from riders with disabilities, who argued that the design provides less accessibility for disabled passengers. (Mark Andrew Boyer/KQED)\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nBART unveiled its “Fleet of the Future” train cars on Wednesday, April 16, \u003ca href=\"http://ww2.kqed.org/news/2014/04/16/bart-unveils-new-cars/\" target=\"_blank\">inviting the public to tour a model train\u003c/a> in downtown San Francisco. The car was greeted with mixed reviews. The most pointed criticism came from riders with disabilities, who argued that the design provides less accessibility for disabled passengers. (Mark Andrew Boyer/KQED)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/eviction-defense.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-133144\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/eviction-defense-640x449.jpg\" alt=\"Activists were joined by the city’s public defender and Supervisor David Campos at a rally in front of City Hall on Wednesday, April 16, calling on the city to ramp up funding for eviction defense. According to activists, tenants facing eviction often lose because they can’t afford attorneys, and there is a scarcity of city funding available to the network of nonprofits offering legal assistance. (Bryan Goebel/KQED)\" width=\"640\" height=\"449\">\u003c/a>\u003cbr>\nActivists were joined by the city's public defender and Supervisor David Campos at a rally in front of City Hall on Wednesday, April 16, calling on the city to \u003ca href=\"http://ww2.kqed.org/news/2014/04/16/san-francisco-tenant-activists-call-on-city-to-boost-eviction-defense-funding/\" target=\"_blank\">ramp up funding for eviction defense\u003c/a>. According to activists, tenants facing eviction often lose because they can't afford attorneys, and there is a scarcity of city funding available to the network of nonprofits offering legal assistance. (Bryan Goebel/KQED)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/fire-remains.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-133145\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/fire-remains-640x450.jpg\" alt=\"The remains of The Wooden Duck warehouse, as seen from above, after a five-alarm fire Saturday, April 12. Some of the businesses at the location on Berkeley’s Eastshore Highway survived largely intact, but 20 artisans whose equipment and crafts were housed in the same building complex lost everything. (Todd Forbush/Berkeleyside)\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nThe remains of warehouse at 1800-1810 Second St. that was destroyed in a five-alarm fire Saturday, April 12, 2014. The building held stock from Import Tile and house Joshua Tree Furniture. The Wooden Duck also lost stock in the blaze but its showroom, on Eastshore Highway, survived largely intact. (Todd Forbush/\u003ca href=\"http://www.berkeleyside.com/\" target=\"_blank\">Berkeleyside\u003c/a>)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/PeninsulaPress_ArtFair3.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-133146\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/PeninsulaPress_ArtFair3-640x450.jpg\" alt=\"Art on display at the inaugural Silicon Valley Contemporary and Modern Fine Art Fair. The fair, which ran from April 10 to 13, focused on the convergence of technology and art, showcasing works inspired by the digital world. (Katie Brigham/Peninsula Press)\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nArt on display at the inaugural \u003ca href=\"http://peninsulapress.com/2014/04/15/silicon-valley-contemporary-and-modern-fine-art-fair/\" target=\"_blank\">Silicon Valley Contemporary and Modern Fine Art Fair\u003c/a>. The fair, which ran from April 10 to 13, focused on the convergence of technology and art, showcasing works inspired by the digital world. (Katie Brigham/\u003ca href=\"http://peninsulapress.com/\" target=\"_blank\">Peninsula Press\u003c/a>)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/PeninsulaPress_ArtFair4.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-133147\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/PeninsulaPress_ArtFair4-640x450.jpg\" alt=\"At the Silicon Valley Contemporary and Modern Fine Art Fair all pieces had some relationship to tech. Mobile photography was highlighted, and sculptures and paintings were either produced using new technologies or highlighted themes related to the digital world. (Katie Brigham/Peninsula Press)\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nAt the Silicon Valley Contemporary and Modern Fine Art Fair all pieces had some relationship to tech. Mobile photography was highlighted, and sculptures and paintings were either produced using new technologies or highlighted themes related to the digital world. (Katie Brigham/\u003ca href=\"http://peninsulapress.com/\" target=\"_blank\">Peninsula Press\u003c/a>)\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/PeninsulaPress_CitizenshipD.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-133148\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/PeninsulaPress_CitizenshipD-640x450.jpg\" alt=\"Spanish-speaking green card holders filed into the San Jose City College gym on April 12 for Santa Clara County’s annual Citizenship Day. Held by the Santa Clara County Citizenship Collaborative, Citizenship Day provides orientation, assistance and legal assessment regarding the citizenship process in a total of 14 different languages. (Tre’vell Anderson/Peninsula Press)\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nSpanish-speaking green card holders filed into the San Jose City College gym on April 12 for Santa Clara County’s \u003ca href=\"http://peninsulapress.com/2014/04/14/santa-clara-county-citizenship-day/\" target=\"_blank\">annual Citizenship Day\u003c/a>. Held by the Santa Clara County Citizenship Collaborative, Citizenship Day provides orientation, assistance and legal assessment regarding the citizenship process in a total of 14 different languages. (Tre’vell Anderson/\u003ca href=\"http://peninsulapress.com/\" target=\"_blank\">Peninsula Press\u003c/a>)\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>**The original version of this story stated that The Wooden Duck owned the warehouse that burned at 1800-1810 Second street in West Berkeley. The warehouse is actually owned by Import Tile.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Fined $210,000 by Cal/OSHA for Accident That Killed 2 Workers",
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"content": "\u003cfigure id=\"attachment_133074\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg 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 a BART strike on July 3, 2013. \" width=\"640\" height=\"360\" class=\"size-full wp-image-133074\">\u003cfigcaption class=\"wp-caption-text\">A BART train sits idle at the Millbrae station during a BART strike on July 3, 2013. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update Thursday 1:08 p.m:\u003c/strong>\u003c/p>\n\u003cp>In response to the news of BART’s citation and penalty by Cal-OSHA, Patricia Schuchardt, president of AFSCME Local 3993, said:\u003c/p>\n\u003cp>“BART management and board members are finally being held accountable for the poor choices they make with regards to policies and procedures related to worker and rider safety. It was their arrogant belief during the strike last October that they could run the system without the people who possess the skills and experience to run BART safely, and two men are dead because of that.”\u003c/p>\n\u003cp>Chris Sheppard, one of the two men killed in the October 2013 accident, was a member of Local 3993, which represents train controllers, among other supervisorial and professional staff.\u003c/p>\n\u003cp>“Hopefully, this will end BART’s culture of disregarding the concerns of the people who run the system on a daily basis and engaging in lengthy appeals processes rather than abating known workplace hazards,\" Schuchardt said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>On Thursday, KQED's Mina Kim talked with Michael LeRoy, a professor at the School of Labor and Employment Relations at the University of Illinois College of Law at Urbana-Champaign. He followed last year's BART strike, and this incident. \u003c/p>\n\u003cp>\"When you read the actual citations, even a layperson would probably say 'What were you thinking when you did this?'\" LeRoy said. \u003c/p>\n\u003cp>\"They don't have any lookout posted, they've got two individuals working on a track that is active, you have a train coming through in excess of 65mph, and worse the two individuals inspecting a dip in the track have a metal pole that is determined to be too near an energized third-rail line.\"\u003c/p>\n\u003cp>\u003ciframe width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/145237380&color=ff5500&auto_play=false&hide_related=false&show_artwork=true\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong>\u003c/p>\n\u003cp>Cal/OSHA is fining BART $210,000 for three \"willful serious violations\" that led to the Oct. 19 deaths of two workers, who were killed by a train in Walnut Creek that was going more than 65 mph.\u003c/p>\n\u003cp>The probe by Cal/OSHA found the workers, Christopher Sheppard and Laurence Daniels, didn't meet the qualifications needed to do work near hazardous energized third rails. Sheppard was a special projects manager for the transit system, while Daniels was a contractor and consulting engineer.\u003c/p>\n\u003cp>The investigation also found that a trainee was at the controls when the accident happened. His trainer, described as a \"high-ranking transportation manager,\" was seated in the passenger car with other BART managers and another trainee, and he wasn't able to view the track from that vantage point.\u003c/p>\n\u003cp>The third violation was the result of the fact that BART's \"simple approval\" procedures for employees working on the tracks were not adequate and weren't being followed in any case.