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"content": "\u003cfigure id=\"attachment_119976\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/12/bart-640b.jpg\">\u003cimg class=\"size-full wp-image-119976\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/12/bart-640b.jpg\" alt=\"MacArthur BART station (Deborah Svoboda/KQED)\" width=\"640\" height=\"427\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">MacArthur BART station (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Eleven BART passengers had to be \u003ca href=\"http://ww2.kqed.org/news/2013/12/04/smoking-bart-train-halted-in-berkeley-hills-tunnel/\" target=\"_blank\">treated for medical problems\u003c/a> in Wednesday morning's incident in the Berkeley Hills Tunnel when a parking brake malfunctioned and filled some train cars with brake dust.\u003c/p>\n\u003cp>The incident is the latest in a string of recent problems for the transit agency, including a systemwide computer failure last month, and a train fire in October.\u003c/p>\n\u003cp>BART provides an average of over 400,000 rides daily, and in November that number was up to 415,000. But there's a marked change from the very favorable view that Bay Area residents had of the system back in April, said Michael Cabanatuan of the San Francisco Chronicle.\u003c/p>\n\u003cp>Cabanatuan wrote last week that \u003ca href=\"http://www.sfgate.com/default/article/BART-riders-grumble-over-lingering-uncertainty-5018166.php\" target=\"_blank\">BART riders are losing faith in the system\u003c/a>. He told KQED's Mina Kim they're disappointed and frustrated over BART's unpredictability.\u003c/p>\n\u003cp>\"In some ways it's like BART can be its own worst enemy. They deliver very reliable service – often as high as 96 percent of trains on time, one of the highest rates in the country,\" Cabanatuan said. \"But when there are times – for example, the two strikes, or the computer failure or even today's incident, where you just don't know if a train is going to show up – people start to lose faith even if it is a relatively small number of times or relatively few occurrences.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>A KTVU \u003ca href=\"http://www.ktvu.com/news/news/local-govt-politics/computer-glitch-disrupts-bart-service-adds-woes-tr/nb25r/\">story\u003c/a> last week quoted BART riders about the system's ongoing issues:\u003c/p>\n\u003cblockquote>\u003cp>Given all of BART's labor, technical and public relation problems, many passengers have become cynical about BART.\u003c/p>\n\u003cp>\"I get up extra early because you don't know with BART what's gonna happen. Don't know. Escalators either running, elevators don't run. I mean now, a computer glitch,\" said stranded rider Cynthia Yarbor.\u003c/p>\n\u003cp>\"It's just a big problem. If it's not one thing it's another,\" said rider Michael Paris.\u003c/p>\u003c/blockquote>\n\u003cp>Another \u003ca href=\"http://www.sfgate.com/bayarea/article/BART-strike-over-but-fallout-could-spill-over-4924286.php\">report\u003c/a> in the San Francisco Chronicle that ran in late October after labor and management came to an agreement said political observers think many commuters will not forget their overall frustration with both sides in the dispute, and that frustration could spill over into wider political issues:\u003c/p>\n\u003cblockquote>\u003cp>Those issues could range from policies directly related to BART — such as proposals to ban transit worker strikes, or future tax measures to improve the agency's infrastructure — to ones more generally tied to public employees, such as the burgeoning support for a statewide ballot measure to curb pension benefits.\u003c/p>\n\u003cp>\"There's disgust with both sides — people want government to work, they want infrastructure to work, and in the Bay Area, when strikes happen, people are immobilized,\" said Barbara O'Connor, professor emeritus of political science at Cal State Sacramento.\u003c/p>\u003c/blockquote>\n\u003cp>Cabanatuan agrees that a potentially serious issue for BART may come when the transit system tries to raise money through the ballot to modernize its stations and systems.\u003c/p>\n\u003cp>\"A lot of the routine maintenance, including modernizing stations and doing general repairs and that sort of thing, are going to require them to go to the ballot and either ask for some kind of a bond measure, which would raise property taxes or a sales tax measure, and the less favorably the public looks at BART, the less likely it is they're going to be able to get the majorities they need to pass that,\" Cabanatuan said.\u003c/p>\n\u003cp>What can BART do to win back its riders and the larger public? KTVU's story quoted advice to BART from public relations strategist Sam Singer, who spent two decades consulting for the transit agency before his contract ended earlier this year. \"BART has to push the reset button on its communications,\" said Singer. \"They’ve got to not make any more errors and they've got to communicate even more with the public to overcome what's going on now.\"\u003c/p>\n\u003cp>Listen to Mina Kim's conversation with Michael Cabanatuan here.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ciframe src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/123295761&color=ff6600&auto_play=false&show_artwork=true\" frameborder=\"no\" scrolling=\"no\" width=\"100%\" height=\"166\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_119976\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/12/bart-640b.jpg\">\u003cimg class=\"size-full wp-image-119976\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/12/bart-640b.jpg\" alt=\"MacArthur BART station (Deborah Svoboda/KQED)\" width=\"640\" height=\"427\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">MacArthur BART station (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Eleven BART passengers had to be \u003ca href=\"http://ww2.kqed.org/news/2013/12/04/smoking-bart-train-halted-in-berkeley-hills-tunnel/\" target=\"_blank\">treated for medical problems\u003c/a> in Wednesday morning's incident in the Berkeley Hills Tunnel when a parking brake malfunctioned and filled some train cars with brake dust.\u003c/p>\n\u003cp>The incident is the latest in a string of recent problems for the transit agency, including a systemwide computer failure last month, and a train fire in October.\u003c/p>\n\u003cp>BART provides an average of over 400,000 rides daily, and in November that number was up to 415,000. But there's a marked change from the very favorable view that Bay Area residents had of the system back in April, said Michael Cabanatuan of the San Francisco Chronicle.\u003c/p>\n\u003cp>Cabanatuan wrote last week that \u003ca href=\"http://www.sfgate.com/default/article/BART-riders-grumble-over-lingering-uncertainty-5018166.php\" target=\"_blank\">BART riders are losing faith in the system\u003c/a>. He told KQED's Mina Kim they're disappointed and frustrated over BART's unpredictability.\u003c/p>\n\u003cp>\"In some ways it's like BART can be its own worst enemy. They deliver very reliable service – often as high as 96 percent of trains on time, one of the highest rates in the country,\" Cabanatuan said. \"But when there are times – for example, the two strikes, or the computer failure or even today's incident, where you just don't know if a train is going to show up – people start to lose faith even if it is a relatively small number of times or relatively few occurrences.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>A KTVU \u003ca href=\"http://www.ktvu.com/news/news/local-govt-politics/computer-glitch-disrupts-bart-service-adds-woes-tr/nb25r/\">story\u003c/a> last week quoted BART riders about the system's ongoing issues:\u003c/p>\n\u003cblockquote>\u003cp>Given all of BART's labor, technical and public relation problems, many passengers have become cynical about BART.\u003c/p>\n\u003cp>\"I get up extra early because you don't know with BART what's gonna happen. Don't know. Escalators either running, elevators don't run. I mean now, a computer glitch,\" said stranded rider Cynthia Yarbor.\u003c/p>\n\u003cp>\"It's just a big problem. If it's not one thing it's another,\" said rider Michael Paris.\u003c/p>\u003c/blockquote>\n\u003cp>Another \u003ca href=\"http://www.sfgate.com/bayarea/article/BART-strike-over-but-fallout-could-spill-over-4924286.php\">report\u003c/a> in the San Francisco Chronicle that ran in late October after labor and management came to an agreement said political observers think many commuters will not forget their overall frustration with both sides in the dispute, and that frustration could spill over into wider political issues:\u003c/p>\n\u003cblockquote>\u003cp>Those issues could range from policies directly related to BART — such as proposals to ban transit worker strikes, or future tax measures to improve the agency's infrastructure — to ones more generally tied to public employees, such as the burgeoning support for a statewide ballot measure to curb pension benefits.\u003c/p>\n\u003cp>\"There's disgust with both sides — people want government to work, they want infrastructure to work, and in the Bay Area, when strikes happen, people are immobilized,\" said Barbara O'Connor, professor emeritus of political science at Cal State Sacramento.\u003c/p>\u003c/blockquote>\n\u003cp>Cabanatuan agrees that a potentially serious issue for BART may come when the transit system tries to raise money through the ballot to modernize its stations and systems.\u003c/p>\n\u003cp>\"A lot of the routine maintenance, including modernizing stations and doing general repairs and that sort of thing, are going to require them to go to the ballot and either ask for some kind of a bond measure, which would raise property taxes or a sales tax measure, and the less favorably the public looks at BART, the less likely it is they're going to be able to get the majorities they need to pass that,\" Cabanatuan said.\u003c/p>\n\u003cp>What can BART do to win back its riders and the larger public? KTVU's story quoted advice to BART from public relations strategist Sam Singer, who spent two decades consulting for the transit agency before his contract ended earlier this year. \"BART has to push the reset button on its communications,\" said Singer. \"They’ve got to not make any more errors and they've got to communicate even more with the public to overcome what's going on now.\"\u003c/p>\n\u003cp>Listen to Mina Kim's conversation with Michael Cabanatuan here.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ciframe src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/123295761&color=ff6600&auto_play=false&show_artwork=true\" frameborder=\"no\" scrolling=\"no\" width=\"100%\" height=\"166\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "bart-unions-taking-agency-to-court-over-contract-dispute",
"title": "BART Contract Update: Unions Sue Over Family Leave, Safety Issues",
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"content": "\u003cfigure id=\"attachment_115005\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/10/13/bart-strike-deadline-update-sunday/justin-sullivangetty-imagesrs7013_175333538-hpf/\" rel=\"attachment wp-att-115005\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-115005\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/10/justin-sullivangetty-imagesRS7013_175333538-hpf.jpg\" alt=\"A BART train pulls out of Oakland's Rockridge station. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"428\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART train pulls out of Oakland’s Rockridge station. (Justin Sullivan/Getty Images) \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 1:15 p.m.:\u003c/strong> The lawsuit filed by BART unions this morning, originally described as a challenge to the district board’s rejection of a family-leave provision in their new contract, actually goes much further. \u003c/p>\n\u003cp>\u003ca href=\"http://www.scribd.com/doc/189028960/BART-Union-Lawsuit\" target=\"_blank\" rel=\"noopener\">The suit\u003c/a> (embedded at the end of this post) names the agency and all nine members of its board of directors and accuses them of bad faith bargaining on a wide variety of health, welfare and safety issues. The complaint says the district’s refusal to approve the contract in its entirety violates state law. \u003c/p>\n\u003cp>BART maintains that a family-leave clause in the contract, which would grant workers paid leave for up to six weeks to attend to family health emergencies, was mistakenly included in the deal signed by the district and ratified last month by both SEIU Local 1021 and Amalgamated Transit Union Local 1555. \u003c/p>\n\u003cp>\u003ca href=\"http://www.bart.gov/news/articles/2013/news20131203\" target=\"_blank\" rel=\"noopener\">In a statement\u003c/a>, BART spokesperson Alicia Trost criticized the suit and called on union leaders to resubmit the contracts, minus the disputed leave provision, for new ratification votes:\u003c/p>\n\u003cblockquote>\u003cp>This unnecessary action will only delay resolution to BART’s labor contract. A lawsuit is not needed to correct a mistake. When mistakes are made in contract negotiations they are corrected administratively by the parties, acting in good faith. Fortunately this mistake was caught in time before the mistaken language was brought before the District’s Board for ratification. \u003c/p>\n\u003cp>For the sake of BART’s riders, union leadership should allow workers to vote on the corrected agreement so BART can move forward with a renewed focus on providing safe, reliable and convenient transportation under a fair labor contract.\u003c/p>\u003c/blockquote>\n\u003cp>But the unions’ lawsuit accuses the agency of refusing to bargain on safety issues throughout negotiations earlier this year. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Among a long list of union allegations in the suit:\u003c/p>\n\u003cul>\n\u003cli>BART management refused to negotiate union proposals for improved worker safety at BART facilities amid a documented increase in assaults on station agents and other workers. The district is also accused of refusing to bargain over safety measures the unions want for other employees.\n\u003c/li>\n\u003cli>BART management unilaterally implemented changes in workers’ compensation procedures and plans further changes that will limit workers’ comp benefits without consulting the unions. \u003c/li>\n\u003cli>Management withheld financial information that it was required to furnish during contract negotiations. One of the items the unions wanted: details on how much the district paid for its preparations to train management employees to operate train. The unions also have sought detailed invoices for the services of Thomas Hock, the district’s chief negotiator.\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>Original post:\u003c/strong> BART’s unions say they’ll file a lawsuit against the transit agency over a disputed family-leave provision in their newly negotiated contract.\u003c/p>\n\u003cp>Officials from SEIU Local 1021 and Amalgamated Transit Union Local 1555 will appear with their attorneys at the Alameda County Courthouse this morning as they file the suit. The unions are challenging a decision by the BART Board of Directors last month to approve the new contract but exclude the contested leave provision. The transit district insists it didn’t agree to the provision, which would grant workers six weeks of paid family leave, and that it was included in the final agreement by mistake. The previous union contract granted family leave only after workers had used up all their sick leave and vacation time. \u003c/p>\n\u003cp>BART says it discovered the change, which had been signed by the agency’s chief negotiator and senior district officials, only after the unions had ratified the contract.