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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In a statement emailed to The Associated Press, Asiana spokeswoman Hyomin Lee said, \"Asiana provided extensive support to the passengers and their families following the accident and will continue to do so.\"\u003c/p>\n\u003cp>According to a \u003ca href=\"http://www.scribd.com/doc/209243499/U-S-DoT-order-to-Asiana-Airlines\">consent order\u003c/a> the airline signed with the department, Asiana will pay $400,000 in a fine and gets a $100,000 credit for \"costs in sponsoring multiple industry-wide conferences and training sessions in 2013, 2014 and 2015, to provide lessons learned.\"\u003c/p>\n\u003cp>Federal investigators also said Asiana did not actively encourage contact from families, failing to widely publicize a toll-free help line until the day after the crash. When family members did call, they were initially routed to a reservations line rather than a crisis hotline.\u003c/p>\n\u003cp>Asiana also lacked translators and personnel trained in crash response, the transportation department found.\u003c/p>\n\u003cp>In the late 1990s, after airlines were roundly criticized for ignoring desperate requests for information after crashes, Congress required carriers to dedicate significant attention to families of passengers.\u003c/p>\n\u003cp>Last fall, the AP reviewed plans filed by two dozen foreign airlines and found cases in which carriers had not updated their family assistance plans as required.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Since AP's story, several airlines have updated family assistance plans and filed new paperwork with the Department of Transportation. Among them is Asiana's bigger rival, Korean Air.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco's 'Google Bus' Plan Faces New Challenge ",
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"content": "\u003cfigure id=\"attachment_127094\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/8347_transform.jpg\">\u003cimg class=\"size-medium wp-image-127094\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/8347_transform-640x383.jpg\" alt=\"Activists surround a Google bus in a December 2013 protest at 24th and Valencia streets. (cjmartin/Flickr)\" width=\"640\" height=\"383\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Activists surround a Google bus in a December 2013 protest at 24th and Valencia streets. (cjmartin/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>In a \u003cem>legal\u003c/em> tech-bus protest, an assortment of San Francisco activists is appealing to the Board of Supervisors to stop the city's plan to continue accommodating private commuter shuttles at public bus stops.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency in January \u003ca href=\"http://ww2.kqed.org/news/2014/01/21/yet-another-protest-against-tech-buses/\">approved a pilot program\u003c/a> to require shuttle operators to get permits and charge them $1 for each stop they make in the city. The unanimous vote came after a series of angry protests against the buses, used by tech giants such as Apple, Google and Facebook to transport employees to work in Silicon Valley.\u003c/p>\n\u003cp>The fee program would also cover shuttles used for other business, office buildings and UC San Francisco and other local colleges. But it's the high-tech commuters that upset activists, who believe the well-paid workers are responsible for driving up rents and displacing longtime residents.\u003c/p>\n\u003cp>\"I have seen the rent listings along my street skyrocket. I've seen my neighbors have to pack up and move,\" said one of the appellants, Sara Shortt. She's executive director of the Housing Rights Committee of San Francisco and has lived on Valencia Street at 22nd Street for 16 years. The other appellants are the Harvey Milk LGBT Democratic Club, the Service Employees International Union Local 1021 and the San Francisco League of Pissed-Off Voters.\u003c/p>\n\u003cp>The crux of their argument is that the SFMTA board should have put the plan through a full environmental impact review under the California Environmental Quality Act. And that review, they argue, should consider not only air pollution but also the displacement of people and housing, particularly in low-income and minority communities. \u003c/p>\n\u003caside class=\"pullquote alignleft\">'There was no real serious cost-benefit analysis. The city has the responsibility to do that kind of due diligence before giving away the store.'\u003ccite>— Sara Shortt\u003cbr>\nHousing rights activist\u003c/cite>\u003c/aside>\n\u003cp>\"There was no real serious cost-benefit analysis,” Shortt said. “The city has the responsibility to do that kind of due diligence before giving away the store as they have.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The SFMTA, however, maintains that such a program does not require such a review. \"We developed this pilot proposal to help ensure the most efficient transportation network possible by reducing Muni delays and further reducing congestion on our roadways,\" spokesman Paul Rose wrote in a statement. \"We are confident that the CEQA clearance is appropriate and will be upheld.\"\u003c/p>\n\u003cp>The CEQA guidelines do, in fact, specify that significant environmental impacts could come from projects that \"induce substantial population growth in an area\" or \"displace substantial numbers of people, necessitating the construction of replacement housing elsewhere.\" Does that definition apply to expensive apartments in the Mission just as it would to, say, construction of a new shopping mall? The Board of Supervisors will decide.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Board of Supervisors is not authorized to make changes to the shuttle plan, but they could force the SFMTA to suspend it and complete a detailed environmental impact review before going forward. The board has until early April to hold a hearing on the appeal.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_127094\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/8347_transform.jpg\">\u003cimg class=\"size-medium wp-image-127094\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/8347_transform-640x383.jpg\" alt=\"Activists surround a Google bus in a December 2013 protest at 24th and Valencia streets. (cjmartin/Flickr)\" width=\"640\" height=\"383\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Activists surround a Google bus in a December 2013 protest at 24th and Valencia streets. (cjmartin/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>In a \u003cem>legal\u003c/em> tech-bus protest, an assortment of San Francisco activists is appealing to the Board of Supervisors to stop the city's plan to continue accommodating private commuter shuttles at public bus stops.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency in January \u003ca href=\"http://ww2.kqed.org/news/2014/01/21/yet-another-protest-against-tech-buses/\">approved a pilot program\u003c/a> to require shuttle operators to get permits and charge them $1 for each stop they make in the city. The unanimous vote came after a series of angry protests against the buses, used by tech giants such as Apple, Google and Facebook to transport employees to work in Silicon Valley.\u003c/p>\n\u003cp>The fee program would also cover shuttles used for other business, office buildings and UC San Francisco and other local colleges. But it's the high-tech commuters that upset activists, who believe the well-paid workers are responsible for driving up rents and displacing longtime residents.\u003c/p>\n\u003cp>\"I have seen the rent listings along my street skyrocket. I've seen my neighbors have to pack up and move,\" said one of the appellants, Sara Shortt. She's executive director of the Housing Rights Committee of San Francisco and has lived on Valencia Street at 22nd Street for 16 years. The other appellants are the Harvey Milk LGBT Democratic Club, the Service Employees International Union Local 1021 and the San Francisco League of Pissed-Off Voters.\u003c/p>\n\u003cp>The crux of their argument is that the SFMTA board should have put the plan through a full environmental impact review under the California Environmental Quality Act. And that review, they argue, should consider not only air pollution but also the displacement of people and housing, particularly in low-income and minority communities. \u003c/p>\n\u003caside class=\"pullquote alignleft\">'There was no real serious cost-benefit analysis. The city has the responsibility to do that kind of due diligence before giving away the store.'\u003ccite>— Sara Shortt\u003cbr>\nHousing rights activist\u003c/cite>\u003c/aside>\n\u003cp>\"There was no real serious cost-benefit analysis,” Shortt said. “The city has the responsibility to do that kind of due diligence before giving away the store as they have.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The SFMTA, however, maintains that such a program does not require such a review. \"We developed this pilot proposal to help ensure the most efficient transportation network possible by reducing Muni delays and further reducing congestion on our roadways,\" spokesman Paul Rose wrote in a statement. \"We are confident that the CEQA clearance is appropriate and will be upheld.\"\u003c/p>\n\u003cp>The CEQA guidelines do, in fact, specify that significant environmental impacts could come from projects that \"induce substantial population growth in an area\" or \"displace substantial numbers of people, necessitating the construction of replacement housing elsewhere.\" Does that definition apply to expensive apartments in the Mission just as it would to, say, construction of a new shopping mall? The Board of Supervisors will decide.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Board of Supervisors is not authorized to make changes to the shuttle plan, but they could force the SFMTA to suspend it and complete a detailed environmental impact review before going forward. The board has until early April to hold a hearing on the appeal.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "What UberX Drivers Are Saying About Their Training and Safety Issues",
"title": "What UberX Drivers Are Saying About Their Training and Safety Issues",
"headTitle": "News Fix | KQED News",
"content": "\u003cfigure id=\"attachment_126917\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/RS8866_UberX_3-lpr.jpg\">\u003cimg class=\"size-medium wp-image-126917\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/RS8866_UberX_3-lpr-640x426.jpg\" alt=\"The California Public Utilities Commission requires Transportation Network Companies like UberX to display signage. (Jeremy Raff/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The California Public Utilities Commission requires transportation network companies like UberX to display signage. (Jeremy Raff/KQED) \u003ccite>(Jeremy Raff/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">O\u003c/span>n March 6, the \u003ca href=\"http://www.sfbos.org/index.aspx?page=13992\" target=\"_blank\">Neighborhood Services and Safety Committee\u003c/a> of the San Francisco Board of Supervisors will hold a hearing on safety issues related to ride-service companies like Lyft and UberX.\u003c/p>\n\u003cp>The hearing was prompted by two accidents in San Francisco: On New Year's Eve an UberX driver struck three members of a family in a crosswalk, \u003ca href=\"http://ww2.kqed.org/news/2014/01/02/122446/\" target=\"_blank\">killing a 6-year-old girl\u003c/a>. And in January a \u003ca href=\"http://venturebeat.com/2014/01/17/lyft-car-reportedly-in-accident-in-san-francisco-injuring-pedestrian/\" target=\"_blank\">Lyft driver struck an elderly woman\u003c/a>, fracturing her leg.\u003c/p>\n\u003cp>Nobody knows just how many TNC (transportation network company) vehicles are whizzing around town carrying passengers, but the San Francisco Cab Drivers Association, an avowed archenemy of the nascent industry, says it has counted more than 3,000 to date.\u003c/p>\n\u003cp>We interviewed a number of TNC drivers to hear firsthand what they thought about safety issues, and eventually focused on those who drive for UberX, since they were the ones who most frequently described a lack of attention to driver safety and training within the sign-up process.\u003c/p>\n\u003cp>Here are the main points, corroborated by the six UberX drivers we interviewed:\u003c/p>\n\u003cul>\n\u003cli>UberX has not been inspecting drivers' cars, as required by the California Public Utiltiies Commission (CPUC), but simply reviews vehicle photos supplied by the drivers.\u003c/li>\n\u003cli>UberX does not observe applicants actually driving before they are approved to work for the company.\u003c/li>\n\u003cli>UberX applicants receive no training related to safe driving before they are approved.\u003c/li>\n\u003c/ul>\n\u003cp>Other issues emerged as well. Several drivers said that the UberX app, which is provided on a separate cellphone from the driver's personal phone, can be distracting. And two drivers said the ratings that each passenger gives to each driver can lead to unsafe driving, either because of a pressure to chat with riders or to drive faster than is advisable.\u003c/p>\n\u003caside class=\"pullquote alignleft\"> UberX's driver training submission stands out for its brevity — just four paragraphs. \u003c/aside>\n\u003cp>Almost all the interviewees said UberX’s process of signing up many drivers at the same time included no scrutiny or assessment of individuals beyond the background checks mandated by the state. One driver described the process as \"like a cattle call.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>I\u003c/strong>n a series of emails back and forth with KQED, UberX spokesman Andrew Noyes did not provide direct responses to these specific findings, but did volunteer that “Uber has submitted a proposal to the CPUC that addresses some of the issues you’ve outlined and we’re awaiting their approval.”\u003c/p>\n\u003cp>\u003cstrong>Accidents get supervisors' attention\u003c/strong>\u003c/p>\n\u003cp>On New Year's Eve, while driving for UberX, Syed Muzaffar, 57, of Union City, struck three pedestrians in the Tenderloin, killing 6-year-old Sofia Liu. The girl’s family has since \u003ca href=\"http://ww2.kqed.org/news/2014/01/27/lawyer-filing-suit-against-ride-service-company-uber-in-death-of-6-year-o/\" target=\"_blank\">filed a lawsuit\u003c/a> against Muzaffar and Uber, claiming the driver app runs afoul of California’s distracted-driving laws. Muzaffar had been \u003ca href=\"http://www.bizjournals.com/sanfrancisco/blog/2014/01/uber-uberx-sofia-liu.html?page=all\" target=\"_blank\">convicted of reckless driving\u003c/a> in Florida in 2004, a \u003ca href=\"http://articles.chicagotribune.com/2014-02-14/news/chi-uber-apologizes-for-missing-conviction-in-check-of-driver-20140214_1_chicago-tribune-driver-background\" target=\"_blank\">revelation\u003c/a> that was the first of several concerning \u003ca href=\"http://pando.com/2014/01/06/exclusive-uber-driver-accused-of-assault-passed-zero-tolerance-background-check-despite-criminal-history/\" target=\"_blank\">inadequate background checks\u003c/a> by UberX. (The company has since \u003ca href=\"http://blog.sfgate.com/techchron/2014/02/12/uber-to-vet-drivers-more-thoroughly/\" target=\"_blank\">announced\u003c/a> an upgrade of its vetting process.)\u003c/p>\n\u003cp>Supervisor Jane Kim, whose district includes the intersection where the New Year’s Eve fatality occurred, told KQED that the incident raised “questions regarding the driver training and selection process for the increasing number of ride-share drivers on our city streets. While emerging driver service apps fulfill an important need for flexible on-demand transportation in San Francisco, we must examine a universal baseline of scrutiny and safety oversight for these services.”\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/135925422\"]\u003c/p>\n\u003cp>Supervisor Eric Mar, who is organizing the upcoming hearing on March 6, told us “there were questions raised by the Sofia Liu accident and the (Lyft) accident. People want to ensure that drivers are well monitored and there are safety precautions that companies are ensuring. What are the driver training and safety precautions that this new, unregulated industry is adhering to?”\u003c/p>\n\u003cp>\u003cstrong>Driver training?\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>The CPUC has made public safety its \u003cem>raison d'etre\u003c/em> for claiming regulatory oversight of the TNCs. In its \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M077/K192/77192335.PDF\">decision\u003c/a> last year giving \u003ca href=\"http://ww2.kqed.org/news/2013/07/31/cpuc-rideshare-decision/\" target=\"_blank\">the ride-service firms sanction to operate in the state\u003c/a>, the commission wrote that “protecting and enhancing public safety is the paramount purpose behind regulating this industry. We initiated this rule-making for the sole purpose of determining how TNCs affect public safety.”\u003c/p>\n\u003cp>Aside from requiring background checks, one way the CPUC tried to address the issue of public safety was by mandating driver training programs. From Page 27 of the agency's decision:\u003c/p>\n\u003cblockquote>\u003cp>TNCs shall establish a driver training program to ensure that all drivers are safely operating the vehicle prior to the driver being able to offer service. This program must be filed with the Commission within 45 days of the adoption of this decision. TNCs must report to the Commission on an annual basis the number of drivers that became eligible and completed the course.\u003c/p>\u003c/blockquote>\n\u003cp>We obtained these required filings from the CPUC. Below is Uber's, which stands out for its brevity -- just one page, including double spacing and double paragraph breaks. Filing as Rasier, its ride-service subsidiary, Uber submitted under a heading of “\u003ca href=\"//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> \u003c/p>\n\u003cp>We were a little surprised that the company would submit to its regulatory agency a driver safety plan that can fit on a midsize cocktail napkin. So we asked Uber if they had given the CPUC anything else related to driver training. They said, yes, they had submitted additional materials to the CPUC. At our request, the CPUC went back to double-check, then came back to us with nope, that's all there is.\u003c/p>\n\u003cp>I asked Supervisor Jane Kim what she thought of Uber's skimpy driver-safety filing. She said it didn't surprise her, as \u003ca href=\"http://www.therecorder.com/id=1202625115231/Uber-Tries-to-Hit-Brakes-on-CPUC-Ridesharing-Rules?slreturn=20140119134750\" target=\"_blank\">Uber's appeal\u003c/a> of the CPUC's \"very limited regulations\" was a \"statement in and of itself.\"\u003c/p>\n\u003cp>In contrast to Uber's ultra-short filing, both \u003ca href=\"http://www.scribd.com/doc/203225643/Lyft-CPUC-Report\">Lyft\u003c/a> and \u003ca href=\"http://www.scribd.com/doc/203225680/Sidecar-Driver-Training-Program\">Sidecar\u003c/a> filed documents describing driver training programs that were a little more extensive. Lyft, for instance, now requires applicants to drive with a \"mentor,\" who assesses candidates' suitability. Nathan Rosquist, 32, who has been driving in the Bay Area for Lyft since January, said he drove with his mentor for 30-40 minutes. The mentor also inspected his car. Lyft says these required ride-alongs have been in place since mid-October.\u003c/p>\n\u003cp>\u003cstrong>'You're good to go'\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>The UberX drivers we spoke to described the company's driver-safety program as perfunctory. Four of the drivers would talk to us only if we agreed to withhold their names, because they were either afraid their insurance companies would find out they drive commercially or they did not want to jeopardize their standing with UberX.\u003c/p>\n\u003cp>Erika Maldonado, 25, of San Francisco, is a former KQED intern who recently signed up with UberX after the company offered financial incentives to lure away Lyft drivers. Maldonado said there was little if any material about safe driving in Uber's approval process.