\u003c/p>\n\u003cp>\"Employers in California msut comply with safety standards to protect their employees, and diligence is vital in hazardous working conditions,\" said Christine Baker, director of the state Department of Industrial Relations, which includes Cal/OSHA.\u003c/p>\n\u003cp>The accident occurred while BART workers were on strike.\u003c/p>\n\u003cp>BART General Manager Grace Crunican issued the following statement:\u003c/p>\n\u003cp>“The BART family has spent the past six months mourning the loss of Christopher D. Sheppard and Laurence E. Daniels while making permanent changes to our safety procedures. Passenger and employee safety is our top priority at BART. BART has fundamentally upgraded its safety procedures with the implementation of an enhanced wayside safety program and a proposed budget investment of over $5 million in additional resources to bolster BART’s safety performance. Cal/OSHA has informed BART these changes correct the concerns which are at the heart of their citations, designating the issues as ‘abated,’ meaning that none are continuing violations or pose continuing safety hazards.\u003c/p>\n\u003cp>Here's the citation:\u003c/p>\n\u003cp>\u003ciframe id=\"doc_84598\" src=\"//www.scribd.com/embeds/218857496/content?start_page=1&view_mode=scroll&access_key=key-1oae7fs0vfk6fta15npd&show_recommendations=true\" frameborder=\"0\" scrolling=\"no\" width=\"640\" height=\"853\">\u003c/iframe>\u003c/p>\n\u003cp>And here's some previous coverage from KQED:\u003c/p>\n\u003cp>NTSB Urges Safety Upgrades in Wake of BART Worker Deaths\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/news/2013/12/19/ntsb-urges-safety-upgrades-in-wake-of-BART-worker-deaths\" target=\"_blank\">http://ww2.kqed.org/news/2013/12/19/ntsb-urges-safety-upgrades-in-wake-of-BART-worker-deaths\u003c/a>\u003c/p>\n\u003cp>BART Probe: Investigators Re-Enact Fatal Accident\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/news/2013/10/20/ntsb-investigating-bart-train-accident-that-killed-two-workers\" target=\"_blank\">http://ww2.kqed.org/news/2013/10/20/ntsb-investigating-bart-train-accident-that-killed-two-workers\u003c/a>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_133074\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg 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 a BART strike on July 3, 2013. \" width=\"640\" height=\"360\" class=\"size-full wp-image-133074\">\u003cfigcaption class=\"wp-caption-text\">A BART train sits idle at the Millbrae station during a BART strike on July 3, 2013. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update Thursday 1:08 p.m:\u003c/strong>\u003c/p>\n\u003cp>In response to the news of BART’s citation and penalty by Cal-OSHA, Patricia Schuchardt, president of AFSCME Local 3993, said:\u003c/p>\n\u003cp>“BART management and board members are finally being held accountable for the poor choices they make with regards to policies and procedures related to worker and rider safety. It was their arrogant belief during the strike last October that they could run the system without the people who possess the skills and experience to run BART safely, and two men are dead because of that.”\u003c/p>\n\u003cp>Chris Sheppard, one of the two men killed in the October 2013 accident, was a member of Local 3993, which represents train controllers, among other supervisorial and professional staff.\u003c/p>\n\u003cp>“Hopefully, this will end BART’s culture of disregarding the concerns of the people who run the system on a daily basis and engaging in lengthy appeals processes rather than abating known workplace hazards,\" Schuchardt said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>On Thursday, KQED's Mina Kim talked with Michael LeRoy, a professor at the School of Labor and Employment Relations at the University of Illinois College of Law at Urbana-Champaign. He followed last year's BART strike, and this incident. \u003c/p>\n\u003cp>\"When you read the actual citations, even a layperson would probably say 'What were you thinking when you did this?'\" LeRoy said. \u003c/p>\n\u003cp>\"They don't have any lookout posted, they've got two individuals working on a track that is active, you have a train coming through in excess of 65mph, and worse the two individuals inspecting a dip in the track have a metal pole that is determined to be too near an energized third-rail line.\"\u003c/p>\n\u003cp>\u003ciframe width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/145237380&color=ff5500&auto_play=false&hide_related=false&show_artwork=true\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong>\u003c/p>\n\u003cp>Cal/OSHA is fining BART $210,000 for three \"willful serious violations\" that led to the Oct. 19 deaths of two workers, who were killed by a train in Walnut Creek that was going more than 65 mph.\u003c/p>\n\u003cp>The probe by Cal/OSHA found the workers, Christopher Sheppard and Laurence Daniels, didn't meet the qualifications needed to do work near hazardous energized third rails. Sheppard was a special projects manager for the transit system, while Daniels was a contractor and consulting engineer.\u003c/p>\n\u003cp>The investigation also found that a trainee was at the controls when the accident happened. His trainer, described as a \"high-ranking transportation manager,\" was seated in the passenger car with other BART managers and another trainee, and he wasn't able to view the track from that vantage point.\u003c/p>\n\u003cp>The third violation was the result of the fact that BART's \"simple approval\" procedures for employees working on the tracks were not adequate and weren't being followed in any case.\u003c/p>\n\u003cp>\"Employers in California msut comply with safety standards to protect their employees, and diligence is vital in hazardous working conditions,\" said Christine Baker, director of the state Department of Industrial Relations, which includes Cal/OSHA.\u003c/p>\n\u003cp>The accident occurred while BART workers were on strike.\u003c/p>\n\u003cp>BART General Manager Grace Crunican issued the following statement:\u003c/p>\n\u003cp>“The BART family has spent the past six months mourning the loss of Christopher D. Sheppard and Laurence E. Daniels while making permanent changes to our safety procedures. Passenger and employee safety is our top priority at BART. BART has fundamentally upgraded its safety procedures with the implementation of an enhanced wayside safety program and a proposed budget investment of over $5 million in additional resources to bolster BART’s safety performance. Cal/OSHA has informed BART these changes correct the concerns which are at the heart of their citations, designating the issues as ‘abated,’ meaning that none are continuing violations or pose continuing safety hazards.\u003c/p>\n\u003cp>Here's the citation:\u003c/p>\n\u003cp>\u003ciframe id=\"doc_84598\" src=\"//www.scribd.com/embeds/218857496/content?start_page=1&view_mode=scroll&access_key=key-1oae7fs0vfk6fta15npd&show_recommendations=true\" frameborder=\"0\" scrolling=\"no\" width=\"640\" height=\"853\">\u003c/iframe>\u003c/p>\n\u003cp>And here's some previous coverage from KQED:\u003c/p>\n\u003cp>NTSB Urges Safety Upgrades in Wake of BART Worker Deaths\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/news/2013/12/19/ntsb-urges-safety-upgrades-in-wake-of-BART-worker-deaths\" target=\"_blank\">http://ww2.kqed.org/news/2013/12/19/ntsb-urges-safety-upgrades-in-wake-of-BART-worker-deaths\u003c/a>\u003c/p>\n\u003cp>BART Probe: Investigators Re-Enact Fatal Accident\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/news/2013/10/20/ntsb-investigating-bart-train-accident-that-killed-two-workers\" target=\"_blank\">http://ww2.kqed.org/news/2013/10/20/ntsb-investigating-bart-train-accident-that-killed-two-workers\u003c/a>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Grapples with Crowding as Ridership Surges",
"title": "BART Grapples with Crowding as Ridership Surges",
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"content": "\u003cp>\u003ciframe src=\"//www.youtube.com/embed/IOCitBT_xJA\" frameborder=\"0\" width=\"640\" height=\"360\">\u003c/iframe>\u003c/p>\n\u003cp>BART is getting crowded. The transit agency provides about 400,000 rides on a typical weekday. Within the next five years, daily ridership could swell to 500,000 -- \u003ca href=\"https://www.bart.gov/about/projects/cars/why-new-cars\">more than triple the average in the 1970s\u003c/a>.\u003c/p>\n\u003cp>Soaring ridership has led to overcrowding in train cars; vacant seats have become scarce, and many riders are required to stand for the length of their commute. It has also produced crowded station platforms, where long passenger queues await every rush-hour train.\u003c/p>\n\u003cp>To deal with surging crowds, \u003ca href=\"http://www.sfgate.com/bayarea/matier-ross/article/BART-considers-rebuilding-2-SF-stations-4267383.php\">BART floated a plan\u003c/a> last year to rebuild the platforms of its two busiest stations -- Embarcadero and Montgomery. The plan would cost $900 million and it would take five years to complete. But it still needs to secure funding for those projects.\u003c/p>\n\u003cp>Relief could come sooner in train cars. In 2017, BART will begin phasing in a new fleet of train cars into service (a model of the new train cars \u003ca href=\"http://ww2.kqed.org/news/2014/04/16/bart-unveils-new-cars/\">was unveiled on Wednesday\u003c/a>). Although the cars are slightly smaller than those currently in use, BART promises to increase capacity by putting more cars in service and running longer trains.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The agency has 775 cars on order, and it hopes to obtain funding for a total of 1,000 new cars. If BART reaches its goal, it will increase the number of cars in its fleet by 50 percent, and it will increase the number of overall seats by 38 percent.