\u003c/p>\n\u003cp>In its 8-1 vote on Nov. 21, the BART board directed General Manager Grace Crunican to reopen talks with the unions to resolve the conflict. The unions, which struck for four days in both July and October, have demanded the clause remain in the contract and condemned the board’s vote as “illegitimate” and “unlawful.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" class=\"scribd_iframe_embed\" src=\"//www.scribd.com/embeds/189028960/content?start_page=1&view_mode=scroll&show_recommendations=true\" scrolling=\"no\" id=\"doc_31937\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_115005\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/10/13/bart-strike-deadline-update-sunday/justin-sullivangetty-imagesrs7013_175333538-hpf/\" rel=\"attachment wp-att-115005\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-115005\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/10/justin-sullivangetty-imagesRS7013_175333538-hpf.jpg\" alt=\"A BART train pulls out of Oakland's Rockridge station. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"428\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART train pulls out of Oakland’s Rockridge station. (Justin Sullivan/Getty Images) \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 1:15 p.m.:\u003c/strong> The lawsuit filed by BART unions this morning, originally described as a challenge to the district board’s rejection of a family-leave provision in their new contract, actually goes much further. \u003c/p>\n\u003cp>\u003ca href=\"http://www.scribd.com/doc/189028960/BART-Union-Lawsuit\" target=\"_blank\" rel=\"noopener\">The suit\u003c/a> (embedded at the end of this post) names the agency and all nine members of its board of directors and accuses them of bad faith bargaining on a wide variety of health, welfare and safety issues. The complaint says the district’s refusal to approve the contract in its entirety violates state law. \u003c/p>\n\u003cp>BART maintains that a family-leave clause in the contract, which would grant workers paid leave for up to six weeks to attend to family health emergencies, was mistakenly included in the deal signed by the district and ratified last month by both SEIU Local 1021 and Amalgamated Transit Union Local 1555. \u003c/p>\n\u003cp>\u003ca href=\"http://www.bart.gov/news/articles/2013/news20131203\" target=\"_blank\" rel=\"noopener\">In a statement\u003c/a>, BART spokesperson Alicia Trost criticized the suit and called on union leaders to resubmit the contracts, minus the disputed leave provision, for new ratification votes:\u003c/p>\n\u003cblockquote>\u003cp>This unnecessary action will only delay resolution to BART’s labor contract. A lawsuit is not needed to correct a mistake. When mistakes are made in contract negotiations they are corrected administratively by the parties, acting in good faith. Fortunately this mistake was caught in time before the mistaken language was brought before the District’s Board for ratification. \u003c/p>\n\u003cp>For the sake of BART’s riders, union leadership should allow workers to vote on the corrected agreement so BART can move forward with a renewed focus on providing safe, reliable and convenient transportation under a fair labor contract.\u003c/p>\u003c/blockquote>\n\u003cp>But the unions’ lawsuit accuses the agency of refusing to bargain on safety issues throughout negotiations earlier this year. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Among a long list of union allegations in the suit:\u003c/p>\n\u003cul>\n\u003cli>BART management refused to negotiate union proposals for improved worker safety at BART facilities amid a documented increase in assaults on station agents and other workers. The district is also accused of refusing to bargain over safety measures the unions want for other employees.\n\u003c/li>\n\u003cli>BART management unilaterally implemented changes in workers’ compensation procedures and plans further changes that will limit workers’ comp benefits without consulting the unions. \u003c/li>\n\u003cli>Management withheld financial information that it was required to furnish during contract negotiations. One of the items the unions wanted: details on how much the district paid for its preparations to train management employees to operate train. The unions also have sought detailed invoices for the services of Thomas Hock, the district’s chief negotiator.\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>Original post:\u003c/strong> BART’s unions say they’ll file a lawsuit against the transit agency over a disputed family-leave provision in their newly negotiated contract.\u003c/p>\n\u003cp>Officials from SEIU Local 1021 and Amalgamated Transit Union Local 1555 will appear with their attorneys at the Alameda County Courthouse this morning as they file the suit. The unions are challenging a decision by the BART Board of Directors last month to approve the new contract but exclude the contested leave provision. The transit district insists it didn’t agree to the provision, which would grant workers six weeks of paid family leave, and that it was included in the final agreement by mistake. The previous union contract granted family leave only after workers had used up all their sick leave and vacation time. \u003c/p>\n\u003cp>BART says it discovered the change, which had been signed by the agency’s chief negotiator and senior district officials, only after the unions had ratified the contract.\u003c/p>\n\u003cp>In its 8-1 vote on Nov. 21, the BART board directed General Manager Grace Crunican to reopen talks with the unions to resolve the conflict. The unions, which struck for four days in both July and October, have demanded the clause remain in the contract and condemned the board’s vote as “illegitimate” and “unlawful.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" class=\"scribd_iframe_embed\" src=\"//www.scribd.com/embeds/189028960/content?start_page=1&view_mode=scroll&show_recommendations=true\" scrolling=\"no\" id=\"doc_31937\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_118632\" class=\"wp-caption alignright\" style=\"max-width: 442px\">\u003ca href=\"http://ww2.kqed.org/news/2013/11/15/listeners-weigh-in-gentricication-is-_____________/attachment/93075709/\" rel=\"attachment wp-att-118632\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-118632 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/11/93075709.jpg\" alt=\"Thinkstock Image\" width=\"442\" height=\"386\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Thinkstock Image\u003c/figcaption>\u003c/figure>\n\u003cp>In nearly every \u003ca href=\"http://www.kqed.org/radio/programs/forum/\" target=\"_blank\" rel=\"noopener\">Forum\u003c/a> show on \u003ca href=\"http://ww2.kqed.org/news/series/priced-out/\" target=\"_blank\" rel=\"noopener\">Priced Out\u003c/a>, KQED’s series on affordable housing in the Bay Area, many listeners and commenters opine, to paraphrase, “Build Baby Build.” That is to say, San Francisco simply needs to accept its popularity and booming economy and build more housing.\u003c/p>\n\u003cp>So Forum decided to take up the question, “\u003ca href=\"http://www.kqed.org/a/forum/R201311251000\" target=\"_blank\" rel=\"noopener\">Can the Bay Area build its way out of a lack of affordable housing?\u003c/a>” The answer, to paraphrase again, is “It’s complicated.”\u003c/p>\n\u003cp>While Forum guests agreed that building needs to be part of the solution, they also agreed that creating housing is a complex problem, requiring a multi-pronged, nuanced approach.\u003c/p>\n\u003cp>If you’re a person who enjoys listening, the full Forum show is online \u003ca href=\"http://www.kqed.org/a/forum/R201311251000\" target=\"_blank\" rel=\"noopener\">here\u003c/a>. But if you’re short on time and just want the highlights, this post’s for you:\u003c/p>\n\u003cp>\u003cstrong>1.Work backwards\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>There are so many places for a new housing development to start — a plot of land, a vacant building, heck, just the need for housing itself is a starting point. But according to Peter Cohen, co-director of the \u003ca href=\"http://www.sfccho.org/\">Council of Community Housing Organization\u003c/a>, the best way to ensure affordable housing is to first consider who will live in a given building, and then take the steps necessary to achieve housing for that population. \u003cspan style=\"color: #000000\">If Bay Area officials are serious about providing housing for the middle class, they need to start with that in mind.\u003c/span>\u003c/p>\n\u003cp>“Affordable housing is typically built for a very specific income-level of household and also for a particular population. Maybe it’s built for seniors, maybe it’s for families, and maybe it’s for transitional-age youth. So the calculation at the front – of how much those rents or those ownership prices will be — is already known, and then that works backwards into operating costs and construction costs, and the subsidy is calculated from there. But it’s very intentional about who we are building for.”\u003c/p>\n\u003cp>\u003cstrong>2. Prioritize regional solutions \u003c/strong>\u003c/p>\n\u003cp>Too often San Francisco gets all the attention. But unfortunately a lack of middle-class-friendly housing is not unique to San Francisco, and the solution won’t be found within its 49 square miles.\u003c/p>\n\u003cp>“The rest of the region has not done its share,” said Gabriel Metcalf, executive director of \u003ca href=\"http://www.spur.org/\">SPUR\u003c/a>, a San Francisco-based urban planning organization. “It has not either permitted enough affordable housing or simply has not created walkable places. So the pressure on San Francisco is all the greater. We need help from the rest of the region to solve this.”\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘That’s the problem – the places where it’s good to build a lot of new housing for the regional growth is also where you have the greatest degree of gentrification.’\u003c/aside>\n\u003cp>Cohen points out that some regional planning does take place, specifically at the hands of the \u003ca href=\"http://www.abag.ca.gov/planning/housingneeds/\" target=\"_blank\" rel=\"noopener\">Association of Bay Area Governments\u003c/a>.\u003c/p>\n\u003cp>“The state on a regular basis, every 5 to 7 years, comes up with some calculations of projected housing needs based on the growing workforce in every part of the state of California,” said Cohen. “The Bay Area gets what is called a ‘\u003ca href=\"http://www.abag.ca.gov/planning/housingneeds/index.html\" target=\"_blank\" rel=\"noopener\">Regional Housing Needs Allocation\u003c/a>.’ Those, in turn, are distributed to each county and city as their share of the housing production that they need to produce over the next 5 to 7 years. And that’s broken down by affordability level. San Francisco has its share, Burlingame has its share, Concord has its share. The crisis we’re in on a regional level is not a whole lot different from San Francisco, except the factors are different. We are dramatically underproducing low-income housing and middle-income housing across the region, and from a numbers standpoint, overproducing market-rate housing. So there is a structural problem with the market relative to need.”\u003c/p>\n\u003cp>But often, despite a region’s good intentions, \u003ca href=\"http://www.contracostatimes.com/contracostatimes/ci_24562439/lafayette-mayor-homeowners-debate-growth-at-state-city\" target=\"_blank\" rel=\"noopener\">local officials have a hard time getting their communities on board\u003c/a> with such plans. And that brings us to our next point.\u003c/p>\n\u003cp>\u003cstrong>3. Drop the NIMBY-ism\u003c/strong>\u003c/p>\n\u003cp>“[NIMBY-ism] is probably the biggest problem we face,” said Karen Chapple, associate director of the \u003ca href=\"http://iurd.berkeley.edu/\">Institute for Urban and Regional Development\u003c/a> at UC Berkeley. “We don’t have an easy solution. I think it’s changing over time as people see that their own kids can’t live in their cities. Eventually they come to their senses, but they’re still going to fight the apartment building on their block.”\u003c/p>\n\u003cp>\u003cstrong>4. Consider public transportation when planning and pricing\u003c/strong>\u003c/p>\n\u003cp>In an October \u003ca href=\"http://www.kqed.org/a/forum/R201310311000\" target=\"_blank\" rel=\"noopener\">discussion on the state of the Bay Area real estate market\u003c/a>, Carolyn Said, who covers economics and real estate for the San Francisco Chronicle, made the point that Solano County is a great place to live if you can work an off-schedule or work from home. In other words, if you don’t have to commute. Some of the least affordable (or should we say “less expensive”) areas in the Bay Area remain that way because a lack of transit infrastructure makes them less appealing.\u003c/p>\n\u003cp>According to Chapple, public transit needs to be part of the affordable housing discussion.\u003c/p>\n\u003cp>“Our cost of housing is not just how much we pay for rent and utilities, or mortgage and utilities,” said Chapple. “It’s also location, and how much that is costing us. How efficient is the location?\u003c/p>\n\u003cp>“We need to think of transportation costs as part of this overall affordability question, which is where the regional issue becomes so salient… \u003cspan style=\"color: #000000\">We think we’re adding affordability out in Antioch, but in reality, we’re actually adding more transportation costs.\u003c/span>\u003c/p>\n\u003cp>“We need to be very strategic in thinking about where we’re going to put this housing,” Chapple continued. “So let’s look at our corridors, because that’s where there isn’t that much community objection. Let’s look at El Camino Real, let’s look at San Pablo Avenue, let’s look at Telegraph Avenue, and let’s incentivize building on these corridors.”\u003c/p>\n\u003cp>But Peter Cohen warns that vulnerable populations often live along those transportation corridors and he cites concerns with \u003ca href=\"http://onebayarea.org/regional-initiatives/plan-bay-area.html\" target=\"_blank\" rel=\"noopener\">Plan Bay Area\u003c/a>, a regional transportation and housing plan aimed at accommodating growth while reducing greenhouse gas emissions.\u003c/p>\n\u003cp>“\u003ca href=\"http://www.kqed.org/a/forum/R201307220900\" target=\"_blank\" rel=\"noopener\">Plan Bay Area\u003c/a> is essentially a growth vision for all the population of the region over the next 20 years or so, and 75 percent of it goes into those El Camino Real corridors or those urbanized neighborhoods,” said Cohen. “Which, from a land use standpoint and an urbanism standpoint, is good. … [But] if you overlay that with where there are communities that are actually vulnerable for displacement – gentrification displacement – it’s a very close match. That’s the problem – the places where it’s good to build a lot of new housing for the regional growth is also where you have the greatest degree of gentrification.”\u003c/p>\n\u003cp>\u003cstrong>5. Show affordable housing the money\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Cohen also goes on to criticize Plan Bay Area for its lack of monetary teeth:\u003c/p>\n\u003cp>“There’s no funding source for the affordable housing that’s necessary to make that kind of vision work,” he said. “It’s just basically a numerical game plan and then the market builds. But the market only builds for a segment of that need and without the money, what you have is a recipe for displacement.”\u003c/p>\n\u003cp>Just how much does it cost to build affordable or subsidized housing? A lot.