\u003c/p>\n\u003cp>[contextly_sidebar id=\"3f483b40852154ec4c30952976dd9410\"]\u003c/p>\n\u003cp>“All the training is a video tutorial online that you do at home. Standards for having your car clean, encouraging you to dress your best and look more professional. Some conduct things -- like telling you not to ask for tips or a good rating. And how to use the app.”\u003c/p>\n\u003cp>Tyler Granlund, 31, of Los Angeles, said in his training, he got “just the basics of how to provide the customers good service and what they expect from the driver.”\u003c/p>\n\u003cp>\"It was like a factory,\" said a 27-year-old male driver from Oakland. \"I went in there and in a five-minute turnaround, I was an Uber driver.”\u003c/p>\n\u003cp>\"I went down there and there were just hundreds of people signing up,\" said Mikey, a 32-year-old UberX driver from the East Bay. \"I see someone, he gives me the phone and asks if I saw the training video. He said, 'You’re all good to go.' ”\u003cbr>\n\u003cstrong>\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Car inspection by photo\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>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 had anybody from UberX look at ther cars. Instead, UberX requires drivers to upload photos of their vehicles.\u003c/p>\n\u003cp>\"You have to submit photos of every angle of your car, and interior photos,\" said Granlund. \"Those had to be approved before you could drive.”\u003c/p>\n\u003cp>The CPUC inspection mandate includes items such as brakes, steering, headlights, seat belts, muffler and exhaust -- things that would be hard to assess, seemingly, from photos.\u003c/p>\n\u003cp>I asked Eric Mar what he thought about the lack of direct inspection of driver vehicles. “That just highlights how unregulated it is,” he said. “That would make me really nervous, that there’s not a physical inspection.”\u003c/p>\n\u003cp>As far as judging driving abilities, none of the drivers were observed operating their vehicle by anyone from UberX.\u003c/p>\n\u003cp>Uber spokesman Noyes said the company is currently in the process of \"securing a relationship with an inspection service.”\u003c/p>\n\u003cp>\u003cstrong>Are TNCs creating distracted drivers?\u003c/strong>\u003c/p>\n\u003cp>One of the drivers we interviewed is a 40-something who lives in San Francisco and has been driving as many as 40-plus hours a week for UberX since before the CPUC rendered its decision last year. She says she is \"close to quitting\" because she does not believe it's currently possible for TNC drivers to get proper insurance and because she thinks the work is extremely dangerous.\u003c/p>\n\u003caside class=\"pullquote alignleft\"> 'I see a lot of (ride-service) drivers suddenly stopping in the middle of traffic to pick up a rider.'\u003ccite> Uber driver \u003c/cite>\u003c/aside>\n\u003cp>There are a “lot of factors working against” driving safely, she said. \"I’m multitasking a lot. I'm engaging in conversations with strangers in my car, trying to navigate correctly to my destination, paying attention to the GPS if I need it and interacting with the app if I need to. Like most drivers, I tend to drive at the most lucrative times, and those are the most dangerous times because there's the most drivers on the road and the most pedestrians. Every single time I drive I either see an accident, the aftermath, or I will see several near-misses.\"\u003c/p>\n\u003cp>I asked her if she thought there should be more evaluation of drivers by UberX. \"Oh God, yeah,\" she said. She does not believe the company places an emphasis on safe driving.\u003c/p>\n\u003cp>\"Everything they communicate to the driver is about providing the best, most professional, most convenient, expedient service to the rider.\" That, she said, can be at odds with traffic laws, encouraging double-parking or blocking traffic in order to give the customer the closest pickup point.\u003c/p>\n\u003cp>\"There's unspoken pressure from Uber to pick the rider up exactly where they are, as opposed to finding the safest place to pull over. The riders often won’t see you or find you easily unless you pull up right to where they are. I see a lot of (ride-service) drivers suddenly stopping in the middle of traffic to pick up a rider. They don't put on their hazards, don’t give drivers any warning. They’re paying attention to their app.\"\u003c/p>\n\u003cp>She said the notion that the app encourages distracted driving, as asserted in the lawsuit of Sofia Liu's family, is valid, especially when taken in the context of everything else a TNC driver has to contend with.\u003c/p>\n\u003cp>\"It gives you an audible beep when a ride comes through. Most drivers are going to look at where the ride is coming from and decide if they want it based on where it is. You tap it (to accept). Then you have to look at the location of where the person is, figure out where you are and the quickest way to get to them. If you're a smart, safe driver, you’re going to pull over and look at the map. But the truth is you're not always in a circumstance where you can do that, so you’re doing it while driving and navigating traffic.\u003c/p>\n\u003cp>\"Plus you have strangers in your car who are having a conversation with you and ... that’s an important part of having a good rating.\"\u003c/p>\n\u003cfigure id=\"attachment_126925\" class=\"wp-caption alignleft\" style=\"max-width: 307px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/8865_transform.jpg\">\u003cimg class=\" wp-image-126925 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/8865_transform-512x640.jpg\" alt=\"UberX drivers receive a company phone and emblem after signing up. (Jeremy Raff/KQED)\" width=\"307\" height=\"384\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">UberX drivers receive a company phone and emblem after signing up. (Jeremy Raff/KQED) \u003ccite>((Jeremy Raff/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Two other drivers who have driven for both UberX and Lyft agreed the app is distracting. “With Uber more than Lyft, it creates a distraction because you are using two phones, one to accept a request and another to navigate and call the passenger,” one driver said. “Lyft has a navigation installed in their app so there's less fumbling between phones, but both systems typically lead to drivers looking at their phones. Unless you are pulled over between every request, it is impossible to avoid.”\u003c/p>\n\u003cp>\"You're scrambling between two different phones, various apps, busy streets, etc.,” said another driver. “I'd say probably not the safest.”\u003c/p>\n\u003cp>The driver from San Francisco also thinks Uber's habit of raising fares in areas with the most demand, called \"surge pricing,\" encourages unsafe driving. Surge pricing comes into play at periods of peak demand, such as on New Year's Eve or during storms.\u003c/p>\n\u003cp>\"When there’s high surge pricing there’s intense incentive to get to the part of town where it’s happening. If you’re in the Sunset and you see that you're going to be paid three or four times better downtown, you want to get downtown as fast as you can. Surge pricing on New Year's Eve was crazy, six times (the regular price) in a four-block radius downtown, and the next block only two times. I can tell you, even as someone who works extra hard to be a super-paranoid defensive driver, when you see surge pricing go on, you want to get to that area the fastest you can, and you’re paying attention on the phone where the surge pricing is.\"\u003c/p>\n\u003cp>\u003cstrong> City officials want local regulations\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Since everyone has their favorite story of a San Francisco cab driver re-enacting the \u003ca href=\"https://www.youtube.com/watch?v=UBLOLi_Ex-Q\" target=\"_blank\">chase scene\u003c/a> from “Bullitt,” you may be wondering by now if taxis are any better. To be fair, a couple of our UberX interviewees who were very critical of the company's lack of attention to driver safety also said they've seen taxis driving as recklessly as or worse than TNCs. But one thing to keep in mind: There are just 1,900 licensed cabs in the city, while no caps exist on the number of ride-service drivers.\u003c/p>\n\u003cp>Cab drivers are also required to go to “taxi school” before being certified. But Christiane Hayashi, director of Taxis and Accessible Services for the SFMTA, said that until now, no discernible standards for taxi schools have been in effect.\u003c/p>\n\u003cp>So, earlier this month the agency rolled out a \u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/TDT-101-Driver-Training-School-Cert1.pdf\" target=\"_blank\">new set of taxi-school standards\u003c/a>. These stipulate course length, instructor credentials, curriculum and testing. Courses must last a minimum of 28 hours, and the SFMTA has laid out specific time requirements for topics like maps/routes/locations, the California Vehicle Code and traffic safety, pedestrian safety, and taxi rules and regulations.\u003c/p>\n\u003cp>This is the sort of requirement that city officials would like to see applied to ride-service firms.\u003c/p>\n\u003cp>\"I believe (TNCs) fulfill a need,\" said Supervisor Kim. \"But I believe that regulations (the city) holds taxicabs to will make them better. They should be held to the same standards that our taxi drivers are.\"\u003c/p>\n\u003cp>Mar said his March hearing will address “what authority we have locally to protect public safety” when it comes to TNCs.\u003c/p>\n\u003cp>But unlike in Seattle, where the city is \u003ca href=\"http://www.geekwire.com/2014/seattles-updated-ride-sharing-ordinance/\" target=\"_blank\">considering putting limits\u003c/a> on the number of ride-service drivers, or Chicago, where a \u003ca href=\"http://www.wbez.org/news/city-moves-regulate-rideshare-companies-109639\" target=\"_blank\">per-driver fee is under consideration\u003c/a>, the city may not have much recourse except to push the CPUC for stricter regulations.\u003c/p>\n\u003cp>For now, in battling regulations around the country, \u003ca href=\"http://www.geekwire.com/2014/seattle-ride-sharing-innovation/\" target=\"_blank\">Lyft CEO John Zimmer has pointed to California\u003c/a> as a model of what ride-service regulation should look like.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_126917\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/RS8866_UberX_3-lpr.jpg\">\u003cimg class=\"size-medium wp-image-126917\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/RS8866_UberX_3-lpr-640x426.jpg\" alt=\"The California Public Utilities Commission requires Transportation Network Companies like UberX to display signage. (Jeremy Raff/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The California Public Utilities Commission requires transportation network companies like UberX to display signage. (Jeremy Raff/KQED) \u003ccite>(Jeremy Raff/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">O\u003c/span>n March 6, the \u003ca href=\"http://www.sfbos.org/index.aspx?page=13992\" target=\"_blank\">Neighborhood Services and Safety Committee\u003c/a> of the San Francisco Board of Supervisors will hold a hearing on safety issues related to ride-service companies like Lyft and UberX.\u003c/p>\n\u003cp>The hearing was prompted by two accidents in San Francisco: On New Year's Eve an UberX driver struck three members of a family in a crosswalk, \u003ca href=\"http://ww2.kqed.org/news/2014/01/02/122446/\" target=\"_blank\">killing a 6-year-old girl\u003c/a>. And in January a \u003ca href=\"http://venturebeat.com/2014/01/17/lyft-car-reportedly-in-accident-in-san-francisco-injuring-pedestrian/\" target=\"_blank\">Lyft driver struck an elderly woman\u003c/a>, fracturing her leg.\u003c/p>\n\u003cp>Nobody knows just how many TNC (transportation network company) vehicles are whizzing around town carrying passengers, but the San Francisco Cab Drivers Association, an avowed archenemy of the nascent industry, says it has counted more than 3,000 to date.\u003c/p>\n\u003cp>We interviewed a number of TNC drivers to hear firsthand what they thought about safety issues, and eventually focused on those who drive for UberX, since they were the ones who most frequently described a lack of attention to driver safety and training within the sign-up process.\u003c/p>\n\u003cp>Here are the main points, corroborated by the six UberX drivers we interviewed:\u003c/p>\n\u003cul>\n\u003cli>UberX has not been inspecting drivers' cars, as required by the California Public Utiltiies Commission (CPUC), but simply reviews vehicle photos supplied by the drivers.\u003c/li>\n\u003cli>UberX does not observe applicants actually driving before they are approved to work for the company.\u003c/li>\n\u003cli>UberX applicants receive no training related to safe driving before they are approved.\u003c/li>\n\u003c/ul>\n\u003cp>Other issues emerged as well. Several drivers said that the UberX app, which is provided on a separate cellphone from the driver's personal phone, can be distracting. And two drivers said the ratings that each passenger gives to each driver can lead to unsafe driving, either because of a pressure to chat with riders or to drive faster than is advisable.\u003c/p>\n\u003caside class=\"pullquote alignleft\"> UberX's driver training submission stands out for its brevity — just four paragraphs. \u003c/aside>\n\u003cp>Almost all the interviewees said UberX’s process of signing up many drivers at the same time included no scrutiny or assessment of individuals beyond the background checks mandated by the state. One driver described the process as \"like a cattle call.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>I\u003c/strong>n a series of emails back and forth with KQED, UberX spokesman Andrew Noyes did not provide direct responses to these specific findings, but did volunteer that “Uber has submitted a proposal to the CPUC that addresses some of the issues you’ve outlined and we’re awaiting their approval.”\u003c/p>\n\u003cp>\u003cstrong>Accidents get supervisors' attention\u003c/strong>\u003c/p>\n\u003cp>On New Year's Eve, while driving for UberX, Syed Muzaffar, 57, of Union City, struck three pedestrians in the Tenderloin, killing 6-year-old Sofia Liu. The girl’s family has since \u003ca href=\"http://ww2.kqed.org/news/2014/01/27/lawyer-filing-suit-against-ride-service-company-uber-in-death-of-6-year-o/\" target=\"_blank\">filed a lawsuit\u003c/a> against Muzaffar and Uber, claiming the driver app runs afoul of California’s distracted-driving laws. Muzaffar had been \u003ca href=\"http://www.bizjournals.com/sanfrancisco/blog/2014/01/uber-uberx-sofia-liu.html?page=all\" target=\"_blank\">convicted of reckless driving\u003c/a> in Florida in 2004, a \u003ca href=\"http://articles.chicagotribune.com/2014-02-14/news/chi-uber-apologizes-for-missing-conviction-in-check-of-driver-20140214_1_chicago-tribune-driver-background\" target=\"_blank\">revelation\u003c/a> that was the first of several concerning \u003ca href=\"http://pando.com/2014/01/06/exclusive-uber-driver-accused-of-assault-passed-zero-tolerance-background-check-despite-criminal-history/\" target=\"_blank\">inadequate background checks\u003c/a> by UberX. (The company has since \u003ca href=\"http://blog.sfgate.com/techchron/2014/02/12/uber-to-vet-drivers-more-thoroughly/\" target=\"_blank\">announced\u003c/a> an upgrade of its vetting process.)\u003c/p>\n\u003cp>Supervisor Jane Kim, whose district includes the intersection where the New Year’s Eve fatality occurred, told KQED that the incident raised “questions regarding the driver training and selection process for the increasing number of ride-share drivers on our city streets. While emerging driver service apps fulfill an important need for flexible on-demand transportation in San Francisco, we must examine a universal baseline of scrutiny and safety oversight for these services.”\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='undefined' height='undefined'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/135925422&visual=true&undefined'\n title='https://api.soundcloud.com/tracks/135925422'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Supervisor Eric Mar, who is organizing the upcoming hearing on March 6, told us “there were questions raised by the Sofia Liu accident and the (Lyft) accident. People want to ensure that drivers are well monitored and there are safety precautions that companies are ensuring. What are the driver training and safety precautions that this new, unregulated industry is adhering to?”\u003c/p>\n\u003cp>\u003cstrong>Driver training?\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>The CPUC has made public safety its \u003cem>raison d'etre\u003c/em> for claiming regulatory oversight of the TNCs. In its \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M077/K192/77192335.PDF\">decision\u003c/a> last year giving \u003ca href=\"http://ww2.kqed.org/news/2013/07/31/cpuc-rideshare-decision/\" target=\"_blank\">the ride-service firms sanction to operate in the state\u003c/a>, the commission wrote that “protecting and enhancing public safety is the paramount purpose behind regulating this industry. We initiated this rule-making for the sole purpose of determining how TNCs affect public safety.”\u003c/p>\n\u003cp>Aside from requiring background checks, one way the CPUC tried to address the issue of public safety was by mandating driver training programs. From Page 27 of the agency's decision:\u003c/p>\n\u003cblockquote>\u003cp>TNCs shall establish a driver training program to ensure that all drivers are safely operating the vehicle prior to the driver being able to offer service. This program must be filed with the Commission within 45 days of the adoption of this decision. TNCs must report to the Commission on an annual basis the number of drivers that became eligible and completed the course.\u003c/p>\u003c/blockquote>\n\u003cp>We obtained these required filings from the CPUC. Below is Uber's, which stands out for its brevity -- just one page, including double spacing and double paragraph breaks. Filing as Rasier, its ride-service subsidiary, Uber submitted under a heading of “\u003ca href=\"//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> \u003c/p>\n\u003cp>We were a little surprised that the company would submit to its regulatory agency a driver safety plan that can fit on a midsize cocktail napkin. So we asked Uber if they had given the CPUC anything else related to driver training. They said, yes, they had submitted additional materials to the CPUC. At our request, the CPUC went back to double-check, then came back to us with nope, that's all there is.\u003c/p>\n\u003cp>I asked Supervisor Jane Kim what she thought of Uber's skimpy driver-safety filing. She said it didn't surprise her, as \u003ca href=\"http://www.therecorder.com/id=1202625115231/Uber-Tries-to-Hit-Brakes-on-CPUC-Ridesharing-Rules?slreturn=20140119134750\" target=\"_blank\">Uber's appeal\u003c/a> of the CPUC's \"very limited regulations\" was a \"statement in and of itself.\"\u003c/p>\n\u003cp>In contrast to Uber's ultra-short filing, both \u003ca href=\"http://www.scribd.com/doc/203225643/Lyft-CPUC-Report\">Lyft\u003c/a> and \u003ca href=\"http://www.scribd.com/doc/203225680/Sidecar-Driver-Training-Program\">Sidecar\u003c/a> filed documents describing driver training programs that were a little more extensive. Lyft, for instance, now requires applicants to drive with a \"mentor,\" who assesses candidates' suitability. Nathan Rosquist, 32, who has been driving in the Bay Area for Lyft since January, said he drove with his mentor for 30-40 minutes. The mentor also inspected his car. Lyft says these required ride-alongs have been in place since mid-October.\u003c/p>\n\u003cp>\u003cstrong>'You're good to go'\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>The UberX drivers we spoke to described the company's driver-safety program as perfunctory. Four of the drivers would talk to us only if we agreed to withhold their names, because they were either afraid their insurance companies would find out they drive commercially or they did not want to jeopardize their standing with UberX.