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But will these solutions be enough for the rail agency to keep pace with a booming metro area?\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ciframe src=\"//www.youtube.com/embed/IOCitBT_xJA\" frameborder=\"0\" width=\"640\" height=\"360\">\u003c/iframe>\u003c/p>\n\u003cp>BART is getting crowded. The transit agency provides about 400,000 rides on a typical weekday. Within the next five years, daily ridership could swell to 500,000 -- \u003ca href=\"https://www.bart.gov/about/projects/cars/why-new-cars\">more than triple the average in the 1970s\u003c/a>.\u003c/p>\n\u003cp>Soaring ridership has led to overcrowding in train cars; vacant seats have become scarce, and many riders are required to stand for the length of their commute. It has also produced crowded station platforms, where long passenger queues await every rush-hour train.\u003c/p>\n\u003cp>To deal with surging crowds, \u003ca href=\"http://www.sfgate.com/bayarea/matier-ross/article/BART-considers-rebuilding-2-SF-stations-4267383.php\">BART floated a plan\u003c/a> last year to rebuild the platforms of its two busiest stations -- Embarcadero and Montgomery. The plan would cost $900 million and it would take five years to complete. But it still needs to secure funding for those projects.\u003c/p>\n\u003cp>Relief could come sooner in train cars. In 2017, BART will begin phasing in a new fleet of train cars into service (a model of the new train cars \u003ca href=\"http://ww2.kqed.org/news/2014/04/16/bart-unveils-new-cars/\">was unveiled on Wednesday\u003c/a>). Although the cars are slightly smaller than those currently in use, BART promises to increase capacity by putting more cars in service and running longer trains.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The agency has 775 cars on order, and it hopes to obtain funding for a total of 1,000 new cars. If BART reaches its goal, it will increase the number of cars in its fleet by 50 percent, and it will increase the number of overall seats by 38 percent.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But will these solutions be enough for the rail agency to keep pace with a booming metro area?\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Unveils New Train Car",
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"content": "\u003cfigure id=\"attachment_132863\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_3069.jpg\">\u003cimg class=\"size-medium wp-image-132863\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_3069-640x426.jpg\" alt='BART unveiled its new \"Fleet of the Future\" train cars in San Francisco (Mark Andrew Boyer/KQED)' width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART unveiled its new \"Fleet of the Future\" train cars in San Francisco. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>BART unveiled its \"Fleet of the Future\" train cars on Wednesday, inviting the public to tour a model train in downtown San Francisco. The car was greeted with mixed reviews. The most pointed criticism came from riders with disabilities, who argued that the design provides less accessibility for disabled passengers.\u003c/p>\n\u003cp>Before the unveiling, Bob Planthold was resting on a pair of forearm crutches with a group of disabled people next to the model train car. Planthold came to the unveiling to voice his displeasure over the addition of a three-pronged, Y-shaped pole located near the door of the new cars. He says the pole will encourage people to stand near the door, making it difficult for disabled riders to pass.\u003c/p>\n\u003cp>\"The width is narrow for somebody who uses a wheelchair, somebody who uses a walker, somebody who is navigating with a guide dog,\" said Planthold. \"That's why we're here today – so the larger public gets to see how poor and troubling is this design.\"\u003c/p>\n\u003cfigure id=\"attachment_132867\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_3034.jpg\">\u003cimg class=\"size-medium wp-image-132867\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_3034-640x426.jpg\" alt=\"At issue is a three-pronged pole, which stands near the doors (Mark Andrew Boyer/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">At issue is a three-pronged pole, which stands near the doors. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Joel Keller, president of the BART board of directors, addressed questions of accessibility as he took the media on a tour of the cars. \"This issue has been before our accessibility task force, it's been discussed and debated,\" he said. \"We believe there is enough room for this to provide access.\"\u003c/p>\n\u003cp>With an average age of 30 years, BART's current fleet is the oldest of any rapid transit system in the country. The agency has already ordered 775 new cars at a cost of $2.5 billion, and the agency is looking to raise that number to 1,000. Ten test trains will be rolled out in 2015, and the new trains are expected to go into service in 2017.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Another challenge that BART is facing is increased ridership and overcrowding. BART provides about 400,000 rides every weekday, and that number is expected to increase to 500,000 in the next five years. The new cars are actually smaller than the ones that debuted in the 1970s, but BART hopes to increase the size of its fleet, which would result in increased capacity.\u003c/p>\n\u003cp>\"Our goal is to get to 1,000 train cars, which will be a 50 percent increase in the number of cars in the system. That will let us lengthen the trains and provide relief to crowded conditions,\" said Aaron Weinstein, BART's chief marketing officer.\u003c/p>\n\u003cfigure id=\"attachment_132868\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_3011.jpg\">\u003cimg class=\"size-medium wp-image-132868\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_3011-640x426.jpg\" alt=\"The seats of the new BART cars will have a thinner profile (Mark Andrew Boyer/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The seats of the new BART cars will have a thinner profile. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The cars will also have fewer seats. Current cars have an average of 58.6 seats, according to Weinstein. The new cars will have 54 seats.\u003c/p>\n\u003cp>San Francisco resident Edward Wesley used to work at San Francisco International Airport, and he thought the smaller car size could be an issue for people with luggage. Wesley said he prefers the existing BART cars. \"I really do. It's like riding a regular train, you know? They're comfortable.\"\u003c/p>\n\u003cp>Last summer, BART showed off a full-size model made of plywood. The new model on display at Justin Herman Plaza is an \"advanced replica\" of what a real train will look like, but it's about half the size of an actual train car. BART officials invited several disabled riders with wheelchairs onto the car before opening it to the general public, which did little to soothe fears about accessibility.\u003c/p>\n\u003cfigure id=\"attachment_132869\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_2997.jpg\">\u003cimg class=\"size-medium wp-image-132869\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_2997-640x426.jpg\" alt=\"Each new car will contain a bike rack that can hold three bicycles (Mark Andrew Boyer/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Each new car will contain a bike rack that can hold three bicycles. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Andy Thornley of San Francisco was effusive about bike racks on the new cars. \"I like the bicycle accommodation. I often bring a bicycle on board, and that arrangement seems to be productive and advantageous.\"\u003c/p>\n\u003cp>The new cars also promise to reduce train noise. As Keller entered the train, he pointed to the micro-plug doors, which seal more securely than the current doors. \"It'll provide for a quieter ride for our riders, which is something that we've been asked to respond to.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>There's still an opportunity to tweak the final design, but the window is closing – the deadline is the end of May. The model train will make an appearance at nine other BART stations for public viewing in the coming weeks.\u003c/p>\n\u003cfigure id=\"attachment_132870\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_3092.jpg\">\u003cimg class=\"size-medium wp-image-132870\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_3092-640x426.jpg\" alt=\"Bob Planthold attended the unveiling to protest the new cars' perceived lack of accessibility (Mark Andrew Boyer/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bob Planthold attended the unveiling to protest the new cars' perceived lack of accessibility. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_132863\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_3069.jpg\">\u003cimg class=\"size-medium wp-image-132863\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_3069-640x426.jpg\" alt='BART unveiled its new \"Fleet of the Future\" train cars in San Francisco (Mark Andrew Boyer/KQED)' width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART unveiled its new \"Fleet of the Future\" train cars in San Francisco. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>BART unveiled its \"Fleet of the Future\" train cars on Wednesday, inviting the public to tour a model train in downtown San Francisco. The car was greeted with mixed reviews. The most pointed criticism came from riders with disabilities, who argued that the design provides less accessibility for disabled passengers.\u003c/p>\n\u003cp>Before the unveiling, Bob Planthold was resting on a pair of forearm crutches with a group of disabled people next to the model train car. Planthold came to the unveiling to voice his displeasure over the addition of a three-pronged, Y-shaped pole located near the door of the new cars. He says the pole will encourage people to stand near the door, making it difficult for disabled riders to pass.