\u003c/p>\n\u003cp>“It probably costs, depending on who you’re building for, a few hundred thousand dollars in subsidies per unit,” said Gabriel Metcalf. “And maybe a third of that [comes from local sources]. So call it a $100,000 in subsidy, locally, per unit. You can kind of multiply that by how many people you want to help, and you can help thousands of people, but there will still be hundreds of thousands of people who are not going to get one of those units.”\u003c/p>\n\u003cp>\u003cstrong>6. Think beyond the single-family unit\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>“We did a study on the East Bay of the potential for building in-law units, and compared it to the potential for building multi-family buildings, and we found that about half of our in-field developments should be coming from in-law units,” said Karen Chapple. “In many of our larger lots it’s very hard to assemble, it’s very expensive. It can cost one quarter the amount to build an in-law unit in the back of a single-family home. That said, it does need to be price controlled.”\u003c/p>\n\u003cp>San Francisco city officials are starting to recognize the role that secondary units can play in easing the housing crunch. San Francisco Supervisor Scott Wiener has \u003ca href=\"http://www.ebar.com/news/article.php?sec=news&article=69198\" target=\"_blank\" rel=\"noopener\">proposed allowing in-law units to be built in his district\u003c/a> and Board of Supervisor President David Chiu introduced legislation that would \u003ca href=\"http://www.sfgate.com/bayarea/article/S-F-in-law-proposal-would-make-units-legal-5011267.php\" target=\"_blank\" rel=\"noopener\">legalize existing secondary units\u003c/a> that were built illegally.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>What do you think Bay Area officials should do to increase the amount of affordable housing in the region? We welcome your suggestions in the comments below.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_118632\" class=\"wp-caption alignright\" style=\"max-width: 442px\">\u003ca href=\"http://ww2.kqed.org/news/2013/11/15/listeners-weigh-in-gentricication-is-_____________/attachment/93075709/\" rel=\"attachment wp-att-118632\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-118632 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/11/93075709.jpg\" alt=\"Thinkstock Image\" width=\"442\" height=\"386\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Thinkstock Image\u003c/figcaption>\u003c/figure>\n\u003cp>In nearly every \u003ca href=\"http://www.kqed.org/radio/programs/forum/\" target=\"_blank\" rel=\"noopener\">Forum\u003c/a> show on \u003ca href=\"http://ww2.kqed.org/news/series/priced-out/\" target=\"_blank\" rel=\"noopener\">Priced Out\u003c/a>, KQED’s series on affordable housing in the Bay Area, many listeners and commenters opine, to paraphrase, “Build Baby Build.” That is to say, San Francisco simply needs to accept its popularity and booming economy and build more housing.\u003c/p>\n\u003cp>So Forum decided to take up the question, “\u003ca href=\"http://www.kqed.org/a/forum/R201311251000\" target=\"_blank\" rel=\"noopener\">Can the Bay Area build its way out of a lack of affordable housing?\u003c/a>” The answer, to paraphrase again, is “It’s complicated.”\u003c/p>\n\u003cp>While Forum guests agreed that building needs to be part of the solution, they also agreed that creating housing is a complex problem, requiring a multi-pronged, nuanced approach.\u003c/p>\n\u003cp>If you’re a person who enjoys listening, the full Forum show is online \u003ca href=\"http://www.kqed.org/a/forum/R201311251000\" target=\"_blank\" rel=\"noopener\">here\u003c/a>. But if you’re short on time and just want the highlights, this post’s for you:\u003c/p>\n\u003cp>\u003cstrong>1.Work backwards\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>There are so many places for a new housing development to start — a plot of land, a vacant building, heck, just the need for housing itself is a starting point. But according to Peter Cohen, co-director of the \u003ca href=\"http://www.sfccho.org/\">Council of Community Housing Organization\u003c/a>, the best way to ensure affordable housing is to first consider who will live in a given building, and then take the steps necessary to achieve housing for that population. \u003cspan style=\"color: #000000\">If Bay Area officials are serious about providing housing for the middle class, they need to start with that in mind.\u003c/span>\u003c/p>\n\u003cp>“Affordable housing is typically built for a very specific income-level of household and also for a particular population. Maybe it’s built for seniors, maybe it’s for families, and maybe it’s for transitional-age youth. So the calculation at the front – of how much those rents or those ownership prices will be — is already known, and then that works backwards into operating costs and construction costs, and the subsidy is calculated from there. But it’s very intentional about who we are building for.”\u003c/p>\n\u003cp>\u003cstrong>2. Prioritize regional solutions \u003c/strong>\u003c/p>\n\u003cp>Too often San Francisco gets all the attention. But unfortunately a lack of middle-class-friendly housing is not unique to San Francisco, and the solution won’t be found within its 49 square miles.\u003c/p>\n\u003cp>“The rest of the region has not done its share,” said Gabriel Metcalf, executive director of \u003ca href=\"http://www.spur.org/\">SPUR\u003c/a>, a San Francisco-based urban planning organization. “It has not either permitted enough affordable housing or simply has not created walkable places. So the pressure on San Francisco is all the greater. We need help from the rest of the region to solve this.”\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘That’s the problem – the places where it’s good to build a lot of new housing for the regional growth is also where you have the greatest degree of gentrification.’\u003c/aside>\n\u003cp>Cohen points out that some regional planning does take place, specifically at the hands of the \u003ca href=\"http://www.abag.ca.gov/planning/housingneeds/\" target=\"_blank\" rel=\"noopener\">Association of Bay Area Governments\u003c/a>.\u003c/p>\n\u003cp>“The state on a regular basis, every 5 to 7 years, comes up with some calculations of projected housing needs based on the growing workforce in every part of the state of California,” said Cohen. “The Bay Area gets what is called a ‘\u003ca href=\"http://www.abag.ca.gov/planning/housingneeds/index.html\" target=\"_blank\" rel=\"noopener\">Regional Housing Needs Allocation\u003c/a>.’ Those, in turn, are distributed to each county and city as their share of the housing production that they need to produce over the next 5 to 7 years. And that’s broken down by affordability level. San Francisco has its share, Burlingame has its share, Concord has its share. The crisis we’re in on a regional level is not a whole lot different from San Francisco, except the factors are different. We are dramatically underproducing low-income housing and middle-income housing across the region, and from a numbers standpoint, overproducing market-rate housing. So there is a structural problem with the market relative to need.”\u003c/p>\n\u003cp>But often, despite a region’s good intentions, \u003ca href=\"http://www.contracostatimes.com/contracostatimes/ci_24562439/lafayette-mayor-homeowners-debate-growth-at-state-city\" target=\"_blank\" rel=\"noopener\">local officials have a hard time getting their communities on board\u003c/a> with such plans. And that brings us to our next point.\u003c/p>\n\u003cp>\u003cstrong>3. Drop the NIMBY-ism\u003c/strong>\u003c/p>\n\u003cp>“[NIMBY-ism] is probably the biggest problem we face,” said Karen Chapple, associate director of the \u003ca href=\"http://iurd.berkeley.edu/\">Institute for Urban and Regional Development\u003c/a> at UC Berkeley. “We don’t have an easy solution. I think it’s changing over time as people see that their own kids can’t live in their cities. Eventually they come to their senses, but they’re still going to fight the apartment building on their block.”\u003c/p>\n\u003cp>\u003cstrong>4. Consider public transportation when planning and pricing\u003c/strong>\u003c/p>\n\u003cp>In an October \u003ca href=\"http://www.kqed.org/a/forum/R201310311000\" target=\"_blank\" rel=\"noopener\">discussion on the state of the Bay Area real estate market\u003c/a>, Carolyn Said, who covers economics and real estate for the San Francisco Chronicle, made the point that Solano County is a great place to live if you can work an off-schedule or work from home. In other words, if you don’t have to commute. Some of the least affordable (or should we say “less expensive”) areas in the Bay Area remain that way because a lack of transit infrastructure makes them less appealing.\u003c/p>\n\u003cp>According to Chapple, public transit needs to be part of the affordable housing discussion.\u003c/p>\n\u003cp>“Our cost of housing is not just how much we pay for rent and utilities, or mortgage and utilities,” said Chapple. “It’s also location, and how much that is costing us. How efficient is the location?\u003c/p>\n\u003cp>“We need to think of transportation costs as part of this overall affordability question, which is where the regional issue becomes so salient… \u003cspan style=\"color: #000000\">We think we’re adding affordability out in Antioch, but in reality, we’re actually adding more transportation costs.\u003c/span>\u003c/p>\n\u003cp>“We need to be very strategic in thinking about where we’re going to put this housing,” Chapple continued. “So let’s look at our corridors, because that’s where there isn’t that much community objection. Let’s look at El Camino Real, let’s look at San Pablo Avenue, let’s look at Telegraph Avenue, and let’s incentivize building on these corridors.”\u003c/p>\n\u003cp>But Peter Cohen warns that vulnerable populations often live along those transportation corridors and he cites concerns with \u003ca href=\"http://onebayarea.org/regional-initiatives/plan-bay-area.html\" target=\"_blank\" rel=\"noopener\">Plan Bay Area\u003c/a>, a regional transportation and housing plan aimed at accommodating growth while reducing greenhouse gas emissions.\u003c/p>\n\u003cp>“\u003ca href=\"http://www.kqed.org/a/forum/R201307220900\" target=\"_blank\" rel=\"noopener\">Plan Bay Area\u003c/a> is essentially a growth vision for all the population of the region over the next 20 years or so, and 75 percent of it goes into those El Camino Real corridors or those urbanized neighborhoods,” said Cohen. “Which, from a land use standpoint and an urbanism standpoint, is good. … [But] if you overlay that with where there are communities that are actually vulnerable for displacement – gentrification displacement – it’s a very close match. That’s the problem – the places where it’s good to build a lot of new housing for the regional growth is also where you have the greatest degree of gentrification.”\u003c/p>\n\u003cp>\u003cstrong>5. Show affordable housing the money\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Cohen also goes on to criticize Plan Bay Area for its lack of monetary teeth:\u003c/p>\n\u003cp>“There’s no funding source for the affordable housing that’s necessary to make that kind of vision work,” he said. “It’s just basically a numerical game plan and then the market builds. But the market only builds for a segment of that need and without the money, what you have is a recipe for displacement.”\u003c/p>\n\u003cp>Just how much does it cost to build affordable or subsidized housing? A lot.\u003c/p>\n\u003cp>“It probably costs, depending on who you’re building for, a few hundred thousand dollars in subsidies per unit,” said Gabriel Metcalf. “And maybe a third of that [comes from local sources]. So call it a $100,000 in subsidy, locally, per unit. You can kind of multiply that by how many people you want to help, and you can help thousands of people, but there will still be hundreds of thousands of people who are not going to get one of those units.”\u003c/p>\n\u003cp>\u003cstrong>6. Think beyond the single-family unit\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>“We did a study on the East Bay of the potential for building in-law units, and compared it to the potential for building multi-family buildings, and we found that about half of our in-field developments should be coming from in-law units,” said Karen Chapple. “In many of our larger lots it’s very hard to assemble, it’s very expensive. It can cost one quarter the amount to build an in-law unit in the back of a single-family home. That said, it does need to be price controlled.”\u003c/p>\n\u003cp>San Francisco city officials are starting to recognize the role that secondary units can play in easing the housing crunch. San Francisco Supervisor Scott Wiener has \u003ca href=\"http://www.ebar.com/news/article.php?sec=news&article=69198\" target=\"_blank\" rel=\"noopener\">proposed allowing in-law units to be built in his district\u003c/a> and Board of Supervisor President David Chiu introduced legislation that would \u003ca href=\"http://www.sfgate.com/bayarea/article/S-F-in-law-proposal-would-make-units-legal-5011267.php\" target=\"_blank\" rel=\"noopener\">legalize existing secondary units\u003c/a> that were built illegally.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>What do you think Bay Area officials should do to increase the amount of affordable housing in the region? We welcome your suggestions in the comments below.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_119622\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/11/29/119603/RelayRides-SFO-ride-service/6181940426_20da1c31ac_z-2/\" rel=\"attachment wp-att-119622\">\u003cimg class=\"size-full wp-image-119622\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/11/6181940426_20da1c31ac_z1.jpg\" alt=\"RelayRides now offers free parking at SFO, and rental cars at SFO and other major airports. (Guerrilla Futures | Jason Tester/Flickr)\" width=\"640\" height=\"478\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">RelayRides now offers free parking at SFO, and rental cars at SFO and other major airports. (Guerrilla Futures | Jason Tester/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>In a twist on apps-based ride services, which \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/who-pays-when-ride-share-driver-crashes\">KQED has been covering\u003c/a>, a San Francisco-based company has become the first ride-service business to begin operating legally at San Francisco International Airport.\u003c/p>\n\u003cp>\u003ca href=\"www.relayrides.com\">RelayRides\u003c/a> lets Bay Area travelers to park for free at hotels near SFO. Their cars are rented out to visitors during their trips. The move pits the startup against traditional rental car companies, rather than smaller car-sharing businesses like ZipCar or ride-services like Lyft, Uber and Sidecar.\u003c/p>\n\u003cp>RelayRide's website touts its service:\u003c/p>\n\u003cblockquote>\u003cp>Free parking at SFO.\u003cbr>\nFast airport shuttle.\u003cbr>\nFree car wash.\u003cbr>\nAnd even $20 off a car rental for your trip.\u003c/p>\n\u003cp>RelayRides offers all of this to you for free by renting out your car to approved travelers while you're away. Your car is protected under our $1M insurance.\u003c/p>\u003c/blockquote>\n\u003cp>Car owners who sign up with RelayRides save big on parking fees, which can cost between $18 and $36 a day at SFO's parking lots, and get free rides to and from the airport on hotel shuttles. Those who want to rent cars from RelayRides pay up to 40 percent less than what traditional rental car companies charge, say company officials, depending on the type of car. (RelayRides offers car rentals at 200 airports across the country.)\u003c/p>\n\u003cp>According to the company's website, all vehicles are washed before they are returned, and anyone who is approved to rent them undergoes a background check. RelayRides has leased parking spaces at two hotel parking lots near the airport in Millbrae — the Westin San Francisco Airport and the Aloft San Francisco Airport.