\u003c/p>\n\u003cp>Erika Maldonado, 25, of San Francisco, is a former KQED intern who recently signed up with UberX after the company offered financial incentives to lure away Lyft drivers. Maldonado said there was little if any material about safe driving in Uber's approval process.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“All the training is a video tutorial online that you do at home. Standards for having your car clean, encouraging you to dress your best and look more professional. Some conduct things -- like telling you not to ask for tips or a good rating. And how to use the app.”\u003c/p>\n\u003cp>Tyler Granlund, 31, of Los Angeles, said in his training, he got “just the basics of how to provide the customers good service and what they expect from the driver.”\u003c/p>\n\u003cp>\"It was like a factory,\" said a 27-year-old male driver from Oakland. \"I went in there and in a five-minute turnaround, I was an Uber driver.”\u003c/p>\n\u003cp>\"I went down there and there were just hundreds of people signing up,\" said Mikey, a 32-year-old UberX driver from the East Bay. \"I see someone, he gives me the phone and asks if I saw the training video. He said, 'You’re all good to go.' ”\u003cbr>\n\u003cstrong>\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Car inspection by photo\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>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 had anybody from UberX look at ther cars. Instead, UberX requires drivers to upload photos of their vehicles.\u003c/p>\n\u003cp>\"You have to submit photos of every angle of your car, and interior photos,\" said Granlund. \"Those had to be approved before you could drive.”\u003c/p>\n\u003cp>The CPUC inspection mandate includes items such as brakes, steering, headlights, seat belts, muffler and exhaust -- things that would be hard to assess, seemingly, from photos.\u003c/p>\n\u003cp>I asked Eric Mar what he thought about the lack of direct inspection of driver vehicles. “That just highlights how unregulated it is,” he said. “That would make me really nervous, that there’s not a physical inspection.”\u003c/p>\n\u003cp>As far as judging driving abilities, none of the drivers were observed operating their vehicle by anyone from UberX.\u003c/p>\n\u003cp>Uber spokesman Noyes said the company is currently in the process of \"securing a relationship with an inspection service.”\u003c/p>\n\u003cp>\u003cstrong>Are TNCs creating distracted drivers?\u003c/strong>\u003c/p>\n\u003cp>One of the drivers we interviewed is a 40-something who lives in San Francisco and has been driving as many as 40-plus hours a week for UberX since before the CPUC rendered its decision last year. She says she is \"close to quitting\" because she does not believe it's currently possible for TNC drivers to get proper insurance and because she thinks the work is extremely dangerous.\u003c/p>\n\u003caside class=\"pullquote alignleft\"> 'I see a lot of (ride-service) drivers suddenly stopping in the middle of traffic to pick up a rider.'\u003ccite> Uber driver \u003c/cite>\u003c/aside>\n\u003cp>There are a “lot of factors working against” driving safely, she said. \"I’m multitasking a lot. I'm engaging in conversations with strangers in my car, trying to navigate correctly to my destination, paying attention to the GPS if I need it and interacting with the app if I need to. Like most drivers, I tend to drive at the most lucrative times, and those are the most dangerous times because there's the most drivers on the road and the most pedestrians. Every single time I drive I either see an accident, the aftermath, or I will see several near-misses.\"\u003c/p>\n\u003cp>I asked her if she thought there should be more evaluation of drivers by UberX. \"Oh God, yeah,\" she said. She does not believe the company places an emphasis on safe driving.\u003c/p>\n\u003cp>\"Everything they communicate to the driver is about providing the best, most professional, most convenient, expedient service to the rider.\" That, she said, can be at odds with traffic laws, encouraging double-parking or blocking traffic in order to give the customer the closest pickup point.\u003c/p>\n\u003cp>\"There's unspoken pressure from Uber to pick the rider up exactly where they are, as opposed to finding the safest place to pull over. The riders often won’t see you or find you easily unless you pull up right to where they are. I see a lot of (ride-service) drivers suddenly stopping in the middle of traffic to pick up a rider. They don't put on their hazards, don’t give drivers any warning. They’re paying attention to their app.\"\u003c/p>\n\u003cp>She said the notion that the app encourages distracted driving, as asserted in the lawsuit of Sofia Liu's family, is valid, especially when taken in the context of everything else a TNC driver has to contend with.\u003c/p>\n\u003cp>\"It gives you an audible beep when a ride comes through. Most drivers are going to look at where the ride is coming from and decide if they want it based on where it is. You tap it (to accept). Then you have to look at the location of where the person is, figure out where you are and the quickest way to get to them. If you're a smart, safe driver, you’re going to pull over and look at the map. But the truth is you're not always in a circumstance where you can do that, so you’re doing it while driving and navigating traffic.\u003c/p>\n\u003cp>\"Plus you have strangers in your car who are having a conversation with you and ... that’s an important part of having a good rating.\"\u003c/p>\n\u003cfigure id=\"attachment_126925\" class=\"wp-caption alignleft\" style=\"max-width: 307px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/8865_transform.jpg\">\u003cimg class=\" wp-image-126925 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/8865_transform-512x640.jpg\" alt=\"UberX drivers receive a company phone and emblem after signing up. (Jeremy Raff/KQED)\" width=\"307\" height=\"384\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">UberX drivers receive a company phone and emblem after signing up. (Jeremy Raff/KQED) \u003ccite>((Jeremy Raff/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Two other drivers who have driven for both UberX and Lyft agreed the app is distracting. “With Uber more than Lyft, it creates a distraction because you are using two phones, one to accept a request and another to navigate and call the passenger,” one driver said. “Lyft has a navigation installed in their app so there's less fumbling between phones, but both systems typically lead to drivers looking at their phones. Unless you are pulled over between every request, it is impossible to avoid.”\u003c/p>\n\u003cp>\"You're scrambling between two different phones, various apps, busy streets, etc.,” said another driver. “I'd say probably not the safest.”\u003c/p>\n\u003cp>The driver from San Francisco also thinks Uber's habit of raising fares in areas with the most demand, called \"surge pricing,\" encourages unsafe driving. Surge pricing comes into play at periods of peak demand, such as on New Year's Eve or during storms.\u003c/p>\n\u003cp>\"When there’s high surge pricing there’s intense incentive to get to the part of town where it’s happening. If you’re in the Sunset and you see that you're going to be paid three or four times better downtown, you want to get downtown as fast as you can. Surge pricing on New Year's Eve was crazy, six times (the regular price) in a four-block radius downtown, and the next block only two times. I can tell you, even as someone who works extra hard to be a super-paranoid defensive driver, when you see surge pricing go on, you want to get to that area the fastest you can, and you’re paying attention on the phone where the surge pricing is.\"\u003c/p>\n\u003cp>\u003cstrong> City officials want local regulations\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Since everyone has their favorite story of a San Francisco cab driver re-enacting the \u003ca href=\"https://www.youtube.com/watch?v=UBLOLi_Ex-Q\" target=\"_blank\">chase scene\u003c/a> from “Bullitt,” you may be wondering by now if taxis are any better. To be fair, a couple of our UberX interviewees who were very critical of the company's lack of attention to driver safety also said they've seen taxis driving as recklessly as or worse than TNCs. But one thing to keep in mind: There are just 1,900 licensed cabs in the city, while no caps exist on the number of ride-service drivers.\u003c/p>\n\u003cp>Cab drivers are also required to go to “taxi school” before being certified. But Christiane Hayashi, director of Taxis and Accessible Services for the SFMTA, said that until now, no discernible standards for taxi schools have been in effect.\u003c/p>\n\u003cp>So, earlier this month the agency rolled out a \u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/TDT-101-Driver-Training-School-Cert1.pdf\" target=\"_blank\">new set of taxi-school standards\u003c/a>. These stipulate course length, instructor credentials, curriculum and testing. Courses must last a minimum of 28 hours, and the SFMTA has laid out specific time requirements for topics like maps/routes/locations, the California Vehicle Code and traffic safety, pedestrian safety, and taxi rules and regulations.\u003c/p>\n\u003cp>This is the sort of requirement that city officials would like to see applied to ride-service firms.\u003c/p>\n\u003cp>\"I believe (TNCs) fulfill a need,\" said Supervisor Kim. \"But I believe that regulations (the city) holds taxicabs to will make them better. They should be held to the same standards that our taxi drivers are.\"\u003c/p>\n\u003cp>Mar said his March hearing will address “what authority we have locally to protect public safety” when it comes to TNCs.\u003c/p>\n\u003cp>But unlike in Seattle, where the city is \u003ca href=\"http://www.geekwire.com/2014/seattles-updated-ride-sharing-ordinance/\" target=\"_blank\">considering putting limits\u003c/a> on the number of ride-service drivers, or Chicago, where a \u003ca href=\"http://www.wbez.org/news/city-moves-regulate-rideshare-companies-109639\" target=\"_blank\">per-driver fee is under consideration\u003c/a>, the city may not have much recourse except to push the CPUC for stricter regulations.\u003c/p>\n\u003cp>For now, in battling regulations around the country, \u003ca href=\"http://www.geekwire.com/2014/seattle-ride-sharing-innovation/\" target=\"_blank\">Lyft CEO John Zimmer has pointed to California\u003c/a> as a model of what ride-service regulation should look like.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cfigure id=\"attachment_126963\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-126963\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\" alt=\"A view of the new eastern span of the San Francisco-Oakland Bay Bridge on September 8, 2013 in San Francisco, California. (Photo by Justin Sullivan/Getty Images)\" width=\"640\" height=\"433\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of the new eastern span of the San Francisco-Oakland Bay Bridge on Sept. 8, 2013, in San Francisco, California. (Photo by Justin Sullivan/Getty Images) \u003ccite>( Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Outgoing Caltrans executive Rick Land said today that the agency should have informed Bay Bridge oversight teams sooner about potentially corrosive \u003ca href=\"http://www.kqed.org/a/forum/R201402120900\">leaks\u003c/a> on the new eastern span.\u003c/p>\n\u003cp>Land \u003ca href=\"http://blog.sfgate.com/matierandross/2014/02/19/caltrans-top-bay-bridge-official-will-step-down/\">announced his retirement\u003c/a> today, just a week after the executive director of the Metropolitan Transportation Commission (MTC), Steve Heminger, \u003ca href=\"http://www.sfgate.com/default/article/Caltrans-kept-Bay-Bridge-leaks-from-local-5246065.php\">accused Caltrans\u003c/a> of withholding information about the leaks.\u003c/p>\n\u003cp>“Issues need to be brought to (the Toll Bridge Oversight Committee) as soon as they are noticed,” Land, the agency’s chief deputy director, told KQED in an interview.\u003c/p>\n\u003cp>The outgoing deputy director also confirmed that Caltrans had discovered the leaks in the steel superstructure beneath the bridge’s roadbed in December. Heminger \u003ca href=\"http://www.sfgate.com/default/article/Caltrans-kept-Bay-Bridge-leaks-from-local-5246065.php\">told the San Francisco Chronicle\u003c/a> that he and members of the Toll Bridge Oversight Committee did not hear about the problem until late January.\u003c/p>\n\u003cp>Land told KQED that Caltrans is “redoubling our efforts” to communicate infrastructure issues “as quickly as we find out about them.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The MTC has called on Caltrans to disclose any further construction irregularities on the bridge by March 4.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_126963\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-126963\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\" alt=\"A view of the new eastern span of the San Francisco-Oakland Bay Bridge on September 8, 2013 in San Francisco, California. (Photo by Justin Sullivan/Getty Images)\" width=\"640\" height=\"433\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of the new eastern span of the San Francisco-Oakland Bay Bridge on Sept. 8, 2013, in San Francisco, California. (Photo by Justin Sullivan/Getty Images) \u003ccite>( Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Outgoing Caltrans executive Rick Land said today that the agency should have informed Bay Bridge oversight teams sooner about potentially corrosive \u003ca href=\"http://www.kqed.org/a/forum/R201402120900\">leaks\u003c/a> on the new eastern span.\u003c/p>\n\u003cp>Land \u003ca href=\"http://blog.sfgate.com/matierandross/2014/02/19/caltrans-top-bay-bridge-official-will-step-down/\">announced his retirement\u003c/a> today, just a week after the executive director of the Metropolitan Transportation Commission (MTC), Steve Heminger, \u003ca href=\"http://www.sfgate.com/default/article/Caltrans-kept-Bay-Bridge-leaks-from-local-5246065.php\">accused Caltrans\u003c/a> of withholding information about the leaks.\u003c/p>\n\u003cp>“Issues need to be brought to (the Toll Bridge Oversight Committee) as soon as they are noticed,” Land, the agency’s chief deputy director, told KQED in an interview.\u003c/p>\n\u003cp>The outgoing deputy director also confirmed that Caltrans had discovered the leaks in the steel superstructure beneath the bridge’s roadbed in December. Heminger \u003ca href=\"http://www.sfgate.com/default/article/Caltrans-kept-Bay-Bridge-leaks-from-local-5246065.php\">told the San Francisco Chronicle\u003c/a> that he and members of the Toll Bridge Oversight Committee did not hear about the problem until late January.\u003c/p>\n\u003cp>Land told KQED that Caltrans is “redoubling our efforts” to communicate infrastructure issues “as quickly as we find out about them.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "How Can Cities Keep Pedestrians and Bicyclists Safer?",
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"content": "\u003cp>http://www.youtube.com/watch?v=AQqzz5AnBl8?rel=0&start=663&end=1223&autoplay=0&w=640&h=360\u003cbr>\nRising numbers of pedestrian fatalities in San Francisco and San Jose are drawing attention to what many walking and cycling advocates say is a longtime problem.\u003c/p>\n\u003cp>There were 21 pedestrian fatalities in San Francisco last year. It was also a particularly deadly year in San Jose, with 26 fatal pedestrian accidents. That's the highest number in nearly two decades.\u003c/p>\n\u003cp>\"We don't know exactly why they're rising but we know what the solutions are, so we're focused on making a change,\" Nicole Schneider, executive director at \u003ca href=\"http://walksf.org/\" target=\"_blank\">Walk San Francisco\u003c/a>, said during a panel discussion on \u003ca href=\"http://www.kqed.org/tv/programs/newsroom/\" target=\"_blank\">KQED \"N\u003c/a>ewsroom.\" Her group is working with the city on how to improve traffic enforcement, engineer better roadways and educate the public.\u003c/p>\n\u003cp>[contextly_sidebar id=\"d184216303a4ed90ebafc40edf67e228\"]\u003c/p>\n\u003cp>Schneider said police data shows that in 66 percent of pedestrian fatalities, drivers are at fault. But rather than focus on who is to blame, solutions should drive the conversation.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"For many, many decades, we've been designing our streets to bring cars through the city as quickly as possible,\" said Chris Wong, board president of \u003ca href=\"http://wobo.org/\" target=\"_blank\">Walk Oakland Bike Oakland.\u003c/a> As city populations grow, and more people seek alternatives to driving, the city must update its traffic analysis techniques to consider all users of the roadway.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Other solutions mentioned in the \u003ca href=\"http://www.kqed.org/tv/programs/newsroom/\" target=\"_blank\">KQED \"Newsroom\"\u003c/a> segment:\u003c/p>\n\u003cul>\n\u003cli>Educate the public, especially paid drivers, about sharing the road.\u003c/li>\n\u003cli>Make bicycle and pedestrian traffic a consideration during every traffic study.\u003c/li>\n\u003cli>Enforce current rules. Up until recently, drivers in San Francisco were cited or charged only if they killed people. Now drivers are also held accountable when they injure pedestrians or cyclists.\u003c/li>\n\u003cli>Avoid using the term \"accident\" because somebody is at fault. Instead, San Francisco police are using the term \"collision.\"\u003c/li>\n\u003cli>Increase penalties for the at-fault party.\u003c/li>\n\u003cli>Slow cars down. A pedestrian has only a 5 percent chance of living when hit by a car traveling 40 mph. Those chances increase to 85 percent if the car slows down to 20 mph.\u003c/li>\n\u003c/ul>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>http://www.youtube.com/watch?v=AQqzz5AnBl8?rel=0&start=663&end=1223&autoplay=0&w=640&h=360\u003cbr>\nRising numbers of pedestrian fatalities in San Francisco and San Jose are drawing attention to what many walking and cycling advocates say is a longtime problem.\u003c/p>\n\u003cp>There were 21 pedestrian fatalities in San Francisco last year. It was also a particularly deadly year in San Jose, with 26 fatal pedestrian accidents. That's the highest number in nearly two decades.\u003c/p>\n\u003cp>\"We don't know exactly why they're rising but we know what the solutions are, so we're focused on making a change,\" Nicole Schneider, executive director at \u003ca href=\"http://walksf.org/\" target=\"_blank\">Walk San Francisco\u003c/a>, said during a panel discussion on \u003ca href=\"http://www.kqed.org/tv/programs/newsroom/\" target=\"_blank\">KQED \"N\u003c/a>ewsroom.\" Her group is working with the city on how to improve traffic enforcement, engineer better roadways and educate the public.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Schneider said police data shows that in 66 percent of pedestrian fatalities, drivers are at fault. But rather than focus on who is to blame, solutions should drive the conversation.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"For many, many decades, we've been designing our streets to bring cars through the city as quickly as possible,\" said Chris Wong, board president of \u003ca href=\"http://wobo.org/\" target=\"_blank\">Walk Oakland Bike Oakland.\u003c/a> As city populations grow, and more people seek alternatives to driving, the city must update its traffic analysis techniques to consider all users of the roadway.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Other solutions mentioned in the \u003ca href=\"http://www.kqed.org/tv/programs/newsroom/\" target=\"_blank\">KQED \"Newsroom\"\u003c/a> segment:\u003c/p>\n\u003cul>\n\u003cli>Educate the public, especially paid drivers, about sharing the road.\u003c/li>\n\u003cli>Make bicycle and pedestrian traffic a consideration during every traffic study.\u003c/li>\n\u003cli>Enforce current rules. Up until recently, drivers in San Francisco were cited or charged only if they killed people. Now drivers are also held accountable when they injure pedestrians or cyclists.