\u003c/p>\n\u003cp>\"The width is narrow for somebody who uses a wheelchair, somebody who uses a walker, somebody who is navigating with a guide dog,\" said Planthold. \"That's why we're here today – so the larger public gets to see how poor and troubling is this design.\"\u003c/p>\n\u003cfigure id=\"attachment_132867\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_3034.jpg\">\u003cimg class=\"size-medium wp-image-132867\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_3034-640x426.jpg\" alt=\"At issue is a three-pronged pole, which stands near the doors (Mark Andrew Boyer/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">At issue is a three-pronged pole, which stands near the doors. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Joel Keller, president of the BART board of directors, addressed questions of accessibility as he took the media on a tour of the cars. \"This issue has been before our accessibility task force, it's been discussed and debated,\" he said. \"We believe there is enough room for this to provide access.\"\u003c/p>\n\u003cp>With an average age of 30 years, BART's current fleet is the oldest of any rapid transit system in the country. The agency has already ordered 775 new cars at a cost of $2.5 billion, and the agency is looking to raise that number to 1,000. Ten test trains will be rolled out in 2015, and the new trains are expected to go into service in 2017.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Another challenge that BART is facing is increased ridership and overcrowding. BART provides about 400,000 rides every weekday, and that number is expected to increase to 500,000 in the next five years. The new cars are actually smaller than the ones that debuted in the 1970s, but BART hopes to increase the size of its fleet, which would result in increased capacity.\u003c/p>\n\u003cp>\"Our goal is to get to 1,000 train cars, which will be a 50 percent increase in the number of cars in the system. That will let us lengthen the trains and provide relief to crowded conditions,\" said Aaron Weinstein, BART's chief marketing officer.\u003c/p>\n\u003cfigure id=\"attachment_132868\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_3011.jpg\">\u003cimg class=\"size-medium wp-image-132868\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_3011-640x426.jpg\" alt=\"The seats of the new BART cars will have a thinner profile (Mark Andrew Boyer/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The seats of the new BART cars will have a thinner profile. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The cars will also have fewer seats. Current cars have an average of 58.6 seats, according to Weinstein. The new cars will have 54 seats.\u003c/p>\n\u003cp>San Francisco resident Edward Wesley used to work at San Francisco International Airport, and he thought the smaller car size could be an issue for people with luggage. Wesley said he prefers the existing BART cars. \"I really do. It's like riding a regular train, you know? They're comfortable.\"\u003c/p>\n\u003cp>Last summer, BART showed off a full-size model made of plywood. The new model on display at Justin Herman Plaza is an \"advanced replica\" of what a real train will look like, but it's about half the size of an actual train car. BART officials invited several disabled riders with wheelchairs onto the car before opening it to the general public, which did little to soothe fears about accessibility.\u003c/p>\n\u003cfigure id=\"attachment_132869\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_2997.jpg\">\u003cimg class=\"size-medium wp-image-132869\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_2997-640x426.jpg\" alt=\"Each new car will contain a bike rack that can hold three bicycles (Mark Andrew Boyer/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Each new car will contain a bike rack that can hold three bicycles. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Andy Thornley of San Francisco was effusive about bike racks on the new cars. \"I like the bicycle accommodation. I often bring a bicycle on board, and that arrangement seems to be productive and advantageous.\"\u003c/p>\n\u003cp>The new cars also promise to reduce train noise. As Keller entered the train, he pointed to the micro-plug doors, which seal more securely than the current doors. \"It'll provide for a quieter ride for our riders, which is something that we've been asked to respond to.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>There's still an opportunity to tweak the final design, but the window is closing – the deadline is the end of May. The model train will make an appearance at nine other BART stations for public viewing in the coming weeks.\u003c/p>\n\u003cfigure id=\"attachment_132870\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_3092.jpg\">\u003cimg class=\"size-medium wp-image-132870\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_3092-640x426.jpg\" alt=\"Bob Planthold attended the unveiling to protest the new cars' perceived lack of accessibility (Mark Andrew Boyer/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bob Planthold attended the unveiling to protest the new cars' perceived lack of accessibility. (Mark Andrew Boyer/KQED)\u003c/figcaption>\u003c/figure>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Looks Like No More Paying For Sunday Parking in San Francisco",
"title": "Looks Like No More Paying For Sunday Parking in San Francisco",
"headTitle": "News Fix | KQED News",
"content": "\u003cfigure id=\"attachment_132709\" class=\"wp-caption aligncenter\" style=\"max-width: 575px\">\u003ca href=\"http://ww2.kqed.org/news/2014/04/14/sfmta-board-to-consider-eliminating-sunday-parking-metering/img_4678/\" rel=\"attachment wp-att-132709\">\u003cimg class=\"size-full wp-image-132709\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_4678.jpg\" alt=\"(Bryan Goebel/KQED)\" width=\"575\" height=\"383\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">(Bryan Goebel/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 5:50 p.m.: \u003c/strong> The San Francisco Municipal Transportation Agency board unanimously approved its budget this afternoon, and voted to repeal Sunday parking meters. It would take effect July 1. The agency's two-year spending plan must still be approved by the Board of Supervisors, which will consider it May 1. The board would have to reject the entire budget in order for the Sunday parking reversal to not go into effect.\u003c/p>\n\u003cp>“I feel we need to step back, and really work with our communities to really explain the reasons behind and the reasons for progressive parking management, “ said SFMTA Director Cheryl Brinkman. Director Cristina Rubke was the only member who opposed the repeal. She called it a mistake.\u003c/p>\n\u003cp>The SFMTA would lose an estimated $9.6 million annually.\u003c/p>\n\u003cp>The board voted to extend the\u003ca href=\"http://ww2.kqed.org/news/2014/02/27/127970/google-donates-free-muni-for-youth-program\"> free Muni program for low-income youth\u003c/a> to 18-year-olds, although it wouldn't take effect until November \"because of Clipper Card limitations,\" said Brinkman. Directors agreed to begin planning to extend that same program to\u003ca href=\"http://ww2.kqed.org/news/2014/02/12/transit-officials-consider-free-muni-for-seniors-and-people-with-disabilities/\"> low-income seniors and people with disabilities\u003c/a>. The soonest that would happen is January. \"It's not a question of if, but when,\" said Chair Tom Nolan.\u003c/p>\n\u003cp>\u003cstrong>Original post: \u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>There seems to be a growing consensus among many public policy stakeholders that Sunday parking meters are a good thing for San Francisco. Everyone from \u003ca href=\"http://www.sfgate.com/bayarea/williesworld/article/50-years-after-sit-ins-some-things-unchanged-5398158.php\">former Mayor Willie Brown\u003c/a> to the \u003ca href=\"http://www.sfgate.com/opinion/openforum/article/Don-t-roll-back-Sunday-parking-meters-in-San-5393842.php\">San Francisco Chamber of Commerce\u003c/a> to transit advocates agrees that the city should keep the meters functioning on Sundays because they create more parking turnover in commercial neighborhoods and bring in much-needed revenue for Muni.\u003c/p>\n\u003cp>Of course drivers do not necessarily agree, and under pressure from Mayor Ed Lee, the SFMTA Board of Directors could vote to repeal Sunday meters today when it \u003ca href=\"http://www.sfexaminer.com/sanfrancisco/sfmta-board-to-vote-on-proposed-budget/Content?oid=2768353\">considers a new budget\u003c/a>. Lee is betting on a political strategy he hopes will win votes for a package of transportation funding measures expected to appear on the November ballot.\u003c/p>\n\u003cp>In his \u003ca href=\"http://sfmayor.org/index.aspx?page=983\">\"State of the City\"\u003c/a> address\" earlier this year, Lee suggested that drivers were being gouged and that there was a torrent of complaints.\u003c/p>\n\u003cp>\"Nobody likes it. Not parents. Not our neighborhood small businesses. Not me,\" he said. \"Let's stop nickel-and-diming people at the meter and work together to pass a transportation bond and vehicle license fee increase in 2014 instead.\"\u003c/p>\n\u003cp>But a merchant who submitted a sunshine request found there was no backlash against Sunday meters, \u003ca href=\"http://sf.streetsblog.org/2014/03/20/contrary-to-ed-lee-records-show-no-popular-revolt-against-sunday-meters/\">according to Streetsblog San Francisco:\u003c/a>\u003c/p>\n\u003cblockquote>\u003cp>The records, furnished to Streetsblog by Ed Rosenblatt, a hardware store merchant who supports Sunday meters and filed the request, indicate that no one emailed the mayor’s office about Sunday meters between March, 2013, and this January, when Lee announced his push to repeal them. What’s more, of the January emails, 17 were in support of keeping the parking meters, and only seven were against it. The policy is also supported by many merchants and the Chamber of Commerce since it allows more driving customers to use the limited supply of parking.