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>RelayRides, a peer-to-peer car-sharing company based on an online platform where owners and renters connect, was founded in 2010. It focuses on long-term car rentals, and offers many types of cars in big and medium-sized cities across the country as well as at major airports.\u003c/p>\n\u003cp>According to the Bay City News, SFO spokesman Doug Yakel said company execs \"showed a 'unique' willingness to comply with state and local rules governing airport ground transportation ... other ride-sharing companies — such as Lyft, UberX and FlightCar — have so far lacked.\"\u003c/p>\n\u003cp>\"What really differentiates RelayRides from other transportation network companies is their willingness to work within the existing business structure at SFO,\" Yakel said.\u003c/p>\n\u003cp>The company has also agreed to pay SFO 10 percent of the profits it earns from business generated at the airport, Yakel told BCN.\u003c/p>\n\u003cp>CEO Andre Haddad issued a statement this week calling the SFO agreement a blueprint for how his company plans to expand its operations at airports across the country. As \u003ca href=\"http://www.wired.com/business/2013/10/relayrides-drops-hourly-rentals/\">Wired\u003c/a> noted in a recent story, RelayRides is positioning itself to compete against traditional rental car companies. To that end:\u003c/p>\n\u003cblockquote>\u003cp>RelayRides engineers spend much of their time crunching data to determine exactly how to undercut the big competitors while maximizing returns for the owners renting out their own cars. And even if RelayRides only manages to capture a small chunk of the traditional rental market, that could end up being a big piece of a $23 billion industry in the U.S. alone.\u003c/p>\n\u003cp>RelayRides is also focusing on making cars available at airports, which has always been prime turf for the traditional rental car companies. Car owners renting out their vehicles through RelayRides can choose to have their vehicles turn up in searches for rentals at various airports. ...\u003c/p>\n\u003cp>Haddad says RelayRides is still in discussions with SFO to ensure that the company is meeting regulations for airport-dependent businesses. If the experiment goes well, it’s possible to imagine a RelayRides counter right next to baggage claim.\u003c/p>\n\u003cp>“That’s where the community is pushing us,” Haddad says of RelayRides customers. “It’s not like this is a decision we made sitting alone in conference rooms.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>[contextly_auto_sidebar id=\"eGNFXr203olHNeWcut8tmwddYkQUbkcT\"]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>RelayRides, a peer-to-peer car-sharing company based on an online platform where owners and renters connect, was founded in 2010. It focuses on long-term car rentals, and offers many types of cars in big and medium-sized cities across the country as well as at major airports.\u003c/p>\n\u003cp>According to the Bay City News, SFO spokesman Doug Yakel said company execs \"showed a 'unique' willingness to comply with state and local rules governing airport ground transportation ... other ride-sharing companies — such as Lyft, UberX and FlightCar — have so far lacked.\"\u003c/p>\n\u003cp>\"What really differentiates RelayRides from other transportation network companies is their willingness to work within the existing business structure at SFO,\" Yakel said.\u003c/p>\n\u003cp>The company has also agreed to pay SFO 10 percent of the profits it earns from business generated at the airport, Yakel told BCN.\u003c/p>\n\u003cp>CEO Andre Haddad issued a statement this week calling the SFO agreement a blueprint for how his company plans to expand its operations at airports across the country. As \u003ca href=\"http://www.wired.com/business/2013/10/relayrides-drops-hourly-rentals/\">Wired\u003c/a> noted in a recent story, RelayRides is positioning itself to compete against traditional rental car companies. To that end:\u003c/p>\n\u003cblockquote>\u003cp>RelayRides engineers spend much of their time crunching data to determine exactly how to undercut the big competitors while maximizing returns for the owners renting out their own cars. And even if RelayRides only manages to capture a small chunk of the traditional rental market, that could end up being a big piece of a $23 billion industry in the U.S. alone.\u003c/p>\n\u003cp>RelayRides is also focusing on making cars available at airports, which has always been prime turf for the traditional rental car companies. Car owners renting out their vehicles through RelayRides can choose to have their vehicles turn up in searches for rentals at various airports. ...\u003c/p>\n\u003cp>Haddad says RelayRides is still in discussions with SFO to ensure that the company is meeting regulations for airport-dependent businesses. If the experiment goes well, it’s possible to imagine a RelayRides counter right next to baggage claim.\u003c/p>\n\u003cp>“That’s where the community is pushing us,” Haddad says of RelayRides customers. “It’s not like this is a decision we made sitting alone in conference rooms.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>[contextly_auto_sidebar id=\"eGNFXr203olHNeWcut8tmwddYkQUbkcT\"]\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_119480\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/11/8718490840_9ca00d5689_o-e1385576348171.jpg\">\u003cimg class=\"size-full wp-image-119480\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/11/8718490840_9ca00d5689_o-e1385576348171.jpg\" alt=\"(Dan Brekke/KQED)\" width=\"640\" height=\"427\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">(Dan Brekke/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>For the third time since August, independent truckers at the Port of Oakland are staging a work stoppage to protest working conditions and the cost of retrofitting their vehicles to meet state air regulations.\u003c/p>\n\u003cp>Picketing began before dawn, and protesters succeeded in slowing down truck and car traffic around the port. Video from CBS5 (below) shows several dozen picketing truckers and supporters facing off with Oakland police officers assigned to keep the roads around the port clear. The Bay Area News Group reports that police cited half a dozen people for blocking a public roadway.\u003c/p>\n\u003cp>The Port of Oakland Truckers Association \u003ca href=\"http://ww2.kqed.org/news/2013/11/18/port-of-oakland-independent-truckers-protest\" target=\"_blank\">issued a list of demands\u003c/a> to officials from the port, city and state earlier this month. Those demands, voiced during a meeting with Mayor Jean Quan and Port Director Chris Lytle, include an extension on a Jan. 1, 2014, deadline for truckers to acquire newer, cleaner engines to cut down on the volume of particulates the diesels spew into the air. The association is also asking for an emissions fee of $50 per load for all Port of Oakland truck drivers to help offset the costs of updating vehicles to comply new diesel emissions standards that take effect on Jan. 1.\u003c/p>\n\u003cp>Officials from the California Air Resources Board say truckers have had years to comply with the law and that there's no money left to help pay for retrofitting older trucks.\u003c/p>\n\u003cp>The port truckers group staged protests in August and October that partially shut down Oakland's cargo operations. In addition to the pollution regulations, they also want the port to agree to pay for time they spend waiting to load or unload cargo. They're also seeking improvements in working conditions, such as better access to restrooms during waits that can last as long as six hours.\u003c/p>\n\u003cdiv class=\"mceItemEmbedly\">\n\u003cdiv class=\"embedly\">\u003cimg src=\"http://CBSSF.images.worldnow.com/images/9577617_vt.jpg\" class=\"thumb embedly-thumbnail-small\">\u003ca class=\"embedly-title\" target=\"_blank\" href=\"http://sanfrancisco.cbslocal.com/video?autoStart=true&topVideoCatNo=default&clipId=9577617\">Raw Video: Truckers Picket, Block Traffic At Port Of Oakland\u003c/a>Independent truck drivers staged a work stoppage at the Port of Oakland Wednesday over air pollution regulations set to take effect January 1st. The truckers say they need financial help upgrading their rigs to meet the new requirement or they will lose their jobs.\n\u003cdiv class=\"embedly-clear\">\u003c/div>\n\u003cp>\u003cspan class=\"embedly-powered\" style=\"float:right\">\u003ca target=\"_blank\" href=\"http://embed.ly/code?url=http%3A%2F%2Fsanfrancisco.cbslocal.com%2Fvideo%3FautoStart%3Dtrue%26topVideoCatNo%3Ddefault%26clipId%3D9577617\" title=\"Powered by Embedly\">\u003cimg src=\"http://static.embed.ly/images/logos/embedly-powered-small-light.png\" alt=\"Embedly Powered\">\u003c/a>\u003c/span>\u003c/p>\n\u003cdiv class=\"media-attribution\">\u003cspan>via \u003c/span>\u003ca href=\"http://sanfrancisco.cbslocal.com\" class=\"media-attribution-link\" target=\"_blank\">Cbslocal\u003c/a>\u003c/div>\n\u003cdiv class=\"embedly-clear\">\u003c/div>\n\u003c/div>\n\u003c/div>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"excerpt": "For third time this year, truckers group protests working conditions and new air-quality regulations. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_119480\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/11/8718490840_9ca00d5689_o-e1385576348171.jpg\">\u003cimg class=\"size-full wp-image-119480\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/11/8718490840_9ca00d5689_o-e1385576348171.jpg\" alt=\"(Dan Brekke/KQED)\" width=\"640\" height=\"427\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">(Dan Brekke/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>For the third time since August, independent truckers at the Port of Oakland are staging a work stoppage to protest working conditions and the cost of retrofitting their vehicles to meet state air regulations.\u003c/p>\n\u003cp>Picketing began before dawn, and protesters succeeded in slowing down truck and car traffic around the port. Video from CBS5 (below) shows several dozen picketing truckers and supporters facing off with Oakland police officers assigned to keep the roads around the port clear. The Bay Area News Group reports that police cited half a dozen people for blocking a public roadway.\u003c/p>\n\u003cp>The Port of Oakland Truckers Association \u003ca href=\"http://ww2.kqed.org/news/2013/11/18/port-of-oakland-independent-truckers-protest\" target=\"_blank\">issued a list of demands\u003c/a> to officials from the port, city and state earlier this month. Those demands, voiced during a meeting with Mayor Jean Quan and Port Director Chris Lytle, include an extension on a Jan. 1, 2014, deadline for truckers to acquire newer, cleaner engines to cut down on the volume of particulates the diesels spew into the air. The association is also asking for an emissions fee of $50 per load for all Port of Oakland truck drivers to help offset the costs of updating vehicles to comply new diesel emissions standards that take effect on Jan. 1.\u003c/p>\n\u003cp>Officials from the California Air Resources Board say truckers have had years to comply with the law and that there's no money left to help pay for retrofitting older trucks.\u003c/p>\n\u003cp>The port truckers group staged protests in August and October that partially shut down Oakland's cargo operations. In addition to the pollution regulations, they also want the port to agree to pay for time they spend waiting to load or unload cargo. They're also seeking improvements in working conditions, such as better access to restrooms during waits that can last as long as six hours.\u003c/p>\n\u003cdiv class=\"mceItemEmbedly\">\n\u003cdiv class=\"embedly\">\u003cimg src=\"http://CBSSF.images.worldnow.com/images/9577617_vt.jpg\" class=\"thumb embedly-thumbnail-small\">\u003ca class=\"embedly-title\" target=\"_blank\" href=\"http://sanfrancisco.cbslocal.com/video?autoStart=true&topVideoCatNo=default&clipId=9577617\">Raw Video: Truckers Picket, Block Traffic At Port Of Oakland\u003c/a>Independent truck drivers staged a work stoppage at the Port of Oakland Wednesday over air pollution regulations set to take effect January 1st. The truckers say they need financial help upgrading their rigs to meet the new requirement or they will lose their jobs.\n\u003cdiv class=\"embedly-clear\">\u003c/div>\n\u003cp>\u003cspan class=\"embedly-powered\" style=\"float:right\">\u003ca target=\"_blank\" href=\"http://embed.ly/code?url=http%3A%2F%2Fsanfrancisco.cbslocal.com%2Fvideo%3FautoStart%3Dtrue%26topVideoCatNo%3Ddefault%26clipId%3D9577617\" title=\"Powered by Embedly\">\u003cimg src=\"http://static.embed.ly/images/logos/embedly-powered-small-light.png\" alt=\"Embedly Powered\">\u003c/a>\u003c/span>\u003c/p>\n\u003cdiv class=\"media-attribution\">\u003cspan>via \u003c/span>\u003ca href=\"http://sanfrancisco.cbslocal.com\" class=\"media-attribution-link\" target=\"_blank\">Cbslocal\u003c/a>\u003c/div>\n\u003cdiv class=\"embedly-clear\">\u003c/div>\n\u003c/div>\n\u003c/div>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Judge Grants Partial Victory to Foes of California Bullet Train",
"title": "Judge Grants Partial Victory to Foes of California Bullet Train",
"headTitle": "News Fix | KQED News",
"content": "\u003cfigure id=\"attachment_55330\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2012/02/02/calif-high-speed-rail-authority-elects-new-chairman/high-speed-rail20111118/\" rel=\"attachment wp-att-55330\">\u003cimg class=\"size-full wp-image-55330\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/02/high-speed-rail20111118-e1385423679307.jpg\" alt=\"Artist's conception of California bullet train. (California High-Speed Rail Authority)\" width=\"640\" height=\"367\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Artist's conception of California bullet train. (California High-Speed Rail Authority)\u003c/figcaption>\u003c/figure>\n\u003cp>A Sacramento County judge has issued a pair of rulings that are likely slow down the California High-Speed Rail Authority's work on the first segment of the bullet train system, slated for the San Joaquin Valley. \u003c/p>\n\u003cp>Superior Court Judge Michael Kenny blocked the use of $8 billion in state bonds for the project, ruling that a state oversight committee did not have sufficient grounds to approve the funding. Kenny also confirmed an earlier ruling rejecting a 2011 funding plan from the high-speed rail agency because it did not comply with state environmental laws and other regulations. \u003c/p>\n\u003cp>But as \u003ca href=\"http://www.sacbee.com/2013/11/25/5945785/sacramento-judge-delivers-setback.html\" target=\"_blank\">the Sacramento Bee notes\u003c/a>, Monday's decisions were not a complete loss for the state's bullet-train efforts: \u003c/p>\n\u003cblockquote>\u003cp>Kenny denied a request by the plaintiffs’ lawyers to issue an injunction or a temporary restraining order that would block the Authority from spending the $3.4 billion in federal funds it has already obtained.\u003c/p>\u003c/blockquote>\n\u003cp>The \u003ca href=\"http://www.fresnobee.com/2013/11/25/3631393/high-speed-rail-suffers-two-setbacks.html\" target=\"_blank\">Fresno Bee expands\u003c/a> on that point: \u003c/p>\n\u003cblockquote>\u003cp>Kenny's rulings, however, do not bar the state from selling the bonds. Nor did he order the rail authority to rescind its approval of contracts for work on the first 29-mile construction stretch from northeast Madera to the south edge of Fresno or block the state from spending federal stimulus or transportation money.