\u003c/li>\n\u003cli>Avoid using the term \"accident\" because somebody is at fault. Instead, San Francisco police are using the term \"collision.\"\u003c/li>\n\u003cli>Increase penalties for the at-fault party.\u003c/li>\n\u003cli>Slow cars down. A pedestrian has only a 5 percent chance of living when hit by a car traveling 40 mph. Those chances increase to 85 percent if the car slows down to 20 mph.\u003c/li>\n\u003c/ul>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_105128\" class=\"wp-caption alignright\" style=\"max-width: 320px\">\u003cimg class=\"size-full wp-image-105128\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/07/LyftCar.jpg\" alt=\"Lyft car\" width=\"320\" height=\"233\">\u003cfigcaption class=\"wp-caption-text\">A Lyft car drives in San Francisco (Steve Rhodes/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>The \u003ca href=\"http://www.sfgate.com/news/article/Concerns-of-disabled-grow-along-with-ride-services-5240889.php\" target=\"_blank\">San Francisco Chronicle ran a story\u003c/a> Monday about disabled passengers' access to vehicles doing business through companies like UberX and Lyft. The Chron reported that the San Francisco Municipal Transportation Agency is worried about disability access because a quarter of wheelchair-accessible cabs are currently off the streets due to a lack of drivers. One reason for that: So many taxi drivers have switched to driving for the ride-service firms.\u003c/p>\n\u003cp>In its \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M077/K192/77192335.PDF\" target=\"_blank\">decision\u003c/a> last year officially sanctioning these transportation network companies (or TNCs) to operate in California, the CPUC said it wants \"to ensure that there is no divide between service provided to the able and disabled communities.\" To that end, the commission is requiring that the companies allow passengers to indicate whether they need a wheelchair-accessible vehicle, and that TNCs like Lyft and UberX submit a yearly report stating how often the company was able to comply with the request. The first such report is due in September.\u003c/p>\n\u003cp>The CPUC also requires that TNCs submit a \"plan for how the TNC will work to provide appropriate vehicles for passengers who specify access needs, including but not limited to a plan to provide incentive to individuals with accessible vehicles to become TNC drivers.\"\u003c/p>\n\u003cp>The Chronicle looked at the access plans filed by Lyft, UberX, Sidecar, Tickengo (Wingz) and Instant Cab. Those last two proposed the most specific steps to meet the wheelchair requirement: InstantCab said it was considering offering higher pay to drivers with accessible vehicles, and Tickengo said it would cut its commission for such drivers.\u003c/p>\n\u003cp>Below are documents filed by Lyft and UberX (filing as Rasier) in November. As you can see they are short on specifics as to how the companies will comply with the CPUC's mandate on wheelchair access. Marilyn Golden, senior policy analyst with the Disability Rights Education and Defense Fund, told KQED that \"these ride-sharing apps are not taking seriously their responsibilities under federal law and local regulation to provide full services for people with disabilities. ... It appears that they will not attempt the more difficult measures, such as establishing a fleet of wheelchair-accessible vehicles.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Golden called for the companies to be regulated as heavily as taxis, which come under local jurisdiction, not the state oversight they are subject to from the CPUC.\u003c/p>\n\u003cp>\"The state is now making a meager, somewhat problematic effort to regulate them, \" she said. \"It's not clear that they have the resources to monitor what they're doing.\"\u003c/p>\n\u003cp>The Chronicle also talked to Larry Paradis, executive director of Disability Rights Advocates in Berkeley. He told the paper that the plans \"don't address the fundamental challenge, which is ensuring enough accessible vehicles to make this transportation system at least minimally accessible for people with mobility disabilities.\"\u003c/p>\n\u003cp>Carla Johnson, interim director of the San Francisco Mayor's Office on Disability, questioned whether the CPUC \"has the resources to monitor or enforce these different plans.\"\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">\u003ca style=\"text-decoration: underline\" title=\"View Rasier Accessibility Plan on Scribd\" href=\"http://www.scribd.com/doc/203225651/Rasier-Accessibility-Plan\">UberX Accessibility Plan\u003c/a>\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">UberX says it \"will reach out to transportation companies with accessible vehicles about the possibility of partnering.\" The Chronicle reports that the company said it unsuccessfully tried to partner with a paratransit company in 2012.\u003c/p>\n\u003cp>\u003ciframe id=\"doc_84716\" src=\"//www.scribd.com/embeds/203225651/content?start_page=1&view_mode=scroll&access_key=key-uwv9bllfblquwaxyanz&show_recommendations=true\" frameborder=\"0\" scrolling=\"no\" width=\"100%\" height=\"600\">\u003c/iframe>\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\"> \u003ca style=\"text-decoration: underline\" title=\"View Lyft CPUC Report on Scribd\" href=\"http://www.scribd.com/doc/203225643/Lyft-CPUC-Report\">Lyft Accessibility Plan\u003c/a>\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">Lyft says it is working to enable its app to allow drivers to indicate when their vehicle is wheelchair accessible, but it doesn't say anything about how it will work to provide those vehicles. 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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_105128\" class=\"wp-caption alignright\" style=\"max-width: 320px\">\u003cimg class=\"size-full wp-image-105128\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/07/LyftCar.jpg\" alt=\"Lyft car\" width=\"320\" height=\"233\">\u003cfigcaption class=\"wp-caption-text\">A Lyft car drives in San Francisco (Steve Rhodes/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>The \u003ca href=\"http://www.sfgate.com/news/article/Concerns-of-disabled-grow-along-with-ride-services-5240889.php\" target=\"_blank\">San Francisco Chronicle ran a story\u003c/a> Monday about disabled passengers' access to vehicles doing business through companies like UberX and Lyft. The Chron reported that the San Francisco Municipal Transportation Agency is worried about disability access because a quarter of wheelchair-accessible cabs are currently off the streets due to a lack of drivers. One reason for that: So many taxi drivers have switched to driving for the ride-service firms.\u003c/p>\n\u003cp>In its \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M077/K192/77192335.PDF\" target=\"_blank\">decision\u003c/a> last year officially sanctioning these transportation network companies (or TNCs) to operate in California, the CPUC said it wants \"to ensure that there is no divide between service provided to the able and disabled communities.\" To that end, the commission is requiring that the companies allow passengers to indicate whether they need a wheelchair-accessible vehicle, and that TNCs like Lyft and UberX submit a yearly report stating how often the company was able to comply with the request. The first such report is due in September.\u003c/p>\n\u003cp>The CPUC also requires that TNCs submit a \"plan for how the TNC will work to provide appropriate vehicles for passengers who specify access needs, including but not limited to a plan to provide incentive to individuals with accessible vehicles to become TNC drivers.\"\u003c/p>\n\u003cp>The Chronicle looked at the access plans filed by Lyft, UberX, Sidecar, Tickengo (Wingz) and Instant Cab. Those last two proposed the most specific steps to meet the wheelchair requirement: InstantCab said it was considering offering higher pay to drivers with accessible vehicles, and Tickengo said it would cut its commission for such drivers.\u003c/p>\n\u003cp>Below are documents filed by Lyft and UberX (filing as Rasier) in November. As you can see they are short on specifics as to how the companies will comply with the CPUC's mandate on wheelchair access. Marilyn Golden, senior policy analyst with the Disability Rights Education and Defense Fund, told KQED that \"these ride-sharing apps are not taking seriously their responsibilities under federal law and local regulation to provide full services for people with disabilities. ... It appears that they will not attempt the more difficult measures, such as establishing a fleet of wheelchair-accessible vehicles.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Golden called for the companies to be regulated as heavily as taxis, which come under local jurisdiction, not the state oversight they are subject to from the CPUC.\u003c/p>\n\u003cp>\"The state is now making a meager, somewhat problematic effort to regulate them, \" she said. \"It's not clear that they have the resources to monitor what they're doing.\"\u003c/p>\n\u003cp>The Chronicle also talked to Larry Paradis, executive director of Disability Rights Advocates in Berkeley. He told the paper that the plans \"don't address the fundamental challenge, which is ensuring enough accessible vehicles to make this transportation system at least minimally accessible for people with mobility disabilities.\"\u003c/p>\n\u003cp>Carla Johnson, interim director of the San Francisco Mayor's Office on Disability, questioned whether the CPUC \"has the resources to monitor or enforce these different plans.\"\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">\u003ca style=\"text-decoration: underline\" title=\"View Rasier Accessibility Plan on Scribd\" href=\"http://www.scribd.com/doc/203225651/Rasier-Accessibility-Plan\">UberX Accessibility Plan\u003c/a>\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">UberX says it \"will reach out to transportation companies with accessible vehicles about the possibility of partnering.\" The Chronicle reports that the company said it unsuccessfully tried to partner with a paratransit company in 2012.\u003c/p>\n\u003cp>\u003ciframe id=\"doc_84716\" src=\"//www.scribd.com/embeds/203225651/content?start_page=1&view_mode=scroll&access_key=key-uwv9bllfblquwaxyanz&show_recommendations=true\" frameborder=\"0\" scrolling=\"no\" width=\"100%\" height=\"600\">\u003c/iframe>\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\"> \u003ca style=\"text-decoration: underline\" title=\"View Lyft CPUC Report on Scribd\" href=\"http://www.scribd.com/doc/203225643/Lyft-CPUC-Report\">Lyft Accessibility Plan\u003c/a>\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">Lyft says it is working to enable its app to allow drivers to indicate when their vehicle is wheelchair accessible, but it doesn't say anything about how it will work to provide those vehicles. The Chronicle reports Lyft also said \"it is working to engage and educate the handicapped community.\"\u003c/p>\n\u003cp>\u003ciframe id=\"doc_13531\" src=\"//www.scribd.com/embeds/203225643/content?start_page=1&view_mode=scroll&access_key=key-2fy6hu6azvqhm47mu8mf&show_recommendations=true\" frameborder=\"0\" scrolling=\"no\" width=\"100%\" height=\"600\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco Bay Area Presidents Day Parking and Mass Transit",
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"content": "\u003cfigure id=\"attachment_50034\" class=\"wp-caption aligncenter\" style=\"max-width: 500px\">\u003cimg class=\"size-full wp-image-50034\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/12/parkingmeter-e1390239787789.jpg\" alt=\"(compujeramey/Flickr)\" width=\"500\" height=\"333\">\u003cfigcaption class=\"wp-caption-text\">(compujeramey/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>It's Presidents Day. Yay! But know your rights ...\u003c/p>\n\u003cp>\u003cstrong>Parking enforcement\u003c/strong>\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://www.sfmta.com/getting-around/parking/holiday-enforcement\" target=\"_blank\">San Francisco\u003c/a>\u003c/em>\u003c/p>\n\u003cul>\n\u003cli>Commuter towaway - Not enforced\u003c/li>\n\u003cli>Residential permit - Not enforced\u003c/li>\n\u003cli>M-F street sweeping - Not enforced\u003c/li>\n\u003cli>Parking meters - Enforced\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>Oakland\u003c/em>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_enforce.htm\" target=\"_blank\">Street sweeping\u003c/a>- Not enforced\u003c/li>\n\u003cli>\u003ca href=\"http://www.oaklandnet.com/government/fwawebsite/parking/parking_mc&r.htm\" target=\"_blank\">Parking meters\u003c/a> - Not enforced\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>San Jose\u003c/em>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"http://www.sanjoseca.gov/index.aspx?NID=1877\" target=\"_blank\">Parking meters\u003c/a> - Not enforced\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>Public transportation\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>BART - Saturday \u003ca href=\"https://www.bart.gov/schedules/bystation\" target=\"_blank\">schedule\u003c/a>\u003c/li>\n\u003cli>Muni - \u003ca href=\"https://www.sfmta.com/zh-hant/calendar/alerts/presidents-day-service-alert\" target=\"_blank\">mostly Saturday\u003c/a> schedule\u003c/li>\n\u003cli>Caltrain- modified \u003ca href=\"http://www.caltrain.com/schedules/holidayservice/PresidentsDay.html\" target=\"_blank\">schedule\u003c/a>\u003c/li>\n\u003cli>AC Transit- Sunday \u003ca href=\"http://www.actransit.org/2014/02/10/sunday-schedules-on-presidents-day-monday-february-17/\" target=\"_blank\">schedule\u003c/a>\u003c/li>\n\u003cli>SamTrans- regular non-school day \u003ca href=\"http://www.samtrans.com/schedulesandmaps/timetables.html\" target=\"_blank\">schedule\u003c/a>\u003c/li>\n\u003cli>Golden Gate Transit - \u003ca href=\"http://goldengatetransit.org/schedules/current/index.php\" target=\"_blank\">buses\u003c/a> and \u003ca href=\"http://goldengateferry.org/schedules/\" target=\"_blank\">ferries\u003c/a> on holiday schedule\u003c/li>\n\u003cli>\u003ca href=\"http://tripplanner.transit.511.org/mtc/XSLT_TRIP_REQUEST2?language=en\" target=\"_blank\">More Bay Area transit system schedules at 511.org\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>All government offices -- city, county, state, and federal -- are CLOSED\u003c/strong>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"disqusTitle": "Update: African-American Who BART Police Stunned With Taser Freed From Jail",
"title": "Update: African-American Who BART Police Stunned With Taser Freed From Jail",
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"content": "\u003cp>\u003ciframe src=\"//www.youtube.com/embed/R1h-_tMgZhg\" frameborder=\"0\" width=\"640\" height=\"400\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cstrong>Update 5:10 p.m.\u003c/strong>\u003c/p>\n\u003cp>KQED's Isabell Angell reports: BART Police policy states Tasers should be used only when there is \"immediate threat to bodily harm.\"\u003c/p>\n\u003cp>Robert Weisberg, who teaches criminal justice at Stanford Law School, reviewed the video. He says it's unclear if the man, identified as Robert Asberry, fits that description:\u003c/p>\n\u003cp>\"The man was resisting persistently but not in any way that you would describe as aggressive, maybe not even in any way that you would describe as active. And no obvious reason you can tell from the tape, and again this is limited, that he was threatening any harm.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Update 4:40 p.m.\u003c/strong>\u003c/p>\n\u003cp>Steve Tuttle of \u003ca href=\"http://store.taser.com/self-defense-products-c84.aspx\">Taser International\u003c/a> reviewed the video for KQED News. He confirmed via email that the weapon that had struck Robert Asberry was manufactured by his company and is called an X26: \"The first X26 deployment at 33 seconds appears quite effective and of note you will notice it’s 'quiet.' At the 3 minute mark the X26 is actuated but the unit is 'loud' appearing to have no effect. This is usually indicative of a probe being pulled away from the body or a wire was broken. (The probes have to be attached to skin or if attached to clothing they must be no less than an inch away from the skin.) When you hear loud electrical pulses the energy is arcing in the air and the current is not received by the suspect. A TASER weapon delivers these 19 pulses per second for a 5-second cycle but when it’s loud like this it has zero effect. It’s all or nothing with a TASER device and is actually very quiet when the circuit is completed.\"\u003c/p>\n\u003cp>\u003cstrong>Update 12:40 p.m.\u003c/strong>\u003c/p>\n\u003cp>KQED’s Isabel Angell reports that Robert Asberry has been released from jail in Redwood City after serving 15 days of a 30-day sentence after not contesting charges of being drunk and disorderly on the night of Jan. 29, when BART police shot him with a stun gun during his arrest on a train in the San Bruno station. Authorities told KQED that all additional charges against Asberry -- resisting arrest, battery on a police officer and a felony parole violation -- were dropped.\u003c/p>\n\u003cp>\u003cstrong>Update 11 a.m.\u003c/strong>\u003c/p>\n\u003cp>KQED's Isabel Angell has obtained the \u003ca href=\"https://www.documentcloud.org/documents/1017843-bart-police-event-record-for-robert-james-ashberry.html\">official \"event record\u003c/a>\" from BART of the Jan. 29 incident. At 10:05 that night, an anonymous caller reported that an African-American man was drunk and harassing customers on the platform at the 24th Street BART station. According to the report, the train was stopped at San Bruno Station, where a BART police officer boarded the train and confronted the suspect. The report identifies the man, who was subsequently arrested after being shot by an officer with a taser gun, as Pittsburg resident Robert James Asberry.\u003c/p>\n\u003cfigure id=\"attachment_126355\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2014/02/13/126281/asberry-robert/\" rel=\"attachment wp-att-126355\">\u003cimg class=\"size-thumbnail wp-image-126355 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/asberry-robert-300x300.jpg\" alt=\"Robert Asberry's booking photo. (Courtesy of San Mateo Sheriff's Office)\" width=\"300\" height=\"300\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Robert Asberry's booking photo. (Courtesy of San Mateo Sheriff's Office)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cem>Original Post:\u003c/em>\u003c/p>\n\u003cp>BART is investigating an incident from the night of Wednesday, Jan. 29, in which a transit police officer was videotaped using a taser to take an African-American man into custody. KQED's Isabel Angell reports that BART authorities expect their investigation to take six months, and that the officer involved in the incident has not been reprimanded or placed on leave.\u003c/p>\n\u003cp>The video, which is credited to Rahul Gondalia, runs just over 13 minutes, and shows a passenger who appears to be docile at first but grows increasingly agitated after BART officers use a stun gun on him. Six police officers can be seen in the video. The passenger, lying on the floor of the BART train close to a door, curses repeatedly and tells the officers that they wouldn't have done anything if he had been white. He mentions Rodney King at least three times and says, \"I didn't do nothing … Everybody, put your cameras on.\"\u003c/p>\n\u003cp>\u003cstrong>\u003cem>According to the police log of the incident:\u003c/em>\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>1/29/14 2205 hours\u003cbr>\nAn officer responded to a report of a man who was drunk and harassing patrons on a Millbrae bound train. Upon detention, the suspect (became) resistive and a TASER had to be used to take him into custody. A warrant check on the suspect revealed an outstanding no-bail arrest warrant out of the California Department of Corrections for parole violation. The train was held for 18 minutes. A sergeant arrived at the scene to approve the arrest and conduct the use of force investigation. The suspect was taken to Peninsula Hospital for clearance prior to being booked for resisting arrest, the warrant, and public intoxication.1401-4266 L12\u003c/p>\n\u003cp>Also, per policy and protocol BART Police has initiated the proper investigation into this incident. The link to the video on the internet was also forwarded to BART's independent police auditor.