\u003c/p>\n\u003cp>The purported Sunday meter revolt was also not evident in calls and emails to 311. According to the SFMTA’s December report [\u003ca href=\"http://sf.streetsblog.org/wp-content/uploads/2014/01/Evaluation-of-Sunday-Parking-Management-12.10.2013.pdf\">PDF\u003c/a>] on Sunday meters, 311 received just 41 calls and emails about the policy, with 23 of those in support of meters.\u003c/p>\n\u003cp>Of course, calls and emails aren’t the only ways to complain to City Hall. But if there’s really a popular revolt driving Lee’s sudden push to undo smart policy, you would expect to find some trace of it in the easiest ways to lodge a complaint with the city. And there is no such trace.\u003c/p>\u003c/blockquote>\n\u003cp>A \u003ca href=\"http://sf.streetsblog.org/wp-content/uploads/2014/01/Evaluation-of-Sunday-Parking-Management-12.10.2013.pdf\">study\u003c/a> by the San Francisco Municipal Transportation Agency showed that Sunday meters are ameliorating a notorious dearth of parking spots. Since metering was implemented in early 2013, the SFMTA found that it's easier to park in commercial neighborhoods:\u003c/p>\n\u003cblockquote>\u003cp>Prior to operating meters on Sundays, it was hard to find parking in almost every commercial area in the city. Now parking availability is much higher, so it is easier for drivers—many of whom are likely customers of neighborhood businesses—to access commercial areas. Between 2012 and 2013, the average parking availability on Sunday doubled during metered hours, increasing from 15 percent to 31 percent.\u003c/p>\u003c/blockquote>\n\u003cp>SFMTA Transportation Director Ed Reiskin, who manages the agency, originally proposed a compromise: keep Sunday meters but back off on enforcement. That, he said, should satisfy the mayor's main concern that too many drivers were getting citations on Sundays. The agency would \"significantly redeploy our resources away from Sunday meter enforcement. We have a lot more higher-pressing needs, particularly during the week during the evening rush, for example.\"\u003c/p>\n\u003cp>But Reiskin's position changed last week, and he's now recommending that the entire program be repealed. Whether the SFMTA board will go along with that is unclear, but all members are appointed by the mayor and not likely to go against his wishes.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Parking meters currently run from noon-6 p.m. on Sundays. The SFMTA hopes to replace nearly all of the old meters with new electronic meters this year so that drivers have more convenient options to pay.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_132709\" class=\"wp-caption aligncenter\" style=\"max-width: 575px\">\u003ca href=\"http://ww2.kqed.org/news/2014/04/14/sfmta-board-to-consider-eliminating-sunday-parking-metering/img_4678/\" rel=\"attachment wp-att-132709\">\u003cimg class=\"size-full wp-image-132709\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/IMG_4678.jpg\" alt=\"(Bryan Goebel/KQED)\" width=\"575\" height=\"383\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">(Bryan Goebel/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 5:50 p.m.: \u003c/strong> The San Francisco Municipal Transportation Agency board unanimously approved its budget this afternoon, and voted to repeal Sunday parking meters. It would take effect July 1. The agency's two-year spending plan must still be approved by the Board of Supervisors, which will consider it May 1. The board would have to reject the entire budget in order for the Sunday parking reversal to not go into effect.\u003c/p>\n\u003cp>“I feel we need to step back, and really work with our communities to really explain the reasons behind and the reasons for progressive parking management, “ said SFMTA Director Cheryl Brinkman. Director Cristina Rubke was the only member who opposed the repeal. She called it a mistake.\u003c/p>\n\u003cp>The SFMTA would lose an estimated $9.6 million annually.\u003c/p>\n\u003cp>The board voted to extend the\u003ca href=\"http://ww2.kqed.org/news/2014/02/27/127970/google-donates-free-muni-for-youth-program\"> free Muni program for low-income youth\u003c/a> to 18-year-olds, although it wouldn't take effect until November \"because of Clipper Card limitations,\" said Brinkman. Directors agreed to begin planning to extend that same program to\u003ca href=\"http://ww2.kqed.org/news/2014/02/12/transit-officials-consider-free-muni-for-seniors-and-people-with-disabilities/\"> low-income seniors and people with disabilities\u003c/a>. The soonest that would happen is January. \"It's not a question of if, but when,\" said Chair Tom Nolan.\u003c/p>\n\u003cp>\u003cstrong>Original post: \u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>There seems to be a growing consensus among many public policy stakeholders that Sunday parking meters are a good thing for San Francisco. Everyone from \u003ca href=\"http://www.sfgate.com/bayarea/williesworld/article/50-years-after-sit-ins-some-things-unchanged-5398158.php\">former Mayor Willie Brown\u003c/a> to the \u003ca href=\"http://www.sfgate.com/opinion/openforum/article/Don-t-roll-back-Sunday-parking-meters-in-San-5393842.php\">San Francisco Chamber of Commerce\u003c/a> to transit advocates agrees that the city should keep the meters functioning on Sundays because they create more parking turnover in commercial neighborhoods and bring in much-needed revenue for Muni.\u003c/p>\n\u003cp>Of course drivers do not necessarily agree, and under pressure from Mayor Ed Lee, the SFMTA Board of Directors could vote to repeal Sunday meters today when it \u003ca href=\"http://www.sfexaminer.com/sanfrancisco/sfmta-board-to-vote-on-proposed-budget/Content?oid=2768353\">considers a new budget\u003c/a>. Lee is betting on a political strategy he hopes will win votes for a package of transportation funding measures expected to appear on the November ballot.\u003c/p>\n\u003cp>In his \u003ca href=\"http://sfmayor.org/index.aspx?page=983\">\"State of the City\"\u003c/a> address\" earlier this year, Lee suggested that drivers were being gouged and that there was a torrent of complaints.\u003c/p>\n\u003cp>\"Nobody likes it. Not parents. Not our neighborhood small businesses. Not me,\" he said. \"Let's stop nickel-and-diming people at the meter and work together to pass a transportation bond and vehicle license fee increase in 2014 instead.\"\u003c/p>\n\u003cp>But a merchant who submitted a sunshine request found there was no backlash against Sunday meters, \u003ca href=\"http://sf.streetsblog.org/2014/03/20/contrary-to-ed-lee-records-show-no-popular-revolt-against-sunday-meters/\">according to Streetsblog San Francisco:\u003c/a>\u003c/p>\n\u003cblockquote>\u003cp>The records, furnished to Streetsblog by Ed Rosenblatt, a hardware store merchant who supports Sunday meters and filed the request, indicate that no one emailed the mayor’s office about Sunday meters between March, 2013, and this January, when Lee announced his push to repeal them. What’s more, of the January emails, 17 were in support of keeping the parking meters, and only seven were against it. The policy is also supported by many merchants and the Chamber of Commerce since it allows more driving customers to use the limited supply of parking.\u003c/p>\n\u003cp>The purported Sunday meter revolt was also not evident in calls and emails to 311. According to the SFMTA’s December report [\u003ca href=\"http://sf.streetsblog.org/wp-content/uploads/2014/01/Evaluation-of-Sunday-Parking-Management-12.10.2013.pdf\">PDF\u003c/a>] on Sunday meters, 311 received just 41 calls and emails about the policy, with 23 of those in support of meters.\u003c/p>\n\u003cp>Of course, calls and emails aren’t the only ways to complain to City Hall. But if there’s really a popular revolt driving Lee’s sudden push to undo smart policy, you would expect to find some trace of it in the easiest ways to lodge a complaint with the city. And there is no such trace.\u003c/p>\u003c/blockquote>\n\u003cp>A \u003ca href=\"http://sf.streetsblog.org/wp-content/uploads/2014/01/Evaluation-of-Sunday-Parking-Management-12.10.2013.pdf\">study\u003c/a> by the San Francisco Municipal Transportation Agency showed that Sunday meters are ameliorating a notorious dearth of parking spots. Since metering was implemented in early 2013, the SFMTA found that it's easier to park in commercial neighborhoods:\u003c/p>\n\u003cblockquote>\u003cp>Prior to operating meters on Sundays, it was hard to find parking in almost every commercial area in the city. Now parking availability is much higher, so it is easier for drivers—many of whom are likely customers of neighborhood businesses—to access commercial areas. Between 2012 and 2013, the average parking availability on Sunday doubled during metered hours, increasing from 15 percent to 31 percent.\u003c/p>\u003c/blockquote>\n\u003cp>SFMTA Transportation Director Ed Reiskin, who manages the agency, originally proposed a compromise: keep Sunday meters but back off on enforcement. That, he said, should satisfy the mayor's main concern that too many drivers were getting citations on Sundays. The agency would \"significantly redeploy our resources away from Sunday meter enforcement. We have a lot more higher-pressing needs, particularly during the week during the evening rush, for example.\"\u003c/p>\n\u003cp>But Reiskin's position changed last week, and he's now recommending that the entire program be repealed. Whether the SFMTA board will go along with that is unclear, but all members are appointed by the mayor and not likely to go against his wishes.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Parking meters currently run from noon-6 p.m. on Sundays. The SFMTA hopes to replace nearly all of the old meters with new electronic meters this year so that drivers have more convenient options to pay.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Lyft, UberX Receive 3-Year Licenses to Operate in California",