\u003c/p>\n\u003cp>Together, the two rulings appear to hamstring the rail authority by severely limiting its available state funds and by delaying its spending efforts. The effect is likely to further stall efforts to start construction on the rail line in the central San Joaquin Valley.\u003c/p>\n\u003cp>\"It's not everything we asked for, but it's a lot,\" said Stuart Flashman, an Oakland attorney representing the Kings County opponents in both cases.\u003c/p>\n\u003cp>In an October hearing in the Tos case, Flashman likened the authority's situation to a saying attributed to humorist Will Rogers: \"When you find yourself in a hole, the first thing to do is stop digging.\"\u003c/p>\n\u003cp>With Monday's ruling, Flashman said that Kenny \"hasn't ordered the authority to stop digging, but I think he's telling them they're in a hole.\"\u003c/p>\u003c/blockquote>\n\u003cp>Here's the text of Judge Kenny's Monday rulings, followed by the Associated Press writeup:\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ciframe class=\"scribd_iframe_embed\" src=\"//www.scribd.com/embeds/187128845/content?start_page=1&view_mode=scroll&show_recommendations=true\" scrolling=\"no\" id=\"doc_37064\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cstrong>By Juliet Williams\u003cbr>\nAssociated Press\u003c/strong>\u003c/p>\n\u003cp>Sacramento County judge on Monday tore up California's funding plans for what would be the nation's first bullet train, issuing separate orders that could force the state to spend months or years redrawing its plans for the $68 billion rail line.\u003c/p>\n\u003cp>Judge Michael Kenny rejected a request from the California High-Speed Rail Authority to sell $8 billion of the $10 billion in bonds approved by voters in 2008, saying there was no evidence it was \"necessary and desirable\" to start selling the bonds when a committee of state officials met last March.\u003c/p>\n\u003cp>He said the committee, which included state Treasurer Bill Lockyer, was supposed to act as \"the ultimate 'keeper of the checkbook'\" for taxpayers, but instead relied on a request from the \u003ca href=\"http://www.hsr.ca.gov/\" target=\"_blank\">California High-Speed Rail Authority\u003c/a> to start selling bonds as sufficient evidence to proceed.\u003c/p>\n\u003cp>In a separate lawsuit, Kenny ordered the rail authority to redo its $68 billion funding plan before continuing construction, a process that could take months or years, although rail authority officials believe it can be done much more quickly than that. He had previously ruled that the authority abused its discretion by approving a funding plan that did not comply with the requirements of the law. The judge said the state failed to identify \"sources of funds that were more than merely theoretically possible.\"\u003c/p>\n\u003cp>\u003ca href=\"http://ballotpedia.org/California_Proposition_1A,_High-Speed_Rail_Act_(2008)\" target=\"_blank\">Proposition 1A\u003c/a>, which voters approved in 2008, required the rail authority to specify the source of the funding for the first operable segment of the high-speed rail line and have all the necessary environmental clearances in place. Kenny had said the agency did not comply with either mandate in approving the start of construction from Madera to Fresno, about 30 miles.\u003c/p>\n\u003cp>The plaintiffs, a group of Central Valley residents and farmers, believe the requirement applies to the first 300 miles stretching as far as Bakersfield, and with a projected price tag of $31 billion. But the rail authority contends it applies only to the first \"useable\" segment of track in the Central Valley.\u003c/p>\n\u003caside class=\"pullquote alignleft\">'Like all transformative projects, we understand that there will be many challenges. ...'\n\u003cdiv style=\"text-align: right !important;font-size: 12pt\">— Dan Richard, head of state high-speed rail agency\u003c/div>\n\u003c/aside>\n\u003cp>\"The court said, look, you've only got 28 miles with completed environmental clearances. I order that you have to have 300 miles of environmental clearances,\" said Michael Brady, an attorney for residents who had sued to halt the project. \"It's taken them 5 years to do 28 miles, so how long will it take them to do 300 miles?\"\u003c/p>\n\u003cp>Still, Kenny stopped short of blocking the project altogether, and rail authority officials characterized Monday's rulings as a setback rather than a fatal blow.\u003c/p>\n\u003cp>In a statement, rail authority Chairman Dan Richard said: \u003c/p>\n\u003cblockquote>\u003cp>“We are reviewing both decisions to chart our next steps, but it is important to stress that the court again declined the opposition’s request to stop the high-speed rail project from moving forward. Additionally, the judge did not invalidate the bonds as approved by the voters in Proposition 1A. Like all transformative projects, we understand that there will be many challenges that will be addressed as we go forward in building the nation’s first high-speed rail system.”\u003c/p>\u003c/blockquote>\n\u003cp>Rail authority Chief Executive Jeff Morales disagreed with claims by the opponents that the judge's rulings would send high-speed rail planners back to the drawing board, saying officials are confident they can address the judge's concerns quickly. When asked how much time it could take, he said, \"Not long. We don't think that addressing that will have any material effect on the project.\"\u003c/p>\n\u003cp>The rail authority had argued that it has already updated its funding plan and that it intends to spend $3.2 billion in federal money before tapping the state bonds. It also argued that only the state Legislature could intervene to stop the project.\u003c/p>\n\u003cp>The plaintiffs had also asked Kenny to block spending of the federal funds and rescind construction contracts, including a $1 billion deal signed this fall, but the judge declined to do so on Monday, saying there was no evidence \"that there has been any impropriety\" in spending.\u003c/p>\n\u003cp>He also did not invalidate the bonds, merely saying that officials would need to present more evidence about why they need to be sold and when before the committee should approve the sales.\u003c/p>\n\u003cp>According to the state treasurer's office, California has already issued more than $705 million in Proposition 1A bonds, about $400 million for high-speed rail and about $305 million for related rail-improvement projects that could eventually be connected.\u003c/p>\n\u003cp>The plans have changed significantly since voters approved the project, along with the costs — from $45 billion in 2008 to more than $100 billion in 2011 and, now, $68 billion for a 520-mile line connecting San Francisco and greater Los Angeles through the Central Valley.\u003c/p>\n\u003cp>Political considerations and opposition by local residents around the state have also forced repeated changes. Jon Coupal, executive director of the Howard Jarvis Taxpayers Association, which had sued over the bonds, blamed the ever-changing plans for the judge's decisions Monday.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\"The project now is so divergent from what the voters were told, that I don't think he had any other choice,\" Coupal said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_55330\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2012/02/02/calif-high-speed-rail-authority-elects-new-chairman/high-speed-rail20111118/\" rel=\"attachment wp-att-55330\">\u003cimg class=\"size-full wp-image-55330\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/02/high-speed-rail20111118-e1385423679307.jpg\" alt=\"Artist's conception of California bullet train. (California High-Speed Rail Authority)\" width=\"640\" height=\"367\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Artist's conception of California bullet train. (California High-Speed Rail Authority)\u003c/figcaption>\u003c/figure>\n\u003cp>A Sacramento County judge has issued a pair of rulings that are likely slow down the California High-Speed Rail Authority's work on the first segment of the bullet train system, slated for the San Joaquin Valley. \u003c/p>\n\u003cp>Superior Court Judge Michael Kenny blocked the use of $8 billion in state bonds for the project, ruling that a state oversight committee did not have sufficient grounds to approve the funding. Kenny also confirmed an earlier ruling rejecting a 2011 funding plan from the high-speed rail agency because it did not comply with state environmental laws and other regulations. \u003c/p>\n\u003cp>But as \u003ca href=\"http://www.sacbee.com/2013/11/25/5945785/sacramento-judge-delivers-setback.html\" target=\"_blank\">the Sacramento Bee notes\u003c/a>, Monday's decisions were not a complete loss for the state's bullet-train efforts: \u003c/p>\n\u003cblockquote>\u003cp>Kenny denied a request by the plaintiffs’ lawyers to issue an injunction or a temporary restraining order that would block the Authority from spending the $3.4 billion in federal funds it has already obtained.\u003c/p>\u003c/blockquote>\n\u003cp>The \u003ca href=\"http://www.fresnobee.com/2013/11/25/3631393/high-speed-rail-suffers-two-setbacks.html\" target=\"_blank\">Fresno Bee expands\u003c/a> on that point: \u003c/p>\n\u003cblockquote>\u003cp>Kenny's rulings, however, do not bar the state from selling the bonds. Nor did he order the rail authority to rescind its approval of contracts for work on the first 29-mile construction stretch from northeast Madera to the south edge of Fresno or block the state from spending federal stimulus or transportation money.\u003c/p>\n\u003cp>Together, the two rulings appear to hamstring the rail authority by severely limiting its available state funds and by delaying its spending efforts. The effect is likely to further stall efforts to start construction on the rail line in the central San Joaquin Valley.\u003c/p>\n\u003cp>\"It's not everything we asked for, but it's a lot,\" said Stuart Flashman, an Oakland attorney representing the Kings County opponents in both cases.\u003c/p>\n\u003cp>In an October hearing in the Tos case, Flashman likened the authority's situation to a saying attributed to humorist Will Rogers: \"When you find yourself in a hole, the first thing to do is stop digging.\"\u003c/p>\n\u003cp>With Monday's ruling, Flashman said that Kenny \"hasn't ordered the authority to stop digging, but I think he's telling them they're in a hole.\"\u003c/p>\u003c/blockquote>\n\u003cp>Here's the text of Judge Kenny's Monday rulings, followed by the Associated Press writeup:\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ciframe class=\"scribd_iframe_embed\" src=\"//www.scribd.com/embeds/187128845/content?start_page=1&view_mode=scroll&show_recommendations=true\" scrolling=\"no\" id=\"doc_37064\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cstrong>By Juliet Williams\u003cbr>\nAssociated Press\u003c/strong>\u003c/p>\n\u003cp>Sacramento County judge on Monday tore up California's funding plans for what would be the nation's first bullet train, issuing separate orders that could force the state to spend months or years redrawing its plans for the $68 billion rail line.\u003c/p>\n\u003cp>Judge Michael Kenny rejected a request from the California High-Speed Rail Authority to sell $8 billion of the $10 billion in bonds approved by voters in 2008, saying there was no evidence it was \"necessary and desirable\" to start selling the bonds when a committee of state officials met last March.\u003c/p>\n\u003cp>He said the committee, which included state Treasurer Bill Lockyer, was supposed to act as \"the ultimate 'keeper of the checkbook'\" for taxpayers, but instead relied on a request from the \u003ca href=\"http://www.hsr.ca.gov/\" target=\"_blank\">California High-Speed Rail Authority\u003c/a> to start selling bonds as sufficient evidence to proceed.\u003c/p>\n\u003cp>In a separate lawsuit, Kenny ordered the rail authority to redo its $68 billion funding plan before continuing construction, a process that could take months or years, although rail authority officials believe it can be done much more quickly than that. He had previously ruled that the authority abused its discretion by approving a funding plan that did not comply with the requirements of the law. The judge said the state failed to identify \"sources of funds that were more than merely theoretically possible.\"\u003c/p>\n\u003cp>\u003ca href=\"http://ballotpedia.org/California_Proposition_1A,_High-Speed_Rail_Act_(2008)\" target=\"_blank\">Proposition 1A\u003c/a>, which voters approved in 2008, required the rail authority to specify the source of the funding for the first operable segment of the high-speed rail line and have all the necessary environmental clearances in place. Kenny had said the agency did not comply with either mandate in approving the start of construction from Madera to Fresno, about 30 miles.\u003c/p>\n\u003cp>The plaintiffs, a group of Central Valley residents and farmers, believe the requirement applies to the first 300 miles stretching as far as Bakersfield, and with a projected price tag of $31 billion. But the rail authority contends it applies only to the first \"useable\" segment of track in the Central Valley.\u003c/p>\n\u003caside class=\"pullquote alignleft\">'Like all transformative projects, we understand that there will be many challenges. ...'\n\u003cdiv style=\"text-align: right !important;font-size: 12pt\">— Dan Richard, head of state high-speed rail agency\u003c/div>\n\u003c/aside>\n\u003cp>\"The court said, look, you've only got 28 miles with completed environmental clearances. I order that you have to have 300 miles of environmental clearances,\" said Michael Brady, an attorney for residents who had sued to halt the project. \"It's taken them 5 years to do 28 miles, so how long will it take them to do 300 miles?\"\u003c/p>\n\u003cp>Still, Kenny stopped short of blocking the project altogether, and rail authority officials characterized Monday's rulings as a setback rather than a fatal blow.\u003c/p>\n\u003cp>In a statement, rail authority Chairman Dan Richard said: \u003c/p>\n\u003cblockquote>\u003cp>“We are reviewing both decisions to chart our next steps, but it is important to stress that the court again declined the opposition’s request to stop the high-speed rail project from moving forward. Additionally, the judge did not invalidate the bonds as approved by the voters in Proposition 1A. Like all transformative projects, we understand that there will be many challenges that will be addressed as we go forward in building the nation’s first high-speed rail system.”\u003c/p>\u003c/blockquote>\n\u003cp>Rail authority Chief Executive Jeff Morales disagreed with claims by the opponents that the judge's rulings would send high-speed rail planners back to the drawing board, saying officials are confident they can address the judge's concerns quickly. When asked how much time it could take, he said, \"Not long. We don't think that addressing that will have any material effect on the project.\"\u003c/p>\n\u003cp>The rail authority had argued that it has already updated its funding plan and that it intends to spend $3.2 billion in federal money before tapping the state bonds. It also argued that only the state Legislature could intervene to stop the project.\u003c/p>\n\u003cp>The plaintiffs had also asked Kenny to block spending of the federal funds and rescind construction contracts, including a $1 billion deal signed this fall, but the judge declined to do so on Monday, saying there was no evidence \"that there has been any impropriety\" in spending.\u003c/p>\n\u003cp>He also did not invalidate the bonds, merely saying that officials would need to present more evidence about why they need to be sold and when before the committee should approve the sales.