\u003c/p>\u003c/blockquote>\n\u003cp>Angell reports that the person who called police to complain about the man they arrested was not on the train but rather standing on a platform in a BART station.\u003c/p>\n\u003cp>In a \u003ca href=\"http://www.alternet.org/civil-liberties/bart-officer-repeatedly-tases-black-man-bart-without-clear-and-present-danger-life\">post published by AlterNet\u003c/a>, Vidya Kaipa, a woman passenger on the train who was sitting next to the man arrested by police, says he was not harassing her. She says that police initiated the arrest even though she told them, \"It’s fine. He’s not bothering me. It’s OK.”\u003c/p>\n\u003cp>Kaipa adds: “It went from being about me to being about the police officer.\"\u003c/p>\n\u003cp>Kaipa's \u003ca href=\"https://medium.com/race-class/385564bd9e8b\">full account\u003c/a> of the incident appears on \"Medium.\"\u003c/p>\n\u003cp>The latest incident between BART police and an African-American man is certain to reignite the controversy surrounding the Oscar Grant case, which is currently being \u003ca href=\"http://ww2.kqed.org/news/2013/07/30/oscar-grant-mehserle-lawsuit/\">litigated\u003c/a> in the courts. That case, in which Grant was killed by a BART officer, formed the basis for the film \"\u003ca href=\"http://ww2.kqed.org/news/2013/07/12/fruitvale-station-oscar-grant\">Fruitvale Station\u003c/a>.\"\u003c/p>\n\u003cp>\u003cstrong>Here are excerpts from Kaipa’s written account of her 20-minute BART ride with Robert Asberry:\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>Tonight, I caught the 9:56 pm Millbrae-bound BART from Civic Center. I usually work late, but I rarely feel threatened — there are always plenty of riders at that time, plus I’m good at putting up defenses. I’m small, but (or maybe because of that) I’m street-smart.\u003c/p>\n\u003cp>So it didn’t bother me when a few stops later, an extremely drunk black man — whose name I later overheard by the police cuffing him to be Robert — crashed onto the seat next to me. I was near the entrance, in a seating area where four seats faced one another, and the train was relatively packed, so I didn’t feel particularly isolated or targeted. He smelled of booze and his words were slurred, but he asked me about the book I was reading and I could tell that he was harmless. This is an opinion I have maintained and have repeated countless times to several police throughout the whole ordeal.\u003c/p>\n\u003cp>… I asked him where he was headed, and he told me he was from East Oakland but that he was going to Richmond, where his sister would pick him up. I suggested he get onto the opposite platform, since this train was headed to Millbrae. He politely asked if he was bothering me and said that he would leave me alone, but that he wanted to keep sitting next to me because I was a beautiful and good person. I assured him that he wasn’t a problem—I have a bizarrely high tolerance for friendly drunk/drugged out randos …\u003c/p>\n\u003cp>… I was \u003cem>never\u003c/em> concerned about my safety. If I really felt worried, I would have moved, or I could have indicated my discomfort by at the very least moving my backpack and phone away from him. Not only did I do neither of these things, I continued to engage, smile, laugh, and generally go along with the conversation.\u003c/p>\n\u003cp>So I was just as surprised as Robert was when a BART policeman boarded the train at San Bruno and (in his defense) politely asked him to disembark so that he could ask a few questions. I didn’t realize until a few minutes later that someone had specifically called the police, reporting Robert for some unknown reason. Robert didn’t want to go, understandably, and asked why he should get up. I vouched for Robert — I told the cop that he wasn’t bothering me, and that it was totally okay with me if he wanted to continue on. The cop repeated (again, in his defense, in a friendly tone) that he just wanted to ask a few questions, that it wouldn’t take too long, and that Robert would be free to get onto the next train. Robert said no.\u003c/p>\n\u003cp>After a few relatively civil back-and-forths, the cop lightly touched his shoulder, saying “come on, let’s just talk on the platform.” Robert shook him off. This continued for a bit. Eventually, it escalated to the point where the cop was physically pulling him up from the seat with two hands, and Robert was pushing the cop off him. When both men were standing, Robert cornered by the door to the next carriage and the cop standing in the path to the main entrance, Robert asked again and again why the cop wanted him to get off the train, and that he hadn’t done anything.\u003c/p>\n\u003cp>…At one point, Robert got very aggravated and tried to sit down again, or maybe it was that he was just shouting and the cop got tired of trying to peacefully usher Robert out of the train. So he pulled out his taser and told Robert that if he didn’t disembark the train, he would tase him.\u003c/p>\n\u003cp>… He \u003cem>literally didn’t do anything\u003c/em>, and on top of that, he was a genuinely nice guy. We were having an admittedly uncomfortable conversation, but only because I was tired and didn’t want to talk to anyone, not because I didn’t want to talk to \u003cem>him. \u003c/em>So he was completely in the right to ask for what reason the cop wanted him off the train, and to not get off until that question was answered. Unfortunately for him, he ran.\u003c/p>\n\u003cp>To the cop’s credit, he didn’t pull the trigger right away. He gave ample warning, enough so that the man on the diagonal seating (next to where Robert was standing, backed against the doors to the next carriage) had bodily covered the woman next to him in anticipation of the scene that was seconds from occuring. Robert moved around the carriage, at one point sitting next to me again. At this point, I genuinely feared being accidentally tased myself; the taser points a red laser beam at its target, and I saw that target slip to me for a split-second.\u003c/p>\n\u003cp>Unfortunately, Robert didn’t “cooperate,” and the cop shot him. Watching someone get tased is one of the worst things I have ever seen—I can’t imagine actually \u003cem>being \u003c/em>tased. Robert limply fell over onto the seats in front of me, crying and twitching, and the cop leaned over to lift him outside. Robert tried to get up again, and the cop threatened to tase him a second time. Finding that he was too heavy, the cop ended up dragging him to the entrance. (The soundtrack of this memory will always be the man diagonal incredulously breathing, “oh my god… oh my god.”) The cop called for backup, and a few others came in time for Robert to regain some control and start resisting again. As the cops cuffed him and held him down, Robert tearfully shouted that he hadn’t done anything wrong, that everyone on the train saw, that we take videos and pictures and prevent another Rodney King incident. Despite the two other officers physically restraining Robert, the initial officer tased him a second time, with a sickening five-second shock that was both excessive and unnecessary.\u003c/p>\n\u003cp>… To their credit, the cops that came afterwards were as compassionate as they could be in the situation. He was kicking around (understandably), but they were gentle and nicely told him they wanted him to stop kicking them so that he could sit up on a bench and drink some water. He wouldn’t, eventually breaking down crying uncontrollably and repeating that he hadn’t done anything. Watching him get strapped into a body-binding contraption so that they could move him, while he plaintively cried his innocence, might have broken the last intact piece of my heart. … An officer asked if I would give a statement, and I immediately stepped off the train in compliance\u003c/p>\n\u003cp>I’m hesitant to jump to the “police brutality” conclusion, because the aggression wasn’t totally unprovoked. Yes, the cop definitely shouldn’t have used the taser, but at the same time, Robert shouldn’t have resisted the cop for so long. That being said, Robert should have never been stopped in the first place, because he wasn’t posing a threat.\u003c/p>\n\u003cp>So really — what’s the best-case scenario? There is none, and that’s what makes this so awful and heartbreaking and outrageous. A man sits next to a woman on public transit, is asked to leave the train, doesn’t, then gets tased, dragged, cuffed, forcibly bound, and carried out. It’s really not more complicated than that …\u003c/p>\u003c/blockquote>\n\u003cp> \u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">\u003ca style=\"text-decoration: underline\" title=\"View BART Police Event Record for Robert James Asberry on Scribd\" href=\"http://www.scribd.com/doc/207007443/BART-Police-Event-Record-for-Robert-James-Asberry\">BART Police Event Record for Robert James Asberry\u003c/a>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003ciframe id=\"doc_63441\" src=\"//www.scribd.com/embeds/207007443/content?start_page=1&view_mode=scroll&show_recommendations=true\" frameborder=\"0\" scrolling=\"no\" width=\"100%\" height=\"600\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Update 4:40 p.m.\u003c/strong>\u003c/p>\n\u003cp>Steve Tuttle of \u003ca href=\"http://store.taser.com/self-defense-products-c84.aspx\">Taser International\u003c/a> reviewed the video for KQED News. He confirmed via email that the weapon that had struck Robert Asberry was manufactured by his company and is called an X26: \"The first X26 deployment at 33 seconds appears quite effective and of note you will notice it’s 'quiet.' At the 3 minute mark the X26 is actuated but the unit is 'loud' appearing to have no effect. This is usually indicative of a probe being pulled away from the body or a wire was broken. (The probes have to be attached to skin or if attached to clothing they must be no less than an inch away from the skin.) When you hear loud electrical pulses the energy is arcing in the air and the current is not received by the suspect. A TASER weapon delivers these 19 pulses per second for a 5-second cycle but when it’s loud like this it has zero effect. It’s all or nothing with a TASER device and is actually very quiet when the circuit is completed.\"\u003c/p>\n\u003cp>\u003cstrong>Update 12:40 p.m.\u003c/strong>\u003c/p>\n\u003cp>KQED’s Isabel Angell reports that Robert Asberry has been released from jail in Redwood City after serving 15 days of a 30-day sentence after not contesting charges of being drunk and disorderly on the night of Jan. 29, when BART police shot him with a stun gun during his arrest on a train in the San Bruno station. Authorities told KQED that all additional charges against Asberry -- resisting arrest, battery on a police officer and a felony parole violation -- were dropped.\u003c/p>\n\u003cp>\u003cstrong>Update 11 a.m.\u003c/strong>\u003c/p>\n\u003cp>KQED's Isabel Angell has obtained the \u003ca href=\"https://www.documentcloud.org/documents/1017843-bart-police-event-record-for-robert-james-ashberry.html\">official \"event record\u003c/a>\" from BART of the Jan. 29 incident. At 10:05 that night, an anonymous caller reported that an African-American man was drunk and harassing customers on the platform at the 24th Street BART station. According to the report, the train was stopped at San Bruno Station, where a BART police officer boarded the train and confronted the suspect. The report identifies the man, who was subsequently arrested after being shot by an officer with a taser gun, as Pittsburg resident Robert James Asberry.\u003c/p>\n\u003cfigure id=\"attachment_126355\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2014/02/13/126281/asberry-robert/\" rel=\"attachment wp-att-126355\">\u003cimg class=\"size-thumbnail wp-image-126355 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/asberry-robert-300x300.jpg\" alt=\"Robert Asberry's booking photo. (Courtesy of San Mateo Sheriff's Office)\" width=\"300\" height=\"300\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Robert Asberry's booking photo. (Courtesy of San Mateo Sheriff's Office)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cem>Original Post:\u003c/em>\u003c/p>\n\u003cp>BART is investigating an incident from the night of Wednesday, Jan. 29, in which a transit police officer was videotaped using a taser to take an African-American man into custody. KQED's Isabel Angell reports that BART authorities expect their investigation to take six months, and that the officer involved in the incident has not been reprimanded or placed on leave.\u003c/p>\n\u003cp>The video, which is credited to Rahul Gondalia, runs just over 13 minutes, and shows a passenger who appears to be docile at first but grows increasingly agitated after BART officers use a stun gun on him. Six police officers can be seen in the video. The passenger, lying on the floor of the BART train close to a door, curses repeatedly and tells the officers that they wouldn't have done anything if he had been white. He mentions Rodney King at least three times and says, \"I didn't do nothing … Everybody, put your cameras on.\"\u003c/p>\n\u003cp>\u003cstrong>\u003cem>According to the police log of the incident:\u003c/em>\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>1/29/14 2205 hours\u003cbr>\nAn officer responded to a report of a man who was drunk and harassing patrons on a Millbrae bound train. Upon detention, the suspect (became) resistive and a TASER had to be used to take him into custody. A warrant check on the suspect revealed an outstanding no-bail arrest warrant out of the California Department of Corrections for parole violation. The train was held for 18 minutes. A sergeant arrived at the scene to approve the arrest and conduct the use of force investigation. The suspect was taken to Peninsula Hospital for clearance prior to being booked for resisting arrest, the warrant, and public intoxication.1401-4266 L12\u003c/p>\n\u003cp>Also, per policy and protocol BART Police has initiated the proper investigation into this incident. The link to the video on the internet was also forwarded to BART's independent police auditor.\u003c/p>\u003c/blockquote>\n\u003cp>Angell reports that the person who called police to complain about the man they arrested was not on the train but rather standing on a platform in a BART station.\u003c/p>\n\u003cp>In a \u003ca href=\"http://www.alternet.org/civil-liberties/bart-officer-repeatedly-tases-black-man-bart-without-clear-and-present-danger-life\">post published by AlterNet\u003c/a>, Vidya Kaipa, a woman passenger on the train who was sitting next to the man arrested by police, says he was not harassing her. She says that police initiated the arrest even though she told them, \"It’s fine. He’s not bothering me. It’s OK.”\u003c/p>\n\u003cp>Kaipa adds: “It went from being about me to being about the police officer.\"\u003c/p>\n\u003cp>Kaipa's \u003ca href=\"https://medium.com/race-class/385564bd9e8b\">full account\u003c/a> of the incident appears on \"Medium.\"\u003c/p>\n\u003cp>The latest incident between BART police and an African-American man is certain to reignite the controversy surrounding the Oscar Grant case, which is currently being \u003ca href=\"http://ww2.kqed.org/news/2013/07/30/oscar-grant-mehserle-lawsuit/\">litigated\u003c/a> in the courts. That case, in which Grant was killed by a BART officer, formed the basis for the film \"\u003ca href=\"http://ww2.kqed.org/news/2013/07/12/fruitvale-station-oscar-grant\">Fruitvale Station\u003c/a>.\"\u003c/p>\n\u003cp>\u003cstrong>Here are excerpts from Kaipa’s written account of her 20-minute BART ride with Robert Asberry:\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>Tonight, I caught the 9:56 pm Millbrae-bound BART from Civic Center. I usually work late, but I rarely feel threatened — there are always plenty of riders at that time, plus I’m good at putting up defenses. I’m small, but (or maybe because of that) I’m street-smart.\u003c/p>\n\u003cp>So it didn’t bother me when a few stops later, an extremely drunk black man — whose name I later overheard by the police cuffing him to be Robert — crashed onto the seat next to me. I was near the entrance, in a seating area where four seats faced one another, and the train was relatively packed, so I didn’t feel particularly isolated or targeted. He smelled of booze and his words were slurred, but he asked me about the book I was reading and I could tell that he was harmless. This is an opinion I have maintained and have repeated countless times to several police throughout the whole ordeal.\u003c/p>\n\u003cp>… I asked him where he was headed, and he told me he was from East Oakland but that he was going to Richmond, where his sister would pick him up. I suggested he get onto the opposite platform, since this train was headed to Millbrae. He politely asked if he was bothering me and said that he would leave me alone, but that he wanted to keep sitting next to me because I was a beautiful and good person. I assured him that he wasn’t a problem—I have a bizarrely high tolerance for friendly drunk/drugged out randos …\u003c/p>\n\u003cp>… I was \u003cem>never\u003c/em> concerned about my safety. If I really felt worried, I would have moved, or I could have indicated my discomfort by at the very least moving my backpack and phone away from him. Not only did I do neither of these things, I continued to engage, smile, laugh, and generally go along with the conversation.\u003c/p>\n\u003cp>So I was just as surprised as Robert was when a BART policeman boarded the train at San Bruno and (in his defense) politely asked him to disembark so that he could ask a few questions. I didn’t realize until a few minutes later that someone had specifically called the police, reporting Robert for some unknown reason. Robert didn’t want to go, understandably, and asked why he should get up. I vouched for Robert — I told the cop that he wasn’t bothering me, and that it was totally okay with me if he wanted to continue on. The cop repeated (again, in his defense, in a friendly tone) that he just wanted to ask a few questions, that it wouldn’t take too long, and that Robert would be free to get onto the next train. Robert said no.\u003c/p>\n\u003cp>After a few relatively civil back-and-forths, the cop lightly touched his shoulder, saying “come on, let’s just talk on the platform.” Robert shook him off. This continued for a bit. Eventually, it escalated to the point where the cop was physically pulling him up from the seat with two hands, and Robert was pushing the cop off him. When both men were standing, Robert cornered by the door to the next carriage and the cop standing in the path to the main entrance, Robert asked again and again why the cop wanted him to get off the train, and that he hadn’t done anything.\u003c/p>\n\u003cp>…At one point, Robert got very aggravated and tried to sit down again, or maybe it was that he was just shouting and the cop got tired of trying to peacefully usher Robert out of the train. So he pulled out his taser and told Robert that if he didn’t disembark the train, he would tase him.\u003c/p>\n\u003cp>… He \u003cem>literally didn’t do anything\u003c/em>, and on top of that, he was a genuinely nice guy. We were having an admittedly uncomfortable conversation, but only because I was tired and didn’t want to talk to anyone, not because I didn’t want to talk to \u003cem>him. \u003c/em>So he was completely in the right to ask for what reason the cop wanted him off the train, and to not get off until that question was answered. Unfortunately for him, he ran.