"title": "Lyft, UberX Receive 3-Year Licenses to Operate in California",
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"content": "\u003cfigure id=\"attachment_118115\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-full wp-image-118115\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/11/lyft.jpg\" alt=\"Two agents from the same insurance company gave TNC driver different answers on whether they could provide coverage. (Deborah Svoboda/KQED)\" width=\"640\" height=\"360\">\u003cfigcaption class=\"wp-caption-text\">(Photo by Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>In further signs that ride services like Lyft and UberX are probably here to stay, the California Public Utilities Commission last week issued both companies three-year permits to operate in the state.\u003c/p>\n\u003cp>Lyft said in a \u003ca href=\"http://blog.lyft.com/posts/2014/4/10/lyft-receives-tnc-permit-from-cpuc\" target=\"_blank\">blog post\u003c/a> last week that it was \"thrilled\" to announce the issuance of the permit.\u003c/p>\n\u003cp>\"This is exciting progress,\" the post said. \"The CPUC’s framework serves as a sound example for other jurisdictions who are considering regulations for this new, peer-to-peer model. By supporting innovation and technology, these city and state leaders have the opportunity of paving the way for providing safe, affordable and sustainable transportation and we’re thrilled to be working with them to improve our cities of tomorrow.\"\u003c/p>\n\u003cp>An \u003ca href=\"http://blog.uber.com/TNCpermit\" target=\"_blank\">Uber post\u003c/a> announcing its permit said, \"The unprecedented growth in this industry and the leadership shown by California’s regulatory leaders sends a clear message. The innovation economy is thriving in California and the roadmap is simple: public safety and consumer choice go hand in hand.\"\u003c/p>\n\u003cp>Lyft and UberX had been operating conditionally as the CPUC reviewed their applications. Just last month, the commission sent letters to both companies informing them they needed to correct \"deficiencies\" in their applications within 60 days or have them denied. The CPUC specifically singled out questions about the companies' vehicle inspection programs. As reported by the \u003ca href=\"http://blog.sfgate.com/techchron/2014/03/07/california-to-lyft-uber-sidecar-wingz-get-your-act-together/\" target=\"_blank\">San Francisco Chronicle\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>The letter asked them to clarify\u003c/p>\n\u003cul>\n\u003cli>Who is conducting the vehicle inspection?\u003c/li>\n\u003cli>What qualifications do they possess to conduct the inspection?\u003c/li>\n\u003cli>Any copies of contracts with outside vendors that may provide these services.\u003c/li>\n\u003c/ul>\n\u003c/blockquote>\n\u003cp>The CPUC also said that UberX must make its driver safety program mandatory, the Chronicle reported.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>UberX's \u003ca href=\"http://www.cpuc.ca.gov/NR/rdonlyres/E3470797-2DCB-463F-B898-E5F2697850BE/0/RaiserCALLCPermit.pdf\" target=\"_blank\">permit\u003c/a> (issued to its subsidiary, Rasier), is especially interesting because, as we found in a \u003ca href=\"http://ww2.kqed.org/news/2014/01/30/lyft-uberx-driver-safety\" target=\"_blank\">report\u003c/a> earlier this year, the company was conducting inspections strictly by reviewing photos of applicants' vehicles. The CPUC decision requires TNCs to either conduct a 19-point inspection “prior to allowing the driver to operate the vehicle” or to have the vehicle inspected at a facility licensed by the California Bureau of Automotive Repair. None of the drivers we spoke to reported anyone from UberX ever looking at their cars.\u003c/p>\n\u003cp>“You have to submit photos of every angle of your car, and interior photos,” said Tyler Granlund, an UberX driver in Los Angeles. “Those had to be approved before you could drive.”\u003c/p>\n\u003cp>The CPUC inspection mandate includes things like brakes, steering, headlights, seat belts, muffler and exhaust -- difficult items to assess, seemingly, from photos.\u003c/p>\n\u003cp>Lyft, for its part, assigns what it calls \"mentors\" to inspect the vehicles of prospective drivers, providing checklists as guidance.\u003c/p>\n\u003cp>In addition to the inspection requirements, the CPUC mandated the establishment of driver-training programs by TNCS to \"ensure that all drivers are safely operating the vehicle prior to the driver being able to offer service.\" The commission said TNCs had to report annually the number of drivers completing the course, and it gave each company 45 days to file its training program. UberX's filing was notable for its brevity: one page (including double spacing and double paragraph breaks). Filing as Rasier, its ride-service subsidiary, Uber submitted under a heading of “\u003ca href=\"http://www.scribd.com/doc/203225658/Rasier-Driver-Training-Program%E2%80%9D\" target=\"_blank\">Driver Training Program\u003c/a>” exactly four paragraphs, with the actual steps the company plans to enhance driver training expressed in two sentences:\u003c/p>\n\u003cblockquote>\u003cp>Rasier will also recommend that partners with less than five years of driving history take a driver training course at a school listed in the California DMV’s Occupational License Status Information System database. For each California city where Rasier partners operate, Rasier will provide, during the application or onboarding process, a list of three such local driving schools.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>\u003c/strong>At the time, Uber told us it was \"in the process of preparing additional information for the CPUC.\"\u003c/p>\n\u003cp>We have asked the CPUC what changes Uber has made to its inspection and driver training programs in order for it to receive the permit, and are waiting to hear back. We also have a call out to Uber.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Before the latest round of permits were issued, the CPUC had approved licenses for Wingz and Summon, two smaller TNCs.\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\">\u003cimg class=\"size-full wp-image-118115\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/11/lyft.jpg\" alt=\"Two agents from the same insurance company gave TNC driver different answers on whether they could provide coverage. (Deborah Svoboda/KQED)\" width=\"640\" height=\"360\">\u003cfigcaption class=\"wp-caption-text\">(Photo by Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>In further signs that ride services like Lyft and UberX are probably here to stay, the California Public Utilities Commission last week issued both companies three-year permits to operate in the state.\u003c/p>\n\u003cp>Lyft said in a \u003ca href=\"http://blog.lyft.com/posts/2014/4/10/lyft-receives-tnc-permit-from-cpuc\" target=\"_blank\">blog post\u003c/a> last week that it was \"thrilled\" to announce the issuance of the permit.\u003c/p>\n\u003cp>\"This is exciting progress,\" the post said. \"The CPUC’s framework serves as a sound example for other jurisdictions who are considering regulations for this new, peer-to-peer model. By supporting innovation and technology, these city and state leaders have the opportunity of paving the way for providing safe, affordable and sustainable transportation and we’re thrilled to be working with them to improve our cities of tomorrow.\"\u003c/p>\n\u003cp>An \u003ca href=\"http://blog.uber.com/TNCpermit\" target=\"_blank\">Uber post\u003c/a> announcing its permit said, \"The unprecedented growth in this industry and the leadership shown by California’s regulatory leaders sends a clear message. The innovation economy is thriving in California and the roadmap is simple: public safety and consumer choice go hand in hand.\"\u003c/p>\n\u003cp>Lyft and UberX had been operating conditionally as the CPUC reviewed their applications. Just last month, the commission sent letters to both companies informing them they needed to correct \"deficiencies\" in their applications within 60 days or have them denied. The CPUC specifically singled out questions about the companies' vehicle inspection programs. As reported by the \u003ca href=\"http://blog.sfgate.com/techchron/2014/03/07/california-to-lyft-uber-sidecar-wingz-get-your-act-together/\" target=\"_blank\">San Francisco Chronicle\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>The letter asked them to clarify\u003c/p>\n\u003cul>\n\u003cli>Who is conducting the vehicle inspection?\u003c/li>\n\u003cli>What qualifications do they possess to conduct the inspection?\u003c/li>\n\u003cli>Any copies of contracts with outside vendors that may provide these services.\u003c/li>\n\u003c/ul>\n\u003c/blockquote>\n\u003cp>The CPUC also said that UberX must make its driver safety program mandatory, the Chronicle reported.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>UberX's \u003ca href=\"http://www.cpuc.ca.gov/NR/rdonlyres/E3470797-2DCB-463F-B898-E5F2697850BE/0/RaiserCALLCPermit.pdf\" target=\"_blank\">permit\u003c/a> (issued to its subsidiary, Rasier), is especially interesting because, as we found in a \u003ca href=\"http://ww2.kqed.org/news/2014/01/30/lyft-uberx-driver-safety\" target=\"_blank\">report\u003c/a> earlier this year, the company was conducting inspections strictly by reviewing photos of applicants' vehicles. The CPUC decision requires TNCs to either conduct a 19-point inspection “prior to allowing the driver to operate the vehicle” or to have the vehicle inspected at a facility licensed by the California Bureau of Automotive Repair. None of the drivers we spoke to reported anyone from UberX ever looking at their cars.