\u003c/p>\n\u003cp>According to the state treasurer's office, California has already issued more than $705 million in Proposition 1A bonds, about $400 million for high-speed rail and about $305 million for related rail-improvement projects that could eventually be connected.\u003c/p>\n\u003cp>The plans have changed significantly since voters approved the project, along with the costs — from $45 billion in 2008 to more than $100 billion in 2011 and, now, $68 billion for a 520-mile line connecting San Francisco and greater Los Angeles through the Central Valley.\u003c/p>\n\u003cp>Political considerations and opposition by local residents around the state have also forced repeated changes. Jon Coupal, executive director of the Howard Jarvis Taxpayers Association, which had sued over the bonds, blamed the ever-changing plans for the judge's decisions Monday.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"The project now is so divergent from what the voters were told, that I don't think he had any other choice,\" Coupal said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Update, Friday 2:30 p.m.:\u003c/strong> The BART chapter of SEIU Local 1021 and the Amalgamated Transit Union Local 1555 issued a joint statement on the BART board's Thursday contract vote. They say they're very unhappy with the board's attempt to remove a new provision for paid family leave from the contract. But they stop short of threatening a new strike. \u003c/p>\n\u003cp>Here's the statement:\u003c/p>\n\u003cblockquote>\u003cp>“We consider the Board's actions to be unprecedented and illegitimate, and we’re considering our next steps, including possible legal action.\u003c/p>\n\u003cp>The BART Board of Directors has disregarded the vote of more than two thousand BART workers and has chosen to subvert the collective bargaining process, and we take their actions seriously.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Update: \u003c/strong>Controversial former chief BART negotiator Thomas Hock has broken his silence about the disputed family medical leave provision in the contract between BART management and its two main unions.\u003c/p>\n\u003cp>\"When I presented the last, best and final offer dated Oct. 13, 2013, and presented to the unions on Oct. 17, 2013, TA 4.8 which dealt with the Family Medical Leave Act was not included in that last, best and final offer,\" Hock said in a statement released today by a spokeswoman for his company, Veolia Transportation.\u003c/p>\n\u003cp>Hock said he was absent from the negotiating table the long weekend of Oct. 19-21 when the disputed clause reappeared.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Hock is a central figure in this new crisis. From the \u003ca href=\"http://www.contracostatimes.com/news/ci_24573926/exclusive-controversial-bart-negotiator-thomas-hock-speaks-out\">Contra Costa Times\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>His comments come amid growing dissent from his former bosses, the BART directors, who agreed to pay him $399,000 to lead the six months of acrimonious negotiations. In fact, the board last week directed BART General Manager Grace Crunican to investigate whether the agency had grounds to file insurance claims or take legal action in the matter, Director Joel Keller said Thursday.\u003c/p>\n\u003cp>Hock, Assistant General Manager Paul Oversier and Labor Relations Manager Rudolph Medina signed the family medical leave provision in July. The clause was included in the final labor package ratified Nov. 1 by members of BART's two largest unions. BART has called the inclusion of the language a \"clerical mistake.\"\u003c/p>\n\u003cp>Union leaders said the disputed provision was \"not a glitch,\" but an agreement between both sides, and blamed Hock's \"minimalist\" approach to negotiations as a contributing factor to any confusion.\u003c/p>\u003c/blockquote>\n\u003cp>Hock also came under fire during the negotiations. He was \u003ca href=\"http://blogs.sfweekly.com/thesnitch/2013/10/bart_tom_hock_disneyland.php\">criticized \u003c/a>for going to Disneyland to speak at a transit conference on Oct. 15. He was also criticized for taking vacation days during the negotiations, and for a history of labor complaints filed against him and his company.\u003c/p>\n\u003cp>What options do unions now have, besides walking off the job for a third time? KQED's Mina Kim talks with John Logan, associate professor of labor and employment studies at San Francisco State University.\u003c/p>\n\u003cp>\u003ciframe src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/121297366\" frameborder=\"no\" scrolling=\"no\" width=\"100%\" height=\"166\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong>\u003c/p>\n\u003cp>It's the labor negotiation that just won't die.\u003c/p>\n\u003cfigure id=\"attachment_111413\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003cimg class=\"size-thumbnail wp-image-111413\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/09/RS6027_bart-strike20130804-scr-e1379366884127-300x300.jpg\" alt=\"A BART train idled during strike in early July. (Justin Sullivan/Getty Images)\" width=\"235\" height=\"235\">\u003cfigcaption class=\"wp-caption-text\">A BART train idled during strike in early July. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>The BART board today voted 8-1 in favor of ratifying the negotiated contract with its two biggest unions, but without a disputed family leave provision.\u003c/p>\n\u003cp>So what's that mean, exactly? Matthias Gafni of the Bay Area News Group breaks down today's development into this Tweet:\u003c/p>\n\u003cblockquote lang=\"en\">\u003cp>Essentially, \u003ca href=\"https://twitter.com/SFBART\">@SFBART\u003c/a> board giving GM power to return to unions and say we'll ratify contract just w/out family medical leave (1/2)\u003c/p>\u003c/blockquote>\n\u003cp>Now it's up to the unions to respond. The upshot of a statement from Pete Castelli, executive Director of SEIU 1021, following the vote: \"We're considering all our options.\"\u003c/p>\n\u003cp>The sticking point here is the inclusion in the contract of a family medical leave provision, which BART says was left in by accident.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.sfgate.com/politics/joegarofoli/article/BART-unions-balk-at-reopening-contract-over-error-4988823.php\" target=\"_blank\">Chronicle's Joe Garofoli explains\u003c/a> what that particular language allows:\u003c/p>\n\u003cblockquote>\u003cp>Up to now, BART workers have been allowed to take up to 12 weeks of job-protected leave to deal with serious personal or family medical problems or to bond with a newborn or newly adopted child, but they had to use sick leave, vacation days or other accrued time off. But under the disputed contract provision ... BART would now pay for the first six weeks of that leave.\u003c/p>\u003c/blockquote>\n\u003cp>BART says it repeatedly rejected the disputed provision during the negotiations, and that if it remains it will end up costing $44 million over four years, assuming one-third of workers take six weeks of leave each year. The unions say that figure is vastly overinflated, because not that many workers avail themselves of the leave in a given year. They say the financial hit to BART costs out to more like $1.4 million.\u003c/p>\n\u003cp>Then there's this:\u003c/p>\n\u003cp>\"A deal is a deal,\" ATU Local 1555 President Antonette Bryant said Tuesday.\u003c/p>\n\u003cp>Earlier, in less aphoristic terms, Bryant said, \"For them to (propose reopening the contract) is totally, totally disgusting.\"\u003c/p>\n\u003cp>The tone was softer last night, when the unions issued this statement:\u003c/p>\n\u003cblockquote>\u003cp>It is our expectation that the Board of Directors will honor the agreement that their chief negotiator, assistant manager and labor relations manager made with the unions. We expect the board to meet their responsibility to the workers and to the riders and approve this contract.\u003c/p>\n\u003cp>In the context of the board approving the contract, we are willing, through the mediator, to meet and discuss the implementation of the family medical leave provision, including its cost.\u003c/p>\u003c/blockquote>\n\u003cp>The \u003ca href=\"http://www.contracostatimes.com/news/ci_24570046/bart-board-set-vote-disputed-labor-deal\" target=\"_blank\">Contra Costa Times\u003c/a> added today that \"public agencies hardly ever vote down contracts after union members have ratified them.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>AP contributed to this report.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, Friday 2:30 p.m.:\u003c/strong> The BART chapter of SEIU Local 1021 and the Amalgamated Transit Union Local 1555 issued a joint statement on the BART board's Thursday contract vote. They say they're very unhappy with the board's attempt to remove a new provision for paid family leave from the contract. But they stop short of threatening a new strike. \u003c/p>\n\u003cp>Here's the statement:\u003c/p>\n\u003cblockquote>\u003cp>“We consider the Board's actions to be unprecedented and illegitimate, and we’re considering our next steps, including possible legal action.\u003c/p>\n\u003cp>The BART Board of Directors has disregarded the vote of more than two thousand BART workers and has chosen to subvert the collective bargaining process, and we take their actions seriously.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Update: \u003c/strong>Controversial former chief BART negotiator Thomas Hock has broken his silence about the disputed family medical leave provision in the contract between BART management and its two main unions.\u003c/p>\n\u003cp>\"When I presented the last, best and final offer dated Oct. 13, 2013, and presented to the unions on Oct. 17, 2013, TA 4.8 which dealt with the Family Medical Leave Act was not included in that last, best and final offer,\" Hock said in a statement released today by a spokeswoman for his company, Veolia Transportation.\u003c/p>\n\u003cp>Hock said he was absent from the negotiating table the long weekend of Oct. 19-21 when the disputed clause reappeared.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Hock is a central figure in this new crisis. From the \u003ca href=\"http://www.contracostatimes.com/news/ci_24573926/exclusive-controversial-bart-negotiator-thomas-hock-speaks-out\">Contra Costa Times\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>His comments come amid growing dissent from his former bosses, the BART directors, who agreed to pay him $399,000 to lead the six months of acrimonious negotiations. In fact, the board last week directed BART General Manager Grace Crunican to investigate whether the agency had grounds to file insurance claims or take legal action in the matter, Director Joel Keller said Thursday.\u003c/p>\n\u003cp>Hock, Assistant General Manager Paul Oversier and Labor Relations Manager Rudolph Medina signed the family medical leave provision in July. The clause was included in the final labor package ratified Nov. 1 by members of BART's two largest unions. BART has called the inclusion of the language a \"clerical mistake.\"\u003c/p>\n\u003cp>Union leaders said the disputed provision was \"not a glitch,\" but an agreement between both sides, and blamed Hock's \"minimalist\" approach to negotiations as a contributing factor to any confusion.\u003c/p>\u003c/blockquote>\n\u003cp>Hock also came under fire during the negotiations. He was \u003ca href=\"http://blogs.sfweekly.com/thesnitch/2013/10/bart_tom_hock_disneyland.php\">criticized \u003c/a>for going to Disneyland to speak at a transit conference on Oct. 15. He was also criticized for taking vacation days during the negotiations, and for a history of labor complaints filed against him and his company.\u003c/p>\n\u003cp>What options do unions now have, besides walking off the job for a third time? KQED's Mina Kim talks with John Logan, associate professor of labor and employment studies at San Francisco State University.\u003c/p>\n\u003cp>\u003ciframe src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/121297366\" frameborder=\"no\" scrolling=\"no\" width=\"100%\" height=\"166\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong>\u003c/p>\n\u003cp>It's the labor negotiation that just won't die.\u003c/p>\n\u003cfigure id=\"attachment_111413\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003cimg class=\"size-thumbnail wp-image-111413\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/09/RS6027_bart-strike20130804-scr-e1379366884127-300x300.jpg\" alt=\"A BART train idled during strike in early July. (Justin Sullivan/Getty Images)\" width=\"235\" height=\"235\">\u003cfigcaption class=\"wp-caption-text\">A BART train idled during strike in early July. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>The BART board today voted 8-1 in favor of ratifying the negotiated contract with its two biggest unions, but without a disputed family leave provision.\u003c/p>\n\u003cp>So what's that mean, exactly? Matthias Gafni of the Bay Area News Group breaks down today's development into this Tweet:\u003c/p>\n\u003cblockquote lang=\"en\">\u003cp>Essentially, \u003ca href=\"https://twitter.com/SFBART\">@SFBART\u003c/a> board giving GM power to return to unions and say we'll ratify contract just w/out family medical leave (1/2)\u003c/p>\u003c/blockquote>\n\u003cp>Now it's up to the unions to respond. The upshot of a statement from Pete Castelli, executive Director of SEIU 1021, following the vote: \"We're considering all our options.\"\u003c/p>\n\u003cp>The sticking point here is the inclusion in the contract of a family medical leave provision, which BART says was left in by accident.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.sfgate.com/politics/joegarofoli/article/BART-unions-balk-at-reopening-contract-over-error-4988823.php\" target=\"_blank\">Chronicle's Joe Garofoli explains\u003c/a> what that particular language allows:\u003c/p>\n\u003cblockquote>\u003cp>Up to now, BART workers have been allowed to take up to 12 weeks of job-protected leave to deal with serious personal or family medical problems or to bond with a newborn or newly adopted child, but they had to use sick leave, vacation days or other accrued time off. But under the disputed contract provision ... BART would now pay for the first six weeks of that leave.\u003c/p>\u003c/blockquote>\n\u003cp>BART says it repeatedly rejected the disputed provision during the negotiations, and that if it remains it will end up costing $44 million over four years, assuming one-third of workers take six weeks of leave each year. The unions say that figure is vastly overinflated, because not that many workers avail themselves of the leave in a given year. They say the financial hit to BART costs out to more like $1.4 million.\u003c/p>\n\u003cp>Then there's this:\u003c/p>\n\u003cp>\"A deal is a deal,\" ATU Local 1555 President Antonette Bryant said Tuesday.\u003c/p>\n\u003cp>Earlier, in less aphoristic terms, Bryant said, \"For them to (propose reopening the contract) is totally, totally disgusting.\"\u003c/p>\n\u003cp>The tone was softer last night, when the unions issued this statement:\u003c/p>\n\u003cblockquote>\u003cp>It is our expectation that the Board of Directors will honor the agreement that their chief negotiator, assistant manager and labor relations manager made with the unions. We expect the board to meet their responsibility to the workers and to the riders and approve this contract.\u003c/p>\n\u003cp>In the context of the board approving the contract, we are willing, through the mediator, to meet and discuss the implementation of the family medical leave provision, including its cost.\u003c/p>\u003c/blockquote>\n\u003cp>The \u003ca href=\"http://www.contracostatimes.com/news/ci_24570046/bart-board-set-vote-disputed-labor-deal\" target=\"_blank\">Contra Costa Times\u003c/a> added today that \"public agencies hardly ever vote down contracts after union members have ratified them.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>AP contributed to this report.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Update: Service Resumes After Computer Failure Shuts Down Trains",