\u003c/p>\n\u003cp>To the cop’s credit, he didn’t pull the trigger right away. He gave ample warning, enough so that the man on the diagonal seating (next to where Robert was standing, backed against the doors to the next carriage) had bodily covered the woman next to him in anticipation of the scene that was seconds from occuring. Robert moved around the carriage, at one point sitting next to me again. At this point, I genuinely feared being accidentally tased myself; the taser points a red laser beam at its target, and I saw that target slip to me for a split-second.\u003c/p>\n\u003cp>Unfortunately, Robert didn’t “cooperate,” and the cop shot him. Watching someone get tased is one of the worst things I have ever seen—I can’t imagine actually \u003cem>being \u003c/em>tased. Robert limply fell over onto the seats in front of me, crying and twitching, and the cop leaned over to lift him outside. Robert tried to get up again, and the cop threatened to tase him a second time. Finding that he was too heavy, the cop ended up dragging him to the entrance. (The soundtrack of this memory will always be the man diagonal incredulously breathing, “oh my god… oh my god.”) The cop called for backup, and a few others came in time for Robert to regain some control and start resisting again. As the cops cuffed him and held him down, Robert tearfully shouted that he hadn’t done anything wrong, that everyone on the train saw, that we take videos and pictures and prevent another Rodney King incident. Despite the two other officers physically restraining Robert, the initial officer tased him a second time, with a sickening five-second shock that was both excessive and unnecessary.\u003c/p>\n\u003cp>… To their credit, the cops that came afterwards were as compassionate as they could be in the situation. He was kicking around (understandably), but they were gentle and nicely told him they wanted him to stop kicking them so that he could sit up on a bench and drink some water. He wouldn’t, eventually breaking down crying uncontrollably and repeating that he hadn’t done anything. Watching him get strapped into a body-binding contraption so that they could move him, while he plaintively cried his innocence, might have broken the last intact piece of my heart. … An officer asked if I would give a statement, and I immediately stepped off the train in compliance\u003c/p>\n\u003cp>I’m hesitant to jump to the “police brutality” conclusion, because the aggression wasn’t totally unprovoked. Yes, the cop definitely shouldn’t have used the taser, but at the same time, Robert shouldn’t have resisted the cop for so long. That being said, Robert should have never been stopped in the first place, because he wasn’t posing a threat.\u003c/p>\n\u003cp>So really — what’s the best-case scenario? There is none, and that’s what makes this so awful and heartbreaking and outrageous. A man sits next to a woman on public transit, is asked to leave the train, doesn’t, then gets tased, dragged, cuffed, forcibly bound, and carried out. It’s really not more complicated than that …\u003c/p>\u003c/blockquote>\n\u003cp> \u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">\u003ca style=\"text-decoration: underline\" title=\"View BART Police Event Record for Robert James Asberry on Scribd\" href=\"http://www.scribd.com/doc/207007443/BART-Police-Event-Record-for-Robert-James-Asberry\">BART Police Event Record for Robert James Asberry\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "San Francisco Ponders Free Muni Passes Due to 'Affordability' Crisis",
"title": "San Francisco Ponders Free Muni Passes Due to 'Affordability' Crisis",
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"content": "\u003cfigure id=\"attachment_117502\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/11/07/muni-launches-texts-email-alerts-for-riders/muni-bus/\" rel=\"attachment wp-att-117502\">\u003cimg class=\"size-full wp-image-117502\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/11/Muni-bus-e1383854574750.jpg\" alt=\"Muni bus. (Deborah Svoboda/KQED)\" width=\"640\" height=\"380\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Muni bus. (Deborah Svoboda/KQED) \u003ccite>(Deborah Svoboda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco transportation officials are considering extending a program that provides free transit to low-income youth to seniors and people with disabilities.\u003c/p>\n\u003cp>Ed Reiskin, director of the San Francisco Municipal Transportation Agency, said he proposed the idea in the agency’s upcoming budget in response to the escalating costs of living in the city.\u003c/p>\n\u003cp>“The mayor has made it pretty clear to all of the departments that he’s seeking ideas for how to create affordability,” Reiskin said.\u003c/p>\n\u003cp>Nearly a year ago, the SFMTA \u003ca href=\"http://www.sfgate.com/bayarea/article/Free-Muni-for-low-income-youth-starts-Friday-4314454.php\">began a 16-month pilot program\u003c/a> that provides \u003ca href=\"http://sfmta.com/getting-around/transit/fares-passes/free-muni-youth\">free Muni passes to low and moderate-income youth\u003c/a> between the ages of 5 and 17. The agency is proposing to extend it and put 18-year-olds on the eligibility list.\u003c/p>\n\u003cp>“When we first started discussing the free Muni for low-income youth a couple of years ago, a number of folks from the senior community came forward and said ‘hey, what about us?’” said Reiskin.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“There are seniors who have very limited means,” he went on, “and if we could facilitate their lifestyle by helping them get around the city inexpensively that would be a good thing for us to be able to do.”\u003c/p>\n\u003cp>The SFMTA issues about 17,000 discounted passes to seniors each month, and about 7,000 to people with disabilities. The discounted passes generate an estimated $8 million in revenue a year.\u003c/p>\n\u003cp>Jessica Lehman, executive director of \u003ca href=\"http://sdaction.org/\">Senior & Disability Action\u003c/a>, said many elderly and disabled riders don't own cars and rely on public transit as their primary mode of transportation. But for some, discounted fares represent a luxury they cannot afford.\u003c/p>\n\u003caside class=\"pullquote alignleft\"> One idea to fund the program would be to raise the fares for those who can afford to pay. \u003c/aside>\n\u003cp>\"Even when you’re talking about discount fares, seniors and people with disabilities often don’t have money for that,\" she said. \"If you’re living on SSI or social security and you’re only getting about $800 a month, we all know how expensive rent is right now, and it’s only going up.\"\u003c/p>\n\u003cp>The price of transit, she said, is a timely topic considering the housing displacement affecting low-income San Franciscans, and the controversy over “Google buses.”\u003c/p>\n\u003cp>“We’re privatizing our system and really privileging certain groups of people to make sure somebody can get around easily and free, and yet we’re saying that we can’t provide free public transit for communities that are struggling,” Lehman said.\u003c/p>\n\u003cp>She added: “If we really value everyone who lives in the city and we want seniors and people with disabilities to not only stay here, but to be able to get out of their homes, to be seen, to be active in the community, then free transit is such a basic step.”\u003c/p>\n\u003cp>While the SFMTA’s budget picture is \u003ca href=\"http://www.sfexaminer.com/sanfrancisco/sfmta-officials-announce-promising-budget-outlook/Content?oid=2696802\">better than it has been in years\u003c/a>, Reiskin stressed that expanding the free Muni program to low-income elderly and disabled riders was only a proposal in the agency's 2015-16 budget.\u003c/p>\n\u003cp>“We’d like to provide more Muni service to everybody and to the extent that we take away revenues that we have currently we have less ability to do that,” he said.\u003c/p>\n\u003cp>One idea to fund the program, he said, would be to raise the fares for those who can afford to pay. While Muni gives seniors and people with disabilities a two-thirds discount on monthly passes, Reiskin said most transit agencies only give fifty percent.\u003c/p>\n\u003cp>Rather than give discounts to seniors and youth based on age, Reiskin said the SFTMA should do it based on need.\u003c/p>\n\u003cp>“If we were to increase the fares for those that can pay and decrease or eliminate the fares for those that can’t, that to me would be a more equitable arrangement,” he said.\u003c/p>\n\u003cp>But Lehman doubted it would be worth it, given the administrative burdens of determining eligibility.\u003c/p>\n\u003cp>“The revenue is not that big a difference anyway, so why not make it a blanket free Muni for seniors and people with disabilities,” she said.\u003c/p>\n\u003cp>The SFMTA Board of Directors must still approve it. Tom Nolan, the chair, said he “would love to see it happen.”\u003c/p>\n\u003cp>“I really believe the system is for everybody. Everybody needs it in the city, specially people who are elderly, disabled and struggling young folks. I’m all for it if we can find the money to do it,” Nolan said.\u003c/p>\n\u003cp>The board is expected to hold its first public hearing on the budget February 18 followed by a series of budget town halls. The soonest the board could adopt a new budget is April 1.\u003csup>\u003cbr>\n\u003c/sup>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The agency is also considering a proposal to reduce the cost of the monthly \u003ca href=\"https://www.sfmta.com/getting-around/transit/fares-passes/low-income-lifeline-pass\">Lifeline pass\u003c/a> for low-income riders.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_117502\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/11/07/muni-launches-texts-email-alerts-for-riders/muni-bus/\" rel=\"attachment wp-att-117502\">\u003cimg class=\"size-full wp-image-117502\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/11/Muni-bus-e1383854574750.jpg\" alt=\"Muni bus. (Deborah Svoboda/KQED)\" width=\"640\" height=\"380\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Muni bus. (Deborah Svoboda/KQED) \u003ccite>(Deborah Svoboda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco transportation officials are considering extending a program that provides free transit to low-income youth to seniors and people with disabilities.\u003c/p>\n\u003cp>Ed Reiskin, director of the San Francisco Municipal Transportation Agency, said he proposed the idea in the agency’s upcoming budget in response to the escalating costs of living in the city.\u003c/p>\n\u003cp>“The mayor has made it pretty clear to all of the departments that he’s seeking ideas for how to create affordability,” Reiskin said.\u003c/p>\n\u003cp>Nearly a year ago, the SFMTA \u003ca href=\"http://www.sfgate.com/bayarea/article/Free-Muni-for-low-income-youth-starts-Friday-4314454.php\">began a 16-month pilot program\u003c/a> that provides \u003ca href=\"http://sfmta.com/getting-around/transit/fares-passes/free-muni-youth\">free Muni passes to low and moderate-income youth\u003c/a> between the ages of 5 and 17. The agency is proposing to extend it and put 18-year-olds on the eligibility list.\u003c/p>\n\u003cp>“When we first started discussing the free Muni for low-income youth a couple of years ago, a number of folks from the senior community came forward and said ‘hey, what about us?’” said Reiskin.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“There are seniors who have very limited means,” he went on, “and if we could facilitate their lifestyle by helping them get around the city inexpensively that would be a good thing for us to be able to do.”\u003c/p>\n\u003cp>The SFMTA issues about 17,000 discounted passes to seniors each month, and about 7,000 to people with disabilities. The discounted passes generate an estimated $8 million in revenue a year.\u003c/p>\n\u003cp>Jessica Lehman, executive director of \u003ca href=\"http://sdaction.org/\">Senior & Disability Action\u003c/a>, said many elderly and disabled riders don't own cars and rely on public transit as their primary mode of transportation. But for some, discounted fares represent a luxury they cannot afford.\u003c/p>\n\u003caside class=\"pullquote alignleft\"> One idea to fund the program would be to raise the fares for those who can afford to pay. \u003c/aside>\n\u003cp>\"Even when you’re talking about discount fares, seniors and people with disabilities often don’t have money for that,\" she said. \"If you’re living on SSI or social security and you’re only getting about $800 a month, we all know how expensive rent is right now, and it’s only going up.\"\u003c/p>\n\u003cp>The price of transit, she said, is a timely topic considering the housing displacement affecting low-income San Franciscans, and the controversy over “Google buses.”\u003c/p>\n\u003cp>“We’re privatizing our system and really privileging certain groups of people to make sure somebody can get around easily and free, and yet we’re saying that we can’t provide free public transit for communities that are struggling,” Lehman said.\u003c/p>\n\u003cp>She added: “If we really value everyone who lives in the city and we want seniors and people with disabilities to not only stay here, but to be able to get out of their homes, to be seen, to be active in the community, then free transit is such a basic step.”\u003c/p>\n\u003cp>While the SFMTA’s budget picture is \u003ca href=\"http://www.sfexaminer.com/sanfrancisco/sfmta-officials-announce-promising-budget-outlook/Content?oid=2696802\">better than it has been in years\u003c/a>, Reiskin stressed that expanding the free Muni program to low-income elderly and disabled riders was only a proposal in the agency's 2015-16 budget.\u003c/p>\n\u003cp>“We’d like to provide more Muni service to everybody and to the extent that we take away revenues that we have currently we have less ability to do that,” he said.\u003c/p>\n\u003cp>One idea to fund the program, he said, would be to raise the fares for those who can afford to pay. While Muni gives seniors and people with disabilities a two-thirds discount on monthly passes, Reiskin said most transit agencies only give fifty percent.\u003c/p>\n\u003cp>Rather than give discounts to seniors and youth based on age, Reiskin said the SFTMA should do it based on need.\u003c/p>\n\u003cp>“If we were to increase the fares for those that can pay and decrease or eliminate the fares for those that can’t, that to me would be a more equitable arrangement,” he said.\u003c/p>\n\u003cp>But Lehman doubted it would be worth it, given the administrative burdens of determining eligibility.\u003c/p>\n\u003cp>“The revenue is not that big a difference anyway, so why not make it a blanket free Muni for seniors and people with disabilities,” she said.\u003c/p>\n\u003cp>The SFMTA Board of Directors must still approve it. Tom Nolan, the chair, said he “would love to see it happen.”\u003c/p>\n\u003cp>“I really believe the system is for everybody. Everybody needs it in the city, specially people who are elderly, disabled and struggling young folks. I’m all for it if we can find the money to do it,” Nolan said.\u003c/p>\n\u003cp>The board is expected to hold its first public hearing on the budget February 18 followed by a series of budget town halls. The soonest the board could adopt a new budget is April 1.\u003csup>\u003cbr>\n\u003c/sup>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The agency is also considering a proposal to reduce the cost of the monthly \u003ca href=\"https://www.sfmta.com/getting-around/transit/fares-passes/low-income-lifeline-pass\">Lifeline pass\u003c/a> for low-income riders.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_126120\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/goldengate060113.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-126120\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/goldengate060113-640x557.jpg\" alt=\"The Golden Gate Bridge from Battery Godfrey in San Francisco's Presidio. (Dan Brekke/KQED)\" width=\"640\" height=\"557\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Golden Gate Bridge from Battery Godfrey in San Francisco’s Presidio. (Dan Brekke/KQED) \u003ccite>((Dan Brekke/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For those of us who remember when crossing the Golden Gate Bridge cost a dollar, the possibility of raising the non-FasTrak toll to $8 might have triggered a knee-jerk “What?! An $8 toll?!” response, followed by a few expletives, and finally, some questions like, “Why do they need so much more money if the bridge is already built?” or “When will the increase take effect?” For those of you have reached the questioning phase of your reaction, here a few things to keep in mind when considering the ultimate $8 price tag:\u003c/p>\n\u003cp>\u003cstrong>1) Wednesday is the Final Day of the Public Comment Period\u003c/strong>\u003c/p>\n\u003cp>Speak now or forever hold your peace. Interested parties and persons have until \u003cstrong>8 p.m. tonight\u003c/strong> to \u003ca href=\"http://goldengate.org/news/TollIncreaseProposal2014.php#comment\" target=\"_blank\" rel=\"noopener\">submit a comment\u003c/a> on what fare increase they prefer. The formal public comment meeting is also tonight at 7 p.m. in San Rafael. And by “tonight,” yes, we mean Feb. 12, 2014.\u003c/p>\n\u003cp>Those seeking alternatives to a Golden Gate Bridge toll increase of two bucks over the next five years seem to be pretty much out of luck. The options listed on the \u003ca href=\"http://goldengate.org/news/TollIncreaseProposal2014.php\" target=\"_blank\" rel=\"noopener\">Golden Gate Bridge Highway and Transportation District website\u003c/a> suggest that the options are pretty much six of one, half a dozen of the other. The four options the district wants feedback on all add up to a $2 increase. It’s simply a matter of how quickly that increase is implemented — all at once or bit by bit.\u003c/p>\n\u003cp>\u003cstrong>2) The Golden Gate Bridge District Manages Much More Than a Bridge\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Golden Gate Bridge, Highway and Transportation District, the agency that manages the bridge, is “basically a transit agency,” according to its general manager and CEO Denis Mulligan. “We spend over half of our tolls on subsidizing bus and ferry service,” Mulligan said on \u003ca href=\"http://www.kqed.org/a/forum/R201402100930\" target=\"_blank\" rel=\"noopener\">KQED’s “Forum\u003c/a>“. “We carry 25 percent of all trips from the North Bay into the city on our buses and ferries during commute periods.”\u003c/p>\n\u003cp>\u003cstrong>3) Currently No Sidewalk Toll Is on the Table\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"http://www.kqed.org/a/forum/R201402100930\" target=\"_blank\" rel=\"noopener\">During “Forum’s” discussion\u003c/a>, several listeners inquired about charging pedestrians and cyclists who use the bridge. Mulligan made it clear that a sidewalk fee will not defer the proposed auto toll.\u003c/p>\n\u003cp>“When (the board) put forward the proposals they did not include a sidewalk toll, so at this juncture they could not approve a sidewalk as part of the toll increase.” said Mulligan. “That having been said – they have the discretion to impose a sidewalk toll. There were turnstiles up until 1971 where people dropped a dime in to get on the bridge.”\u003c/p>\n\u003cp>Mulligan said that the bridge sees about 10,000 pedestrians a day during the summer and about 6,000 cyclists daily.\u003c/p>\n\u003cp>\u003cstrong>4) The Bridge District Receives No Local Tax Support\u003c/strong>\u003c/p>\n\u003cp>Supporters and opponents of the toll increase repeatedly pointed out the bridge’s lack of tax support during “\u003ca href=\"http://www.kqed.org/a/forum/R201402100930\" target=\"_blank\" rel=\"noopener\">Forum’s” discussion\u003c/a>. Mulligan used the fact to support the higher toll: “We do not receive sales tax measure money or property tax measure money from San Francisco or Marin counties, so tolls are the source of our principal subsidy for bus and ferry service.”\u003c/p>\n\u003cp>\u003ca href=\"http://goldengate.org/news/TollIncreaseProposal2014.php\" target=\"_blank\" rel=\"noopener\">The district’s website\u003c/a> lists “transit fares, grants, and advertising/concessions” as other sources of revenue.\u003c/p>\n\u003cp>Susan Deluxe, a Marin-based activist and opponent of the toll hike, views the lack of tax support as one reason to reform how the bridge is managed.