\u003c/p>\n\u003cp>“You have to submit photos of every angle of your car, and interior photos,” said Tyler Granlund, an UberX driver in Los Angeles. “Those had to be approved before you could drive.”\u003c/p>\n\u003cp>The CPUC inspection mandate includes things like brakes, steering, headlights, seat belts, muffler and exhaust -- difficult items to assess, seemingly, from photos.\u003c/p>\n\u003cp>Lyft, for its part, assigns what it calls \"mentors\" to inspect the vehicles of prospective drivers, providing checklists as guidance.\u003c/p>\n\u003cp>In addition to the inspection requirements, the CPUC mandated the establishment of driver-training programs by TNCS to \"ensure that all drivers are safely operating the vehicle prior to the driver being able to offer service.\" The commission said TNCs had to report annually the number of drivers completing the course, and it gave each company 45 days to file its training program. UberX's filing was notable for its brevity: one page (including double spacing and double paragraph breaks). Filing as Rasier, its ride-service subsidiary, Uber submitted under a heading of “\u003ca href=\"http://www.scribd.com/doc/203225658/Rasier-Driver-Training-Program%E2%80%9D\" target=\"_blank\">Driver Training Program\u003c/a>” exactly four paragraphs, with the actual steps the company plans to enhance driver training expressed in two sentences:\u003c/p>\n\u003cblockquote>\u003cp>Rasier will also recommend that partners with less than five years of driving history take a driver training course at a school listed in the California DMV’s Occupational License Status Information System database. For each California city where Rasier partners operate, Rasier will provide, during the application or onboarding process, a list of three such local driving schools.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>\u003c/strong>At the time, Uber told us it was \"in the process of preparing additional information for the CPUC.\"\u003c/p>\n\u003cp>We have asked the CPUC what changes Uber has made to its inspection and driver training programs in order for it to receive the permit, and are waiting to hear back. We also have a call out to Uber.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Before the latest round of permits were issued, the CPUC had approved licenses for Wingz and Summon, two smaller TNCs.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Fenit Nirappil and Joan Lowy\u003cbr>\nAssociated Press\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_132483\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/484186425.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-132483\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/484186425-640x426.jpg\" alt=\"Wreckage of bus and truck involved in collision and fire on Interstate 5 in the Sacramento Valley town of Orland. (Elijah Nouvelage/Getty Images)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Wreckage of bus and truck involved in collision and fire on Interstate 5 in the Sacramento Valley town of Orland. (Elijah Nouvelage/Getty Images) \u003ccite>(Elijah Nouvelage/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>ORLAND, Glenn County — A couple said a FedEx tractor-trailer was already on fire when it careened across a median, sideswiped their car and slammed into a bus carrying high school students, adding a new twist to the investigation of a crash that killed 10 people.\u003c/p>\n\u003cp>Initial police reports indicated the truck swerved to avoid a sedan that was traveling in the same direction in this town about 165 highway miles north-northeast of San Francisco, then went across the median. There was no mention of the truck being on fire.\u003c/p>\n\u003cp>[contextly_sidebar id=”f15c431bfb169fa1103de3699cc79e7d”]\u003c/p>\n\u003cp>But Joe and Bonnie Duran, the Seattle-area couple who were in the car, said, like the bus, they were northbound on Interstate 5 on Thursday afternoon. Bonnie Duran, who was driving, told KNBC-TV in Los Angeles that flames were coming from the lower rear of the truck cab.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“I just looked to the left, and there it was coming through right at me at an angle. I can tell I wasn’t going to outrun him, so I just kind of turned to the right and he hit me,” she said. “It was in flames as it came through the median. … It wasn’t like the whole thing was engulfed. It was coming up wrapping around him.”\u003c/p>\n\u003cp>The couple was not seriously injured. KNBC-TV reported that the Durans would be formally interviewed Saturday by the California Highway Patrol before flying home.\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘I can tell I wasn’t going to outrun him, so I just kind of turned to the right and he hit me. [The truck] was in flames as it came through the median.’\u003ccite>Bonnie Duran,\u003cbr>\nCrash survivor\u003c/cite>\u003c/aside>\n\u003cp>Officer Lacey Heitman, a spokeswoman for California Highway Patrol, said she could not confirm if the truck was on fire before the collision until all evidence was gathered. \u003ca href=\"http://www.ntsb.gov/investigations/2014/orland_ca/orland_ca.html\" target=\"_blank\" rel=\"noopener\">National Transportation Safety Board\u003c/a> spokesman Keith Holloway said the agency is investigating the condition of the truck before the collision, including if it was on fire. FedEx spokeswoman Bonnie Harrison wouldn’t comment on the reports the truck was on fire.\u003c/p>\n\u003cp>When the tractor-trailer collided with the charter bus carrying high school students to a college campus tour in California’s redwood country, the vehicles exploded into flames.\u003c/p>\n\u003cp>Five students from the Los Angeles area, three chaperones and the truck and bus drivers died in the crash. Dozens were injured, and several remained hospitalized Saturday, including at least one in critical condition.\u003c/p>\n\u003cp>As part of what’s expected to be a far-reaching investigation, federal transportation authorities are examining whether fire safety measures they previously recommended for motor coaches could have allowed more of the 48 bus occupants to escape unharmed.\u003c/p>\n\u003cp>\u003ca href=\"http://youtu.be/KhGAcqzC9ls\" target=\"_blank\" rel=\"noopener\">In a briefing at the start of the investigation\u003c/a>, the NTSB’s Mark Rosekind said his agency will not only look into the cause of the crash, but what regulators can do to stop any similar ones from happening in the future. Fire safety is one of six areas the NTSB plans to investigate, partly because it has been longstanding concern of the agency.\u003c/p>\n\u003cp>After a 2005 bus fire killed 23 nursing home residents escaping Hurricane Rita in Texas, the NTSB called for safety standards that could make buses less vulnerable to fire, including improved protection of fuel tanks. More recently, the NTSB says buses must have sophisticated suppression systems to control fires, much as high-rise buildings have sprinkler systems.\u003c/p>\n\u003cp>“Fire suppression holds the greatest potential for saving lives, reducing costs and minimizing damage,” according to a recent NTSB list of its safety priorities for all modes of transportation. Existing fire standards dating to the 1970s apply to small fire sources such as lit cigarettes, but they do not apply to large fires that can start outside the bus.\u003c/p>\n\u003cp>The NTSB, which investigates accidents and their causes, has no authority to require safety changes it recommends.\u003c/p>\n\u003cp>But a bill passed by Congress in June 2012 directed the Department of Transportation to conduct research and tests on ways to prevent fires or mitigate the effects, among other safety issues. That included evacuating passengers, as well automatic fire suppression, smoke suppression and improved fire extinguishers. Representatives of the bus industry told Congress that manufacturers were increasingly and voluntarily adding such features.\u003c/p>\n\u003cp>The law suggests the department issue new standards in those areas within three years if the secretary of transportation decides they are “reasonable, practicable and appropriate.” Former National Highway Traffic Safety Administration Administrator Joan Claybrook told the Associated Press that the bus industry fought with safety advocates “like cats and dogs” to prevent “hard deadlines” for the new regulations.\u003c/p>\n\u003cp>So far, the government has not proposed any new standards related to passenger evacuation in event of a fire or other fire-related issues, according to Advocates for Highway and Auto Safety, which lobbied Congress for tougher motor-coach safety standards.\u003c/p>\n\u003cp>“The legislation includes many mandates to the Transportation Department on many aspects of safety, some of them easy, others not so easy,” said Jacqueline Gillan, president of the safety advocacy group. “Nonetheless, they all need to be done, and there have been no regulations even on the easy ones.”\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration, which is part of the Transportation Department, recently initiated a two-year contract to develop and evaluate test procedures to assess fire detection, suppression and flammability of exterior materials for motor coaches, the safety advocacy group said. The research project, headed by the Southwest Research Institute, is to focus on engine and wheel-well fires.\u003c/p>\n\u003cp>A 2009 study commissioned by the Federal Motor Carrier Safety Administration estimated that 160 bus fires occurred each year from such non-collision related causes and 95 percent did not result in injury or death.