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"content": "\u003cfigure id=\"attachment_114799\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/10/13/bart-strike-deadline-update-sunday/rs6368_001-hpf/\" rel=\"attachment wp-att-114799\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/10/RS6368_001-hpf.jpg\" alt=\"A BART train pulls into the MacArthur station in Oakland. (Deborah Svoboda/KQED)\" width=\"640\" height=\"427\" class=\"size-full wp-image-114799\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART train pulls into the MacArthur station in Oakland. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 10:45 a.m.:\u003c/strong> BART just released a statement on what caused the computer and train-switching problems that shut down the transit system earlier this morning. The agency says the glitch originated with an upgrade to its computer system:\u003c/p>\n\u003cblockquote>\u003cp>\"Yesterday BART implemented a planned infrastructure upgrade to a network server. Twelve hours later this change began to impact the exchange of information between servers, which affected the performance of the computer system the Operations Control Center relies on to monitor train service. Eventually the central computer went off line, which caused the last trains of the night to be delayed upwards of two hours due to the need for train operators and maintenance crews to manually move and lock switches. \u003c/p>\n\u003cp>BART worked through the night to identify the root of the computer problem and tracked it to the upgrade made the day before. The server was returned to the original configuration and the problem was fixed. Limited train service resumed at 7:18 am and reached full service within 90 minutes.\u003c/p>\n\u003cp>BART engineers are investigating the technical nuances that caused the problems and will make any needed fixes to prevent the problem from reoccurring.\u003c/p>\n\u003cp>At no time was train safety compromised. We apologize for the inconvenience to our late-night riders and for the late opening this morning.\" \u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>\u003cbr>\nUpdate: 9:30 a.m.: \u003c/strong>BART reports that it's back up to 100 percent of the capacity after its earlier problems.\u003c/p>\n\u003cp>It's possible that what commuters are experiencing, though, is less than a smooth trip. Here's Doug Sovern from KCBS via Twitter: \u003c/p>\n\u003cblockquote class=\"twitter-tweet\" lang=\"en\">\n\u003cp>My \u003ca href=\"https://twitter.com/SFBART\">@SFBART\u003c/a> train is \"on hold\" at Rockridge due to \"personnel aligning track manually ahead.\" Train operator apologizes \"for stupidness.\"\u003c/p>\n\u003cp>— Doug Sovern (@SovernNation) \u003ca href=\"https://twitter.com/SovernNation/statuses/403940411699261440\">November 22, 2013\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Original post: \u003c/strong>BART is resuming service after an overnight computer system failure that shut down the system, stranding thousands of people and snarling the early-morning commute.\u003c/p>\n\u003cp>\u003ca href=\"http://www.bart.gov/news/articles/2013/news20131122\" target=\"_blank\">BART says \u003c/a>service is starting again with about half the usual number of commute-hour trains. The agency said the system will be running at full capacity by 9 a.m.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Agency spokesperson Jim Allison said earlier that the failure occurred just after midnight, affecting 19 trains with 500 to 1,000 passengers. Allison blamed the problem on \"computer systems in central control (that) are not communicating properly with the track switches.\"\u003c/p>\n\u003cp>He explained that to complete its post-midnight runs, crew members had to stop trains and manually operate switches. That meant some passengers didn't get to their destinations until 3 a.m. Allison said the computer problems were not related to the overnight wind storm, although separate weather issues causing smaller delays have been experienced during the storm.\u003c/p>\n\u003cp>Because of that computer failure, BART was not able to finish its overnight track maintenance. BART had initially hoped to restart service by 5 a.m., then the estimate moved to 6 a.m.\u003c/p>\n\u003cp>If you rely on BART to get around, you can check \u003ca href=\"http://511.org/\">511.org\u003c/a> for alternate transit and traffic information. The San Francisco Bay Ferry system is not running extra boats today.\u003c/p>\n\u003cp>The incident is the fourth major interruption in the last year and a half for the service, including strikes in July and October and a closure of the Transbay Tube in June 2012 due to \u003ca href=\"http://ww2.kqed.org/news/2012/06/14/fire-in-oakland-shuts-down-transbay-bart-service/\" target=\"_blank\">a fire outside the West Oakland BART station\u003c/a>.\u003c/p>\n\u003cp>Today's problems come as the agency is dealing with the latest fallout in its long-running contract dispute with its two biggest unions. The BART board \u003ca href=\"http://ww2.kqed.org/news/2013/11/21/bart-board-vote-union-contract/\" target=\"_blank\">voted Thursday to approve a contract\u003c/a> with the BART chapter of SEIU Local 1021 and the Amalgamated Transit Union Local 1555, but only without a family-leave provision the agency insists was included in the deal by mistake. The unions ratified the contract earlier this month and said Thursday they're weighing their response to the board vote.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>\u003cbr>\nJoshua Johnson of KQED News contributed to this report. \u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_114799\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/10/13/bart-strike-deadline-update-sunday/rs6368_001-hpf/\" rel=\"attachment wp-att-114799\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/10/RS6368_001-hpf.jpg\" alt=\"A BART train pulls into the MacArthur station in Oakland. (Deborah Svoboda/KQED)\" width=\"640\" height=\"427\" class=\"size-full wp-image-114799\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART train pulls into the MacArthur station in Oakland. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 10:45 a.m.:\u003c/strong> BART just released a statement on what caused the computer and train-switching problems that shut down the transit system earlier this morning. The agency says the glitch originated with an upgrade to its computer system:\u003c/p>\n\u003cblockquote>\u003cp>\"Yesterday BART implemented a planned infrastructure upgrade to a network server. Twelve hours later this change began to impact the exchange of information between servers, which affected the performance of the computer system the Operations Control Center relies on to monitor train service. Eventually the central computer went off line, which caused the last trains of the night to be delayed upwards of two hours due to the need for train operators and maintenance crews to manually move and lock switches. \u003c/p>\n\u003cp>BART worked through the night to identify the root of the computer problem and tracked it to the upgrade made the day before. The server was returned to the original configuration and the problem was fixed. Limited train service resumed at 7:18 am and reached full service within 90 minutes.\u003c/p>\n\u003cp>BART engineers are investigating the technical nuances that caused the problems and will make any needed fixes to prevent the problem from reoccurring.\u003c/p>\n\u003cp>At no time was train safety compromised. We apologize for the inconvenience to our late-night riders and for the late opening this morning.\" \u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>\u003cbr>\nUpdate: 9:30 a.m.: \u003c/strong>BART reports that it's back up to 100 percent of the capacity after its earlier problems.\u003c/p>\n\u003cp>It's possible that what commuters are experiencing, though, is less than a smooth trip. Here's Doug Sovern from KCBS via Twitter: \u003c/p>\n\u003cblockquote class=\"twitter-tweet\" lang=\"en\">\n\u003cp>My \u003ca href=\"https://twitter.com/SFBART\">@SFBART\u003c/a> train is \"on hold\" at Rockridge due to \"personnel aligning track manually ahead.\" Train operator apologizes \"for stupidness.\"\u003c/p>\n\u003cp>— Doug Sovern (@SovernNation) \u003ca href=\"https://twitter.com/SovernNation/statuses/403940411699261440\">November 22, 2013\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Original post: \u003c/strong>BART is resuming service after an overnight computer system failure that shut down the system, stranding thousands of people and snarling the early-morning commute.\u003c/p>\n\u003cp>\u003ca href=\"http://www.bart.gov/news/articles/2013/news20131122\" target=\"_blank\">BART says \u003c/a>service is starting again with about half the usual number of commute-hour trains. The agency said the system will be running at full capacity by 9 a.m.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Agency spokesperson Jim Allison said earlier that the failure occurred just after midnight, affecting 19 trains with 500 to 1,000 passengers. Allison blamed the problem on \"computer systems in central control (that) are not communicating properly with the track switches.\"\u003c/p>\n\u003cp>He explained that to complete its post-midnight runs, crew members had to stop trains and manually operate switches. That meant some passengers didn't get to their destinations until 3 a.m. Allison said the computer problems were not related to the overnight wind storm, although separate weather issues causing smaller delays have been experienced during the storm.\u003c/p>\n\u003cp>Because of that computer failure, BART was not able to finish its overnight track maintenance. BART had initially hoped to restart service by 5 a.m., then the estimate moved to 6 a.m.\u003c/p>\n\u003cp>If you rely on BART to get around, you can check \u003ca href=\"http://511.org/\">511.org\u003c/a> for alternate transit and traffic information. The San Francisco Bay Ferry system is not running extra boats today.\u003c/p>\n\u003cp>The incident is the fourth major interruption in the last year and a half for the service, including strikes in July and October and a closure of the Transbay Tube in June 2012 due to \u003ca href=\"http://ww2.kqed.org/news/2012/06/14/fire-in-oakland-shuts-down-transbay-bart-service/\" target=\"_blank\">a fire outside the West Oakland BART station\u003c/a>.\u003c/p>\n\u003cp>Today's problems come as the agency is dealing with the latest fallout in its long-running contract dispute with its two biggest unions. The BART board \u003ca href=\"http://ww2.kqed.org/news/2013/11/21/bart-board-vote-union-contract/\" target=\"_blank\">voted Thursday to approve a contract\u003c/a> with the BART chapter of SEIU Local 1021 and the Amalgamated Transit Union Local 1555, but only without a family-leave provision the agency insists was included in the deal by mistake. The unions ratified the contract earlier this month and said Thursday they're weighing their response to the board vote.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>\u003cbr>\nJoshua Johnson of KQED News contributed to this report. \u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Confusion Over Insurance for 'Ride-Sharing' Drivers ",
"title": "Confusion Over Insurance for 'Ride-Sharing' Drivers ",
"headTitle": "News Fix | KQED News",
"content": "\u003cfigure id=\"attachment_118099\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/10/15/widespread-confusion-over-insurance-risks-forride-service-drivers-ponder-the/lyftaudi/\" rel=\"attachment wp-att-118099\">\u003cimg class=\"size-full wp-image-118099\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/11/lyftaudi.jpg\" alt=\"Are networked ride service drivers covered if they get into an accident while driving a paying passenger? It depends on who you ask. (Sara Bloomberg/KQED)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Are networked ride-service drivers covered if they get into an accident while driving a paying passenger? It depends on who you ask. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cem>This is Part Two of our series on the risks and benefits to drivers who sign up with the networked ride-service companies like Lyft, Sidecar and UberX versus those who work for the traditional taxicab industry. Part One — \u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\">Will 'Ride Sharing' Kill San Francisco's Taxi Industry?\u003c/a> — focused on tensions between the two pools of drivers and the declining income earned by taxi drivers. Part Two looks at insurance issues related to the new ride services.\u003cbr>\n\u003c/em>\u003c/p>\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\">V\u003c/span>eteran San Francisco cab driver Ed Healy says he'd never ever drive for Lyft, Sidecar or any of the other smartphone-driven ride-service companies operating in the city.\u003c/p>\n\u003cp>It doesn't matter that many of those driving for what state regulators call \"transportation network companies\" (or TNCs) say they're making better money than old-school taxi drivers. It doesn't matter that many cab drivers have moved over to the TNCs. Healey says his decision comes down to one issue.\u003c/p>\n\u003cp>“I wouldn’t ever drive in one because of the insurance,” Healey says. \"I wasn’t going to leave my car exposed to an accident.”\u003c/p>\n\u003caside class=\"pullquote alignright\">'Mustache Wars' — the conflict between the traditional taxi industry and smartphone-based ride services:\n\u003cdiv style=\"font-size: 12pt\">\n\u003cul>\n\u003cli>\u003cstrong>Part One: \u003c/strong>\u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\" target=\"_blank\">Will ‘Ride Sharing’ Kill San Francisco’s Taxi Industry?\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>Sidebar:\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/can-lyft-uberx-drivers-lose-their-insurance\" target=\"_blank\">Are Ride-Service Drivers at Risk of Losing Their Insurance?\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>Part Three:\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/12/11/taxi-drivers-and-whos-taking-money-out-of-their-pockets\" target=\"_blank\">Tip or Bribe? Taxi Drivers Say Illegal Payments to Dispatchers Are Routine\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>Sidebar:\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2014/12/13/the-fine-line-between-a-taxi-drivers-tip-and-a-bribe/\" target=\"_blank\">The Fine Line Between a Tip And a Bribe For Those Who Drive S.F. Taxis\u003c/a>\u003c/li>\n\u003c/ul>\n\u003c/div>\n\u003c/aside>\n\u003cp>Healy's sentiments echo those of many in the taxi industry and point to a big unknown at the heart of the popular new ride-service companies: If a driver gets into a wreck, who pays? More specifically, what insurance is in place to cover injuries, property losses and damage to passengers, passers-by and the driver's own car?\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Lyft and the other TNCs point to the $1 million per incident excess liability coverage that the California Public Utilities Commission (CPUC) requires them to carry. The policies are designed to deal with liability claims a driver's insurance doesn't cover. But the policies won't cover drivers' cars. That means the drivers must rely on their personal auto insurance policies — which still may leave them uncovered since insurers typically, though not always, bar claims if a driver's vehicle was in commercial use when an accident occurred.