\u003c/p>\n\u003cp>“Marin has to man-up and find a different way to fund public transit,” said Deluxe. “It’s totally unsustainable. It’s not the Golden Fleece Bridge, it’s not the Cash Cow Bridge, and Marin County and San Francisco — the largest percentage of riders across the bridge are from those two counties – they’re not ATM machines.”\u003c/p>\n\u003cp>She drew comparisons to the \u003ca href=\"http://www.actransit.org/\" target=\"_blank\" rel=\"noopener\">Alameda-Contra Costa Transit District\u003c/a>. According to Deluxe, “Property tax is their biggest source of funding, 29 percent of their budget comes from property tax, county sales tax contributes 8 percent, the fare box another 17 percent. So it’s not rocket science — this is how other counties do it and we need to do it, too.”\u003c/p>\n\u003cp>\u003cstrong>5) The Bridge District Has Been Criticized for Overpaying Its Leaders\u003c/strong>\u003c/p>\n\u003cp>One of Deluxe’s other complaints against the bridge district is that it is top-heavy with too many managers, who earn too much money. And a user who identified himself by the name “JonMW72” left this comment on “Forum’s” website:\u003c/p>\n\u003cp>“The salaries of management are a bit outrageous if you look at the publicly available database. What is the deputy GM of the bridge doing making $176,000 a year? Deputy GM of the bus division makes $323,000 a year. A ‘paint superintendent’ makes $118,000 …”\u003c/p>\n\u003cp>Mulligan responded to the criticism by citing measures to control staff costs:\u003c/p>\n\u003cp>“We’ve taken a variety of steps to reduce the cost of staff, both those staff that are still here, through changes in medical coverage, contributions from employees, employees paying part of their pension, but also (by) reducing the number of employees. We have 25 percent fewer employees than we had a decade ago.”\u003c/p>\n\u003cp>\u003cstrong>6) Bridge Traffic Numbers Are Stalled\u003c/strong>\u003c/p>\n\u003cp>The district says that its costs are rising while bridge traffic and thus, toll revenue, is staying the same.\u003c/p>\n\u003cp>Again, \u003ca href=\"http://goldengate.org/news/TollIncreaseProposal2014.php\" target=\"_blank\" rel=\"noopener\">citing the district’s website\u003c/a>:\u003c/p>\n\u003cp>“Fuel for the buses and ferries and steel and paint for the bridge are more expensive today than in 2008 when tolls were last increased. At the same time, toll revenues have remained flat as traffic volumes have not grown.”\u003c/p>\n\u003cp>Mulligan mentioned on “Forum” that “ferry ridership is up 7 percent compared to a year earlier, and our regional bus service is up 3 percent.” He did not elaborate on how those increases are helping, if at all, to recover rising operating costs.\u003c/p>\n\u003cp>\u003cstrong>7) Improvements and Maintenance Projects Are Planned\u003c/strong>\u003c/p>\n\u003cp>A “Forum” listener asked Mulligan to explain what the public will get in return for the increased tolls. His response:\u003c/p>\n\u003cblockquote>\u003cp>“We have growing capital needs on the bridge. The bridge is 76 years old, and we also have growing capital needs on our 40-year-old bus and ferry facilities. So we have an array of projects coming up, and one of the most visible ones is later this year we’ll install a movable median barrier on the Golden Gate Bridge. Those things cost money.”\u003c/p>\u003c/blockquote>\n\u003cp>Mulligan also mentioned the district’s $75 million commitment to the Doyle Drive retrofit, as well as improving ramps and gangways on ferry terminals.\u003c/p>\n\u003cp>“We go to Washington, D.C., and we go to Sacramento to get other people’s money, but we need some toll dollars to match those. Over the next 10 years, our capital costs are anticipated to be $1.4 billion. And we anticipate we’ll need about $370 million of tolls to maximize the amount of federal and state grants we can get.”\u003c/p>\n\u003cp>\u003cstrong>8) Some People Want to Do Away with the Bridge District Altogether\u003c/strong>\u003c/p>\n\u003cp>“We really need to shift the conversation of the debate to restructuring, sunsetting, reorganizing — whatever word you want to use — the Golden Gate Bridge District,” said Deluxe. “It’s just not relevant anymore and it’s become an obstacle.”\u003c/p>\n\u003cp>“I would like to see the (\u003ca href=\"http://www.mtc.ca.gov/\">Metropolitan Transportation Commission\u003c/a>) really study this issue,” said Deluxe. “That’s where it needs to land — is have them do a serious study to see what it would take to restructure the bridge district — whether Caltrans runs the bridge — I mean the bridge makes money — or whether it remains a stand-alone special district if that still makes sense.”\u003c/p>\n\u003cp>“Marin has been trying to reform and get rid of the Golden Gate Bridge District since 1988, when we passed an advisory ordinance calling for a toll-increase moratorium until the 19-member board was at least appointed.”said Deluxe. “That passed by 72 percent.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>If you fall into the camp of those you want to absolve the bridge district, your comments might be directed to your state representatives rather than the bridge district’s current comment process.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_126120\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/goldengate060113.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-126120\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/goldengate060113-640x557.jpg\" alt=\"The Golden Gate Bridge from Battery Godfrey in San Francisco's Presidio. (Dan Brekke/KQED)\" width=\"640\" height=\"557\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Golden Gate Bridge from Battery Godfrey in San Francisco’s Presidio. (Dan Brekke/KQED) \u003ccite>((Dan Brekke/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For those of us who remember when crossing the Golden Gate Bridge cost a dollar, the possibility of raising the non-FasTrak toll to $8 might have triggered a knee-jerk “What?! An $8 toll?!” response, followed by a few expletives, and finally, some questions like, “Why do they need so much more money if the bridge is already built?” or “When will the increase take effect?” For those of you have reached the questioning phase of your reaction, here a few things to keep in mind when considering the ultimate $8 price tag:\u003c/p>\n\u003cp>\u003cstrong>1) Wednesday is the Final Day of the Public Comment Period\u003c/strong>\u003c/p>\n\u003cp>Speak now or forever hold your peace. Interested parties and persons have until \u003cstrong>8 p.m. tonight\u003c/strong> to \u003ca href=\"http://goldengate.org/news/TollIncreaseProposal2014.php#comment\" target=\"_blank\" rel=\"noopener\">submit a comment\u003c/a> on what fare increase they prefer. The formal public comment meeting is also tonight at 7 p.m. in San Rafael. And by “tonight,” yes, we mean Feb. 12, 2014.\u003c/p>\n\u003cp>Those seeking alternatives to a Golden Gate Bridge toll increase of two bucks over the next five years seem to be pretty much out of luck. The options listed on the \u003ca href=\"http://goldengate.org/news/TollIncreaseProposal2014.php\" target=\"_blank\" rel=\"noopener\">Golden Gate Bridge Highway and Transportation District website\u003c/a> suggest that the options are pretty much six of one, half a dozen of the other. The four options the district wants feedback on all add up to a $2 increase. It’s simply a matter of how quickly that increase is implemented — all at once or bit by bit.\u003c/p>\n\u003cp>\u003cstrong>2) The Golden Gate Bridge District Manages Much More Than a Bridge\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Golden Gate Bridge, Highway and Transportation District, the agency that manages the bridge, is “basically a transit agency,” according to its general manager and CEO Denis Mulligan. “We spend over half of our tolls on subsidizing bus and ferry service,” Mulligan said on \u003ca href=\"http://www.kqed.org/a/forum/R201402100930\" target=\"_blank\" rel=\"noopener\">KQED’s “Forum\u003c/a>“. “We carry 25 percent of all trips from the North Bay into the city on our buses and ferries during commute periods.”\u003c/p>\n\u003cp>\u003cstrong>3) Currently No Sidewalk Toll Is on the Table\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"http://www.kqed.org/a/forum/R201402100930\" target=\"_blank\" rel=\"noopener\">During “Forum’s” discussion\u003c/a>, several listeners inquired about charging pedestrians and cyclists who use the bridge. Mulligan made it clear that a sidewalk fee will not defer the proposed auto toll.\u003c/p>\n\u003cp>“When (the board) put forward the proposals they did not include a sidewalk toll, so at this juncture they could not approve a sidewalk as part of the toll increase.” said Mulligan. “That having been said – they have the discretion to impose a sidewalk toll. There were turnstiles up until 1971 where people dropped a dime in to get on the bridge.”\u003c/p>\n\u003cp>Mulligan said that the bridge sees about 10,000 pedestrians a day during the summer and about 6,000 cyclists daily.\u003c/p>\n\u003cp>\u003cstrong>4) The Bridge District Receives No Local Tax Support\u003c/strong>\u003c/p>\n\u003cp>Supporters and opponents of the toll increase repeatedly pointed out the bridge’s lack of tax support during “\u003ca href=\"http://www.kqed.org/a/forum/R201402100930\" target=\"_blank\" rel=\"noopener\">Forum’s” discussion\u003c/a>. Mulligan used the fact to support the higher toll: “We do not receive sales tax measure money or property tax measure money from San Francisco or Marin counties, so tolls are the source of our principal subsidy for bus and ferry service.”\u003c/p>\n\u003cp>\u003ca href=\"http://goldengate.org/news/TollIncreaseProposal2014.php\" target=\"_blank\" rel=\"noopener\">The district’s website\u003c/a> lists “transit fares, grants, and advertising/concessions” as other sources of revenue.\u003c/p>\n\u003cp>Susan Deluxe, a Marin-based activist and opponent of the toll hike, views the lack of tax support as one reason to reform how the bridge is managed.\u003c/p>\n\u003cp>“Marin has to man-up and find a different way to fund public transit,” said Deluxe. “It’s totally unsustainable. It’s not the Golden Fleece Bridge, it’s not the Cash Cow Bridge, and Marin County and San Francisco — the largest percentage of riders across the bridge are from those two counties – they’re not ATM machines.”\u003c/p>\n\u003cp>She drew comparisons to the \u003ca href=\"http://www.actransit.org/\" target=\"_blank\" rel=\"noopener\">Alameda-Contra Costa Transit District\u003c/a>. According to Deluxe, “Property tax is their biggest source of funding, 29 percent of their budget comes from property tax, county sales tax contributes 8 percent, the fare box another 17 percent. So it’s not rocket science — this is how other counties do it and we need to do it, too.”\u003c/p>\n\u003cp>\u003cstrong>5) The Bridge District Has Been Criticized for Overpaying Its Leaders\u003c/strong>\u003c/p>\n\u003cp>One of Deluxe’s other complaints against the bridge district is that it is top-heavy with too many managers, who earn too much money. And a user who identified himself by the name “JonMW72” left this comment on “Forum’s” website:\u003c/p>\n\u003cp>“The salaries of management are a bit outrageous if you look at the publicly available database. What is the deputy GM of the bridge doing making $176,000 a year? Deputy GM of the bus division makes $323,000 a year. A ‘paint superintendent’ makes $118,000 …”\u003c/p>\n\u003cp>Mulligan responded to the criticism by citing measures to control staff costs:\u003c/p>\n\u003cp>“We’ve taken a variety of steps to reduce the cost of staff, both those staff that are still here, through changes in medical coverage, contributions from employees, employees paying part of their pension, but also (by) reducing the number of employees. We have 25 percent fewer employees than we had a decade ago.”\u003c/p>\n\u003cp>\u003cstrong>6) Bridge Traffic Numbers Are Stalled\u003c/strong>\u003c/p>\n\u003cp>The district says that its costs are rising while bridge traffic and thus, toll revenue, is staying the same.\u003c/p>\n\u003cp>Again, \u003ca href=\"http://goldengate.org/news/TollIncreaseProposal2014.php\" target=\"_blank\" rel=\"noopener\">citing the district’s website\u003c/a>:\u003c/p>\n\u003cp>“Fuel for the buses and ferries and steel and paint for the bridge are more expensive today than in 2008 when tolls were last increased. At the same time, toll revenues have remained flat as traffic volumes have not grown.”\u003c/p>\n\u003cp>Mulligan mentioned on “Forum” that “ferry ridership is up 7 percent compared to a year earlier, and our regional bus service is up 3 percent.” He did not elaborate on how those increases are helping, if at all, to recover rising operating costs.\u003c/p>\n\u003cp>\u003cstrong>7) Improvements and Maintenance Projects Are Planned\u003c/strong>\u003c/p>\n\u003cp>A “Forum” listener asked Mulligan to explain what the public will get in return for the increased tolls. His response:\u003c/p>\n\u003cblockquote>\u003cp>“We have growing capital needs on the bridge. The bridge is 76 years old, and we also have growing capital needs on our 40-year-old bus and ferry facilities. So we have an array of projects coming up, and one of the most visible ones is later this year we’ll install a movable median barrier on the Golden Gate Bridge. Those things cost money.”\u003c/p>\u003c/blockquote>\n\u003cp>Mulligan also mentioned the district’s $75 million commitment to the Doyle Drive retrofit, as well as improving ramps and gangways on ferry terminals.\u003c/p>\n\u003cp>“We go to Washington, D.C., and we go to Sacramento to get other people’s money, but we need some toll dollars to match those. Over the next 10 years, our capital costs are anticipated to be $1.4 billion. And we anticipate we’ll need about $370 million of tolls to maximize the amount of federal and state grants we can get.”\u003c/p>\n\u003cp>\u003cstrong>8) Some People Want to Do Away with the Bridge District Altogether\u003c/strong>\u003c/p>\n\u003cp>“We really need to shift the conversation of the debate to restructuring, sunsetting, reorganizing — whatever word you want to use — the Golden Gate Bridge District,” said Deluxe. “It’s just not relevant anymore and it’s become an obstacle.”\u003c/p>\n\u003cp>“I would like to see the (\u003ca href=\"http://www.mtc.ca.gov/\">Metropolitan Transportation Commission\u003c/a>) really study this issue,” said Deluxe. “That’s where it needs to land — is have them do a serious study to see what it would take to restructure the bridge district — whether Caltrans runs the bridge — I mean the bridge makes money — or whether it remains a stand-alone special district if that still makes sense.”\u003c/p>\n\u003cp>“Marin has been trying to reform and get rid of the Golden Gate Bridge District since 1988, when we passed an advisory ordinance calling for a toll-increase moratorium until the 19-member board was at least appointed.”said Deluxe. “That passed by 72 percent.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cfigure id=\"attachment_125267\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS8546_57419577-lpr.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-125267\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS8546_57419577-lpr-640x423.jpg\" alt=\"Pedestrians in downtown San Francisco. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"423\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Pedestrians in downtown San Francisco. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco police are investigating the city’s third pedestrian fatality of 2014, an early-morning incident on Van Ness Avenue in which the driver allegedly tried to leave the scene.\u003c/p>\n\u003cp>Officer Gordon Shyy said police responded to a report of an accident near Van Ness and Pacific avenues at about 12:55 a.m. Wednesday. Officers found a person lying in the street, who was pronounced dead at the scene.\u003c/p>\n\u003cp>Witnesses pointed out the driver involved in the incident, a man who reportedly had begun to walk away down Pacific Avenue. The driver was detained and later charged with suspicion of felony vehicular manslaughter and felony hit-and-run.\u003c/p>\n\u003cp>The San Francisco Chronicle reports police are saying the driver’s speed appeared to be a factor in the crash, but that drugs and alcohol did not appear to play a role. The paper said that authorities identified him as Mageb Hussain, 27, of Emeryville, who was driving a silver 2009 Toyota from a rental agency. The Chron story also reported that he was cited twice for speeding and once for driving on a sidewalk in three separate incidents in March and April 2011.\u003c/p>\n\u003cp>The piece in the Chron added: “He later failed to make court appearances, records show, and his license was suspended in November of 2011 – an action that ended in October of last year. Hussain’s license is currently valid, the DMV said.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Police haven’t identified the victim in Wednesday’s incident.\u003c/p>\n\u003cp>The episode marks \u003ca href=\"http://ww2.kqed.org/news/2014/02/04/san-francisco-sfmta-backs-pedestrian-safety-plan\" target=\"_blank\" rel=\"noopener\">the third time in 2014 and the ninth since last Dec. 1\u003c/a> in which a motorist has struck and killed a pedestrian in the city. The Chronicle’s \u003ca href=\"http://www.sfgate.com/bayarea/article/Pedestrian-killed-on-Van-Ness-Avenue-5227666.php\" target=\"_blank\" rel=\"noopener\">summary of the two prior 2014 fatalities\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>The first one also happened on Van Ness, near Grove Street, when 38-year-old Antonio Cancino of San Francisco was struck and killed as he tried to run across the street Jan. 7. The driver in that incident remained at the scene and was not charged.\u003c/p>\n\u003cp>On Feb. 4, a 78-year-old man, Isaak Berenzon of San Francisco, was struck and killed as he tried to cross Sunset Boulevard at Yorba Street. The driver, 71-year-old Jenny Ching, was arrested on suspicion of misdemeanor vehicular manslaughter.\u003c/p>\u003c/blockquote>\n\u003cp>Mayor Ed Lee, members of the Board of Supervisors and the San Francisco Municipal Transportation Agency are promising action, including adoption of a “Vision Zero” plan that would aim to eliminate all traffic fatalities in the city by 2024. Pedestrian advocates have questioned whether the city has committed the funding they say would be necessary to make the streets safer.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>This post incorporates reporting from Bay City News.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_125267\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS8546_57419577-lpr.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-125267\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS8546_57419577-lpr-640x423.jpg\" alt=\"Pedestrians in downtown San Francisco. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"423\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Pedestrians in downtown San Francisco. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco police are investigating the city’s third pedestrian fatality of 2014, an early-morning incident on Van Ness Avenue in which the driver allegedly tried to leave the scene.\u003c/p>\n\u003cp>Officer Gordon Shyy said police responded to a report of an accident near Van Ness and Pacific avenues at about 12:55 a.m. Wednesday. Officers found a person lying in the street, who was pronounced dead at the scene.\u003c/p>\n\u003cp>Witnesses pointed out the driver involved in the incident, a man who reportedly had begun to walk away down Pacific Avenue. The driver was detained and later charged with suspicion of felony vehicular manslaughter and felony hit-and-run.\u003c/p>\n\u003cp>The San Francisco Chronicle reports police are saying the driver’s speed appeared to be a factor in the crash, but that drugs and alcohol did not appear to play a role. The paper said that authorities identified him as Mageb Hussain, 27, of Emeryville, who was driving a silver 2009 Toyota from a rental agency. The Chron story also reported that he was cited twice for speeding and once for driving on a sidewalk in three separate incidents in March and April 2011.\u003c/p>\n\u003cp>The piece in the Chron added: “He later failed to make court appearances, records show, and his license was suspended in November of 2011 – an action that ended in October of last year. Hussain’s license is currently valid, the DMV said.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Police haven’t identified the victim in Wednesday’s incident.\u003c/p>\n\u003cp>The episode marks \u003ca href=\"http://ww2.kqed.org/news/2014/02/04/san-francisco-sfmta-backs-pedestrian-safety-plan\" target=\"_blank\" rel=\"noopener\">the third time in 2014 and the ninth since last Dec. 1\u003c/a> in which a motorist has struck and killed a pedestrian in the city. The Chronicle’s \u003ca href=\"http://www.sfgate.com/bayarea/article/Pedestrian-killed-on-Van-Ness-Avenue-5227666.php\" target=\"_blank\" rel=\"noopener\">summary of the two prior 2014 fatalities\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>The first one also happened on Van Ness, near Grove Street, when 38-year-old Antonio Cancino of San Francisco was struck and killed as he tried to run across the street Jan. 7. The driver in that incident remained at the scene and was not charged.\u003c/p>\n\u003cp>On Feb. 4, a 78-year-old man, Isaak Berenzon of San Francisco, was struck and killed as he tried to cross Sunset Boulevard at Yorba Street. The driver, 71-year-old Jenny Ching, was arrested on suspicion of misdemeanor vehicular manslaughter.\u003c/p>\u003c/blockquote>\n\u003cp>Mayor Ed Lee, members of the Board of Supervisors and the San Francisco Municipal Transportation Agency are promising action, including adoption of a “Vision Zero” plan that would aim to eliminate all traffic fatalities in the city by 2024. Pedestrian advocates have questioned whether the city has committed the funding they say would be necessary to make the streets safer.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>This post incorporates reporting from Bay City News.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "behold-the-willie-l-brown-jr-bridge",