\u003c/p>\n\u003cp>The 44 Southern California high school students on the bus in Thursday’s crash, many hoping to become the first in their families to attend college, were on a free trip arranged by Humboldt State University.\u003c/p>\n\u003cp>The victims included a recently engaged couple from Los Angeles and a newlywed from Orange County chaperoning the trip. Among the students was an identical twin from Riverside whose sister was on another bus that arrived safely at Humboldt.\u003c/p>\n\u003cp>Silverado Stages, the San Luis Obispo, Calif.-based company that owns the charter bus involved in the crash, has a strong safety record, and it has said it is fully cooperating with the investigation. It is unclear what sort of fire-safety equipment the bus in Thursday’s crash had, and the company couldn’t be reached for comment Saturday.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>As part of its investigation, the NTSB said it is trying to determine whether the FedEx driver might have fallen asleep or suffered a health problem and whether there were mechanical issues with the truck. The agency also is evaluating whether there should have been a barrier on the median to help prevent head-on collisions. Barriers are required when medians are less than 50 feet wide; this one was 60.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Fenit Nirappil and Joan Lowy\u003cbr>\nAssociated Press\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_132483\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/484186425.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-132483\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/04/484186425-640x426.jpg\" alt=\"Wreckage of bus and truck involved in collision and fire on Interstate 5 in the Sacramento Valley town of Orland. (Elijah Nouvelage/Getty Images)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Wreckage of bus and truck involved in collision and fire on Interstate 5 in the Sacramento Valley town of Orland. (Elijah Nouvelage/Getty Images) \u003ccite>(Elijah Nouvelage/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>ORLAND, Glenn County — A couple said a FedEx tractor-trailer was already on fire when it careened across a median, sideswiped their car and slammed into a bus carrying high school students, adding a new twist to the investigation of a crash that killed 10 people.\u003c/p>\n\u003cp>Initial police reports indicated the truck swerved to avoid a sedan that was traveling in the same direction in this town about 165 highway miles north-northeast of San Francisco, then went across the median. There was no mention of the truck being on fire.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>But Joe and Bonnie Duran, the Seattle-area couple who were in the car, said, like the bus, they were northbound on Interstate 5 on Thursday afternoon. Bonnie Duran, who was driving, told KNBC-TV in Los Angeles that flames were coming from the lower rear of the truck cab.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I just looked to the left, and there it was coming through right at me at an angle. I can tell I wasn’t going to outrun him, so I just kind of turned to the right and he hit me,” she said. “It was in flames as it came through the median. … It wasn’t like the whole thing was engulfed. It was coming up wrapping around him.”\u003c/p>\n\u003cp>The couple was not seriously injured. KNBC-TV reported that the Durans would be formally interviewed Saturday by the California Highway Patrol before flying home.\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘I can tell I wasn’t going to outrun him, so I just kind of turned to the right and he hit me. [The truck] was in flames as it came through the median.’\u003ccite>Bonnie Duran,\u003cbr>\nCrash survivor\u003c/cite>\u003c/aside>\n\u003cp>Officer Lacey Heitman, a spokeswoman for California Highway Patrol, said she could not confirm if the truck was on fire before the collision until all evidence was gathered. \u003ca href=\"http://www.ntsb.gov/investigations/2014/orland_ca/orland_ca.html\" target=\"_blank\" rel=\"noopener\">National Transportation Safety Board\u003c/a> spokesman Keith Holloway said the agency is investigating the condition of the truck before the collision, including if it was on fire. FedEx spokeswoman Bonnie Harrison wouldn’t comment on the reports the truck was on fire.\u003c/p>\n\u003cp>When the tractor-trailer collided with the charter bus carrying high school students to a college campus tour in California’s redwood country, the vehicles exploded into flames.\u003c/p>\n\u003cp>Five students from the Los Angeles area, three chaperones and the truck and bus drivers died in the crash. Dozens were injured, and several remained hospitalized Saturday, including at least one in critical condition.\u003c/p>\n\u003cp>As part of what’s expected to be a far-reaching investigation, federal transportation authorities are examining whether fire safety measures they previously recommended for motor coaches could have allowed more of the 48 bus occupants to escape unharmed.\u003c/p>\n\u003cp>\u003ca href=\"http://youtu.be/KhGAcqzC9ls\" target=\"_blank\" rel=\"noopener\">In a briefing at the start of the investigation\u003c/a>, the NTSB’s Mark Rosekind said his agency will not only look into the cause of the crash, but what regulators can do to stop any similar ones from happening in the future. Fire safety is one of six areas the NTSB plans to investigate, partly because it has been longstanding concern of the agency.\u003c/p>\n\u003cp>After a 2005 bus fire killed 23 nursing home residents escaping Hurricane Rita in Texas, the NTSB called for safety standards that could make buses less vulnerable to fire, including improved protection of fuel tanks. More recently, the NTSB says buses must have sophisticated suppression systems to control fires, much as high-rise buildings have sprinkler systems.\u003c/p>\n\u003cp>“Fire suppression holds the greatest potential for saving lives, reducing costs and minimizing damage,” according to a recent NTSB list of its safety priorities for all modes of transportation. Existing fire standards dating to the 1970s apply to small fire sources such as lit cigarettes, but they do not apply to large fires that can start outside the bus.\u003c/p>\n\u003cp>The NTSB, which investigates accidents and their causes, has no authority to require safety changes it recommends.\u003c/p>\n\u003cp>But a bill passed by Congress in June 2012 directed the Department of Transportation to conduct research and tests on ways to prevent fires or mitigate the effects, among other safety issues. That included evacuating passengers, as well automatic fire suppression, smoke suppression and improved fire extinguishers. Representatives of the bus industry told Congress that manufacturers were increasingly and voluntarily adding such features.\u003c/p>\n\u003cp>The law suggests the department issue new standards in those areas within three years if the secretary of transportation decides they are “reasonable, practicable and appropriate.” Former National Highway Traffic Safety Administration Administrator Joan Claybrook told the Associated Press that the bus industry fought with safety advocates “like cats and dogs” to prevent “hard deadlines” for the new regulations.\u003c/p>\n\u003cp>So far, the government has not proposed any new standards related to passenger evacuation in event of a fire or other fire-related issues, according to Advocates for Highway and Auto Safety, which lobbied Congress for tougher motor-coach safety standards.\u003c/p>\n\u003cp>“The legislation includes many mandates to the Transportation Department on many aspects of safety, some of them easy, others not so easy,” said Jacqueline Gillan, president of the safety advocacy group. “Nonetheless, they all need to be done, and there have been no regulations even on the easy ones.”\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration, which is part of the Transportation Department, recently initiated a two-year contract to develop and evaluate test procedures to assess fire detection, suppression and flammability of exterior materials for motor coaches, the safety advocacy group said. 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},
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"officialWebsiteLink": "/californiareport",
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"order": 8
},
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"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
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},
"link": "https://www.cityarts.net",
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"order": 1
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"source": "Commonwealth Club of California"
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"order": 9
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"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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"id": "fresh-air",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"hidden-brain": {
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"source": "NPR"
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"how-i-built-this": {
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"hyphenacion": {
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"jerrybrown": {
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"order": 18
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},
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"id": "latino-usa",
"title": "Latino USA",
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
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"link": "/radio/program/latino-usa",
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"source": "WaitWhat"
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/onourwatch",
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"source": "kqed",
"order": 11
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