"title": "Behold the Willie L. Brown Jr. Bridge",
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"content": "\u003cp>\u003cstrong>By Dan Brekke and Bryan Goebel\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_126015\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-126015 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS8637_IMG_1261-640x426.jpg\" alt=\"Former San Francisco Mayor and California Assembly Speaker Willie Brown poses with the sign now bearing his name. (Mark Andrew Boyer / KQED)\" width=\"640\" height=\"426\">\u003cfigcaption class=\"wp-caption-text\">Former San Francisco Mayor and California Assembly Speaker Willie Brown poses with the sign now bearing his name. (Mark Andrew Boyer / KQED) \u003ccite>(Mark Andrew Boyer/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It’s official, kind of: In a ceremony today, the western span of the San Francisco-Oakland Bay Bridge was renamed after former Assembly Speaker and San Francisco Mayor Willie Brown. We say it’s “kind of” official not to detract from the solemnity of the occasion but to acknowledge that: 1) many locals still don’t like the idea; 2) very few people use the last “official” new name hung on the bridge (more on that in the post below); and, 3) can anyone really doubt the span should be named after Emperor Norton, the person who first proposed it?\u003c/p>\n\u003cp>However, Brown himself was proud of the honor.\u003c/p>\n\u003cp>“It is frankly an incredible achievement,” Brown told a crowd of more than 500 state and local officials during a ceremony on Treasure Island.\u003c/p>\n\u003cp>Around noon, two green bridge signs were placed on both sides of the western span.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“It’s really an honor for African-Americans and for the African-American community,” Brown told reporters before the ceremony. “There’s nothing in the nation except the King holiday that has the universality of this bridge in terms of its carrying the name of an African American, nothing even close.”\u003c/p>\n\u003cp>In September, the Legislature approved a resolution by Assemblyman Isadore Hall to rename the bridge despite opposition from Governor Jerry Brown.\u003c/p>\n\u003cp>Opponents said that under state rules, people must be dead before infrastructure projects are named after them.\u003c/p>\n\u003cp>Hall fired back at opponents, praising Brown’s legacy as a civil rights activist.\u003c/p>\n\u003cp>“We need not think of this as a bridge named after Willie Brown. Anyone who knows him knows that Willie Brown Jr. is the bridge that makes the ends connect,” Hall said. “Is he alive? Yes he is. Is he well and kicking? Yes he is. Is he deserving of this bridge? Yes, he is.”\u003c/p>\n\u003cp>Brown told reporters he wanted his case to serve as an example of how to thank people while they are still alive.\u003c/p>\n\u003cp>“To say `thank you’ after they’re dead is a little bizarre,” he said.\u003c/p>\n\u003cp>Asked by a reporter how he wanted to respond to his enemies, who might look down on this day, Brown said: “I don’t really have any enemies. You know, in my world of politics an enemy is potentially a friend, if you play ‘em right.”\u003c/p>\n\u003cp>Reporter: “What do you say to the naysayers who’ve been very critical, that you were the reason for the cost overruns, the delays…”\u003c/p>\n\u003cp>Brown: “No, that’s the wrong part of the bridge. My bridge doesn’t have any leaks.”\u003c/p>\n\u003cp>\u003cstrong>So how did the name come to be?\u003c/strong>\u003c/p>\n\u003cp>We’ve written about the naming before. It was accomplished last year through a legislative resolution that Gov. Jerry Brown, who did not like the idea, could not veto. Here’s some of \u003ca href=\"http://ww2.kqed.org/news/2013/09/13/bay-bridge-renamed-for-willie-brown\" target=\"_blank\" rel=\"noopener\">a September post\u003c/a> on the issue:\u003c/p>\n\u003cblockquote>\u003cp>Well, one San Franciscan \u003cem>loves \u003c/em>the renaming of the Bay Bridge’s western span for Willie Brown, former Assembly speaker, former mayor, newspaper pundit and best connected of lawyers.\u003c/p>\n\u003cp>After the state Senate passed \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140ACR65\">the renaming resolution\u003c/a> yesterday, reporters asked Brown if he was happy with the change. “You kidding me? You no longer can call me Willie. You’ve got to call me ‘The Bridge!’ ” He said just thinking about driving across the renamed bridge is “a wonderful experience,” but he added that naming the bridge after him will have a wider meaning.\u003c/p>\n\u003cp>“I think it will be a guidepost for lots of young people in the state of California,” Brown said. “After all, this is the only thing that any of us know of any real significance universal that’s named after a person of color. There is nothing else universal. There are schools, there are roadways, there are a whole lot of other things. But this is California, and to have an African American adorn any instrument in California for the first time in the history of this state is unusually significant.” \u003c/p>\n\u003caside class=\"pullquote alignleft\"> You no longer can call me Willie. You’ve got to call me ‘The Bridge!’ \u003c/aside>\n\u003cp>That’s Brown’s take, but so far, he doesn’t have a lot of company (outside of the legislators who hatched the plan) in cheering for the Willie Brown Bridge. Gov. Jerry Brown let the Legislature know earlier in the week he didn’t like the idea (though he couldn’t stop it since the renaming was a resolution, not a proposed law). The San Francisco Chronicle, which runs Willie Brown’s Sunday column, editorialized against it. Some members of the city’s Board of Supervisors, past and present, turned thumbs-down on the idea.\u003c/p>\n\u003cp>And if you think that’s just a bunch of local politicos and establishment types leveraging their collective envy or resentment against Willie Brown, check out KQED’s “Forum.” The show ran \u003ca href=\"www.kqed.org/a/forum/R201309120930\" target=\"_blank\" rel=\"noopener\">a half-hour segment\u003c/a> yesterday asking whether the bridge should be renamed for the former mayor. Virtually no one had a good word to say for the idea, and after the show, a show intern was busy policing some of the nastier comments that listeners had posted to the “Forum” site. ..\u003c/p>\n\u003cp>… Still unknown: Whether the renaming will ever take practical effect. Some are suggesting that Gov. Brown could somehow stop Caltrans from spending money to put up signs for Speaker/Mayor Brown on the bridge (it seems like you’d need an electron microscope to find that line item in the Caltrans budget). And some are actually taking action to stop the renaming from going forward.\u003c/p>\n\u003cp>San Francisco disability rights activist and good government advocate Bob Planthold has gone to court to keep the Bay Bridge the Bay Bridge. The suit (appended at the end of this post), which names the state and a host of legislative committees and individual lawmakers, essentially says the Legislature rammed through the renaming resolution against the will of local residents, violating their due process rights.\u003c/p>\n\u003cp>Planthold’s suit also notes the bridge has already been renamed once: in 1986, for Mayor James “Sunny Jim” Rolph (though weirdly, the lawsuit refers to the late mayor as “James ‘Sunny’ Rudolph”).\u003c/p>\n\u003cp>And the lawsuit brings up an alternative idea for renaming the bridge — one proposed a while back and which, ironically, is gaining new support because of the whole Willie Brown Bridge stink. “There is … an active effort to re-designate the Bay Bridge for Emperor Joshua Abraham Norton … widely credited as first conceiving of the Bay Bridge in a series of proclamations in 1872.”\u003c/p>\n\u003cp>Here’s more on that “active effort”: \u003ca href=\"https://www.change.org/petitions/re-name-the-bay-bridge-the-emperor-norton-bay-bridge\" target=\"_blank\" rel=\"noopener\">a Change.org petition\u003c/a> to the state. Several thousand people have signed up so far.\u003c/p>\u003c/blockquote>\n\u003cp>Here’s Planthold’s lawsuit:\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">\u003ca title=\"View Bob Planthold v. State of California et al., San Francisco, Jerry Brown, San Francisco-Oakland Bay Bridge on Scribd\" href=\"http://www.scribd.com/doc/167951607/Bob-Planthold-v-State-of-California-et-al-San-Francisco-Jerry-Brown-San-Francisco-Oakland-Bay-Bridge\">Bob Planthold v. State of California et al., San Francisco, Jerry Brown, San Francisco-Oakland Bay Bridge\u003c/a>\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" src=\"//www.scribd.com/embeds/167951607/content?start_page=1&view_mode=scroll&show_recommendations=true\" frameborder=\"0\" scrolling=\"no\" width=\"100%\" height=\"600\">\u003c/iframe>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>The Associated Press contributed to this report.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>By Dan Brekke and Bryan Goebel\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_126015\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-126015 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS8637_IMG_1261-640x426.jpg\" alt=\"Former San Francisco Mayor and California Assembly Speaker Willie Brown poses with the sign now bearing his name. (Mark Andrew Boyer / KQED)\" width=\"640\" height=\"426\">\u003cfigcaption class=\"wp-caption-text\">Former San Francisco Mayor and California Assembly Speaker Willie Brown poses with the sign now bearing his name. (Mark Andrew Boyer / KQED) \u003ccite>(Mark Andrew Boyer/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It’s official, kind of: In a ceremony today, the western span of the San Francisco-Oakland Bay Bridge was renamed after former Assembly Speaker and San Francisco Mayor Willie Brown. We say it’s “kind of” official not to detract from the solemnity of the occasion but to acknowledge that: 1) many locals still don’t like the idea; 2) very few people use the last “official” new name hung on the bridge (more on that in the post below); and, 3) can anyone really doubt the span should be named after Emperor Norton, the person who first proposed it?\u003c/p>\n\u003cp>However, Brown himself was proud of the honor.\u003c/p>\n\u003cp>“It is frankly an incredible achievement,” Brown told a crowd of more than 500 state and local officials during a ceremony on Treasure Island.\u003c/p>\n\u003cp>Around noon, two green bridge signs were placed on both sides of the western span.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s really an honor for African-Americans and for the African-American community,” Brown told reporters before the ceremony. “There’s nothing in the nation except the King holiday that has the universality of this bridge in terms of its carrying the name of an African American, nothing even close.”\u003c/p>\n\u003cp>In September, the Legislature approved a resolution by Assemblyman Isadore Hall to rename the bridge despite opposition from Governor Jerry Brown.\u003c/p>\n\u003cp>Opponents said that under state rules, people must be dead before infrastructure projects are named after them.\u003c/p>\n\u003cp>Hall fired back at opponents, praising Brown’s legacy as a civil rights activist.\u003c/p>\n\u003cp>“We need not think of this as a bridge named after Willie Brown. Anyone who knows him knows that Willie Brown Jr. is the bridge that makes the ends connect,” Hall said. “Is he alive? Yes he is. Is he well and kicking? Yes he is. Is he deserving of this bridge? Yes, he is.”\u003c/p>\n\u003cp>Brown told reporters he wanted his case to serve as an example of how to thank people while they are still alive.\u003c/p>\n\u003cp>“To say `thank you’ after they’re dead is a little bizarre,” he said.\u003c/p>\n\u003cp>Asked by a reporter how he wanted to respond to his enemies, who might look down on this day, Brown said: “I don’t really have any enemies. You know, in my world of politics an enemy is potentially a friend, if you play ‘em right.”\u003c/p>\n\u003cp>Reporter: “What do you say to the naysayers who’ve been very critical, that you were the reason for the cost overruns, the delays…”\u003c/p>\n\u003cp>Brown: “No, that’s the wrong part of the bridge. My bridge doesn’t have any leaks.”\u003c/p>\n\u003cp>\u003cstrong>So how did the name come to be?\u003c/strong>\u003c/p>\n\u003cp>We’ve written about the naming before. It was accomplished last year through a legislative resolution that Gov. Jerry Brown, who did not like the idea, could not veto. Here’s some of \u003ca href=\"http://ww2.kqed.org/news/2013/09/13/bay-bridge-renamed-for-willie-brown\" target=\"_blank\" rel=\"noopener\">a September post\u003c/a> on the issue:\u003c/p>\n\u003cblockquote>\u003cp>Well, one San Franciscan \u003cem>loves \u003c/em>the renaming of the Bay Bridge’s western span for Willie Brown, former Assembly speaker, former mayor, newspaper pundit and best connected of lawyers.\u003c/p>\n\u003cp>After the state Senate passed \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140ACR65\">the renaming resolution\u003c/a> yesterday, reporters asked Brown if he was happy with the change. “You kidding me? You no longer can call me Willie. You’ve got to call me ‘The Bridge!’ ” He said just thinking about driving across the renamed bridge is “a wonderful experience,” but he added that naming the bridge after him will have a wider meaning.\u003c/p>\n\u003cp>“I think it will be a guidepost for lots of young people in the state of California,” Brown said. “After all, this is the only thing that any of us know of any real significance universal that’s named after a person of color. There is nothing else universal. There are schools, there are roadways, there are a whole lot of other things. But this is California, and to have an African American adorn any instrument in California for the first time in the history of this state is unusually significant.” \u003c/p>\n\u003caside class=\"pullquote alignleft\"> You no longer can call me Willie. You’ve got to call me ‘The Bridge!’ \u003c/aside>\n\u003cp>That’s Brown’s take, but so far, he doesn’t have a lot of company (outside of the legislators who hatched the plan) in cheering for the Willie Brown Bridge. Gov. Jerry Brown let the Legislature know earlier in the week he didn’t like the idea (though he couldn’t stop it since the renaming was a resolution, not a proposed law). The San Francisco Chronicle, which runs Willie Brown’s Sunday column, editorialized against it. Some members of the city’s Board of Supervisors, past and present, turned thumbs-down on the idea.\u003c/p>\n\u003cp>And if you think that’s just a bunch of local politicos and establishment types leveraging their collective envy or resentment against Willie Brown, check out KQED’s “Forum.” The show ran \u003ca href=\"www.kqed.org/a/forum/R201309120930\" target=\"_blank\" rel=\"noopener\">a half-hour segment\u003c/a> yesterday asking whether the bridge should be renamed for the former mayor. Virtually no one had a good word to say for the idea, and after the show, a show intern was busy policing some of the nastier comments that listeners had posted to the “Forum” site. ..\u003c/p>\n\u003cp>… Still unknown: Whether the renaming will ever take practical effect. Some are suggesting that Gov. Brown could somehow stop Caltrans from spending money to put up signs for Speaker/Mayor Brown on the bridge (it seems like you’d need an electron microscope to find that line item in the Caltrans budget). And some are actually taking action to stop the renaming from going forward.\u003c/p>\n\u003cp>San Francisco disability rights activist and good government advocate Bob Planthold has gone to court to keep the Bay Bridge the Bay Bridge. The suit (appended at the end of this post), which names the state and a host of legislative committees and individual lawmakers, essentially says the Legislature rammed through the renaming resolution against the will of local residents, violating their due process rights.\u003c/p>\n\u003cp>Planthold’s suit also notes the bridge has already been renamed once: in 1986, for Mayor James “Sunny Jim” Rolph (though weirdly, the lawsuit refers to the late mayor as “James ‘Sunny’ Rudolph”).\u003c/p>\n\u003cp>And the lawsuit brings up an alternative idea for renaming the bridge — one proposed a while back and which, ironically, is gaining new support because of the whole Willie Brown Bridge stink. “There is … an active effort to re-designate the Bay Bridge for Emperor Joshua Abraham Norton … widely credited as first conceiving of the Bay Bridge in a series of proclamations in 1872.”\u003c/p>\n\u003cp>Here’s more on that “active effort”: \u003ca href=\"https://www.change.org/petitions/re-name-the-bay-bridge-the-emperor-norton-bay-bridge\" target=\"_blank\" rel=\"noopener\">a Change.org petition\u003c/a> to the state. Several thousand people have signed up so far.\u003c/p>\u003c/blockquote>\n\u003cp>Here’s Planthold’s lawsuit:\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">\u003ca title=\"View Bob Planthold v. State of California et al., San Francisco, Jerry Brown, San Francisco-Oakland Bay Bridge on Scribd\" href=\"http://www.scribd.com/doc/167951607/Bob-Planthold-v-State-of-California-et-al-San-Francisco-Jerry-Brown-San-Francisco-Oakland-Bay-Bridge\">Bob Planthold v. State of California et al., San Francisco, Jerry Brown, San Francisco-Oakland Bay Bridge\u003c/a>\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" src=\"//www.scribd.com/embeds/167951607/content?start_page=1&view_mode=scroll&show_recommendations=true\" frameborder=\"0\" scrolling=\"no\" width=\"100%\" height=\"600\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"radiolab": {
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"reveal": {
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},
"rightnowish": {
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"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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