\u003c/p>\n\u003cp>And that's not the only uncertainty surrounding insurance coverage for ride-service drivers and passengers. The ride services' terms of service require users to waive liability claims. Lyft's founder says that's just a standard bit of contract language while the taxi industry and San Francisco's chief taxicab regulator say the terms could raise questions of who will pay in case of an accident.\u003c/p>\n\u003cp>All of these issues, TNC opponents claim, amount to incentives for people to keep their status as ride-sharing drivers secret from their insurance company. I found that to be the case with at least some of the drivers I spoke to.\u003c/p>\n\u003cp>I spent the last couple of months talking to drivers, the ride services, their competitors in the taxi trade and insurance industry representatives to try to get answers about insurance coverage. What I found was a thicket of contradictions and complications in figuring out who will pay if something goes wrong during a ride-service trip. For instance:\u003c/p>\n\u003cul>\n\u003cli>Ride-service companies like Lyft and Sidecar say drivers' personal insurance policies will cover some claims. The insurance industry says the policies won't provide any coverage.\u003c/li>\n\u003cli>The insurance industry says ride-service drivers will have to buy commercial insurance to be covered when they're driving for hire and maybe even when they're not.\u003c/li>\n\u003cli>At least some ride-service drivers are keeping their status secret from their insurance companies because they're afraid of losing coverage. (See sidebar: \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/can-lyft-uberx-drivers-lose-their-insurance\" target=\"_blank\">Are Ride-Service Drivers at Risk of Losing Their Insurance?\u003c/a>)\u003c/li>\n\u003c/ul>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/120972565\" frameborder=\"no\" scrolling=\"no\" width=\"100%\" height=\"166\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cstrong>A Topic of Conversation\u003c/strong>\u003c/p>\n\u003cp>The insurance issue is definitely a topic of discussion among Lyft drivers, according to Alice, who has been driving for the company since April. (Most ride-service drivers spoke to me on condition we would not use their full names.)\u003c/p>\n\u003cp>“There’s a lot of conversations going on [about insurance] in the Lyft Driver’s Lounge,\" she said, referring to a company Facebook page. She says some Lyft drivers have quit over the issue.\u003c/p>\n\u003cp>“Some people are like, 'Yeah, I’m really bummed, but until the insurance thing is settled, I’m not going to drive for Lyft anymore.' A lot of the new drivers have asked multiple times on the Facebook page, 'What do we do about insurance?' Lyft’s answer is you have to figure that out on our own.”\u003c/p>\n\u003cp>[contextly_sidebar id=\"f68bbd67d82c2482615e012329528828\"]\u003c/p>\n\u003cp>Alice says she and about a dozen other drivers were invited to lunch with Lyft CEO John Zimmer over the summer to discuss the issue. “I got a phone call from Lyft, they were doing damage control,” she says, adding that Zimmer told the drivers the company was working on getting an insurance carrier that would cover them for both personal use of their car and for ride-service work.\u003c/p>\n\u003cp>Zimmer told me the company is now in discussion with insurance companies to offer \"expanded types of coverage.\"\u003c/p>\n\u003cp>The insurance industry has stated clearly that a driver’s personal policy is not going to cover any accident in which the insured was using his or her vehicle for commercial purposes.\u003c/p>\n\u003cp>In a filing with the California Public Utilities Commission in 2012, the Personal Insurance Federation of California, an industry group made up of State Farm, Farmers, Progressive, Allstate, Liberty Mutual, Mercury and Nationwide, said it asked its members to determine how they would treat liability claims in ride-service accidents.\u003c/p>\n\u003cblockquote>\u003cp>In response to the Commission’s inquiries, we surveyed our members regarding coverage issues in the above described situations. It appears that the industry standard for personal auto insurance policy contracts is to exempt from insurance coverage claims involving vehicles used for transporting passengers for a charge. Thus, in situations where a vehicle is insured as a private vehicle and is used to transport passengers for a fee, no insurance coverage would exist...\u003c/p>\u003c/blockquote>\n\u003cp>In a press release after the CPUC ruling, the \u003ca href=\"http://www.acicnet.org/\" target=\"_blank\">Association of California Insurance Companies\u003c/a>, a trade association and lobbying group, said, “Both drivers and riders must understand that an accident in a ride-sharing vehicle will not be covered under a personal auto insurance policy.”\u003c/p>\n\u003cp>The \u003ca href=\"http://www.insurance.ca.gov/\" target=\"_blank\">California Department of Insurance\u003c/a> also weighed in on the issue in an \u003ca href=\"http://www.scribd.com/doc/184030223/Calif-Dept-of-Insurance-letter-on-TNCs-ride-share-services\" target=\"_blank\">advisory letter\u003c/a> it sent to the CPUC before its final decision: \"Based on informal conversations with TNCs and auto insurers, we understand that personal lines auto insurers have both paid claims and denied claims when drivers with personal lines insurance were transporting a passenger referred by a TNC.\"\u003c/p>\n\u003cp>Despite statements like that, the ride-service companies insist drivers' insurance companies will cover claims arising from their paid work and in fact have already done so.\u003c/p>\n\u003cp>Margaret Ryan, vice president of communications at Sidecar, said in an email that the company has yet to see an incident in which a driver's personal insurer has denied a claim. Erin Simpson, director of communications at Lyft, says she is aware of \"multiple instances\" in which an insurer has known that drivers were working for Lyft and still approved a claim under the driver's insurance policy.\u003c/p>\n\u003cfigure id=\"attachment_115064\" class=\"wp-caption alignleft\" style=\"max-width: 272px\">\u003ca href=\"http://ww2.kqed.org/news/2013/10/15/widespread-confusion-over-insurance-risks-forride-service-drivers-ponder-the/desoto-cab-company-driver-and-pacifica-resident-corey-lamb-protests-against-ap-based-ride-selling-companies-like-lyft-on-tuesday-july-30-outside-san-francisco-city-hall-alex-ensliekqedrs5997_img_7/\" rel=\"attachment wp-att-115064\">\u003cimg class=\"size-full wp-image-115064 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/10/DeSoto-Cab-Company-driver-and-Pacifica-resident-Corey-Lamb-protests-against-ap-based-ride-selling-companies-like-Lyft-on-Tuesday-July-30-outside-San-Francisco-City-Hall.-Alex-EnslieKQEDRS5997_IMG_7873-sfi.jpg\" alt=\"DeSoto Cab Company driver Corey Lamb protests against app-based ride-service companies outside San Francisco City Hall. (Alex Enslie/KQED)\" width=\"272\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">DeSoto Cab Company driver Corey Lamb protests against app-based ride-service companies outside San Francisco City Hall. (Alex Emslie/KQED)\u003cstrong>\u003cbr>\u003c/strong>\u003c/figcaption>\u003c/figure>\n\u003cp>And indeed, one Lyft driver I talked to said that when he got into an accident in 2012 while carrying a paying passenger, his insurance company was aware of the circumstances and still approved the claim.\u003c/p>\n\u003cp>That was last year, though, and things may be different now that the CPUC issued \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M077/K112/77112285.PDF\" target=\"_blank\">regulations\u003c/a> for the TNC industry. One of the commission's major findings: The TNCs are commercial enterprises,\u003c/p>\n\u003cp>Pete Moraga, a spokesperson for the \u003ca href=\"http://www.iinc.org/\" target=\"_blank\">Insurance Information Network of California\u003c/a>, an industry group, says personal auto policies typically exclude coverage for vehicles when they're in commercial use.\u003c/p>\n\u003cp>“If you are (working for a TNC) and you have your own personal policy, the minute you pick up your rider that policy will cease to cover you,” Moraga says.\u003c/p>\n\u003cp>Lyft, Sidecar and UberX instituted excess liability insurance policies of $1 million per incident for their drivers, a level of coverage that the CPUC now requires. The commission found that coverage to be more than adequate for the TNCs and noted that the San Francisco Municipal Transportation Agency also requires the $1 million amount for cab companies.\u003c/p>\n\u003cp>\u003cstrong>What Those $1 Million Policies Cover\u003c/strong>\u003c/p>\n\u003cp>The \u003ca href=\"http://www.irmi.com/online/insurance-glossary/terms/e/excess-liability-policy.aspx\" target=\"_blank\">excess liability policies\u003c/a> are supposed to supplement a driver's individual coverage, providing coverage at the point where personal policies leave off. Which is interesting, if you consider that the insurance industry says that a driver's personal policy will exclude ride-service claims.\u003c/p>\n\u003cp>Kara Cross, general counsel for the \u003ca href=\"http://www.pifc.org/\" target=\"_blank\">Personal Insurance Federation of California\u003c/a>, says that's a potential problem.\u003c/p>\n\u003cp>\"Their coverage kicks in after any other coverage is paid first, \"Cross says. \"You might wind up that TNC (insurance) carriers are starting to find more and more situations that the personal carriers are not covering, and then you can have a problem with the TNC carriers.”\u003c/p>\n\u003caside class=\"pullquote alignleft\">'In real-life situations you may find there are a lot of gray areas where there’s going to be disputes, claims aren’t honored, and probably litigation at some point.'\n\u003cdiv style=\"text-align: right !important;font-size: 12pt\">— Pete Moraga, Insurance Information Network of California\u003c/div>\n\u003c/aside>\n\u003cp>Lyft's Erin Simpson says even though the company's policy is called excess insurance, it has been custom-designed to “drop down” and cover any amount that a driver's personal policy doesn't. And the CPUC regulations specifically state that \"the insurance coverage shall be available to cover claims regardless of whether a TNC driver maintains insurance to cover any portion of the claim.\"\u003c/p>\n\u003cp>Pete Moraga, from the Insurance Information Network of California, is skeptical that the drop-down feature resolves questions about coverage. \"There was little involvement if any from the insurance industry in these regulations,\" he says. \"The regulations that the CPUC enacted haven't stood the test of real-life situations. In real-life situations you may find there are a lot of gray areas where there’s going to be disputes, claims aren’t honored, and probably litigation at some point.\"\u003c/p>\n\u003cp>As the CPUC hammered out its TNC rules earlier this year, the California Department of Insurance said its preferred option would be to require the companies to carry $1 million in \u003ca href=\"http://www.irmi.com/online/insurance-glossary/terms/p/primary-cover.aspx\" target=\"_blank\">primary insurance\u003c/a> for each driver — meaning policies that pay first if there's a claim. The insurance department said excess insurance would be acceptable as a lower-cost option for the TNCs. But it added such a dual system of insurance, depending on both a driver's insurance and a company's excess liability coverage, could result in confusion to consumers who need to file claims.\u003c/p>\n\u003cp>\"It's a confusion issue,\" agrees Kara Cross of the Personal Insurance Federation of California.\u003c/p>\n\u003cp>In a written statement, the CPUC did not answer a direct question about the excess-versus-primary policy issue, saying only that its Safety and Enforcement Division is reviewing the TNC policies to \"make its independent assessment as to whether the existing coverages conform to the CPUC's insurance requirements.”\u003c/p>\n\u003cp>John Zimmer says Lyft's policy has already been tested a few times and that there have been no problems getting claims through.\u003c/p>\n\u003cp>\u003cstrong>Uncertainty About TNCs' Terms of Use\u003c/strong>\u003c/p>\n\u003cp>Questions about insurance coverage also extend to the terms of service that the ride-service companies require drivers and passengers to accept. Among those raising that issue is Christiane Hayashi, director of \u003ca href=\"http://www.sfmta.com/services/taxi-industry\" target=\"_blank\">taxi services\u003c/a> for the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cfigure id=\"attachment_118110\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/10/15/widespread-confusion-over-insurance-risks-forride-service-drivers-ponder-the/taxi/\" rel=\"attachment wp-att-118110\">\u003cimg class=\"size-medium wp-image-118110\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/11/taxi-300x168.jpg\" alt=\"One taxi driver says more company money is spent on insurance than on payroll. (Sara Bloomberg/KQED)\" width=\"300\" height=\"168\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">One taxi driver says more company money is spent on insurance than on payroll. (Sara Bloomberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>“If there happens to be an accident involving the Lyft or Sidecar service,\" she says, \"there’s the uncertainty of how the terms and conditions that people have to sign in order to participate in these services will affect the insurance coverage, because it disclaims all liability for anything whatsoever.”\u003c/p>\n\u003cp>The state Department of Insurance isn't fond of the terms either. The department wrote to the CPUC that \"a disclaimer of liability in the TNCs Terms of Service could mislead a consumer into thinking that they do not have a recourse against a TNC, when in fact the TNC will be required to maintain $1,000,000 in coverage. The CPUC should prohibit waivers that will prevent consumers from having recourse to the insurance.\"\u003c/p>\n\u003cp>The CPUC did insert specific language in its final ruling to address this issue:\u003c/p>\n\u003cblockquote>\u003cp>Nor can any Terms and Conditions in a TNC’s Terms of Service be used or relied on by the TNC to deny insurance coverage, or to otherwise evade the insurance requirements established in this decision.\u003c/p>\u003c/blockquote>\n\u003cp>Lyft CEO John Zimmer says the issue is a total red herring concocted by ride-service opponents. The disclaimer language used by his and other companies, he says, is “legal protection that any website will have, completely standard practice.”\u003c/p>\n\u003cp>\u003cstrong>What About Collision Coverage?\u003c/strong>\u003c/p>\n\u003cp>Even if you’re a TNC driver covered through the companies’ liability policies, that only covers damage to the other vehicle and passengers. If the accident is judged to be your fault, the liability coverage won’t help you pay for damage to your own car. That would require collision coverage, and the TNCs don’t offer that.\u003c/p>\n\u003cp>Erin Simpson of Lyft says drivers \"would need to check with their personal carrier and check on their specifc policy” to make sure their collision coverage applies while working as a Lyft driver.\u003c/p>\n\u003cp>But Josh Wolf, a journalist who did a story for the Bay Guardian about his experiences driving for Lyft, says he ran into trouble when looking for coverage on a new car:\u003c/p>\n\u003cblockquote>\u003cp>I was told that personal automobile insurance was insufficient. The insurance companies that cover limos and taxis said they couldn't help me either since my car wasn't registered as a commercial vehicle. Although Lyft provides a $1 million excess liability policy, there was no way to insure my own car against an accident. The lack of available insurance has left many drivers afraid to continue shuttling passengers, despite decent pay and flexible hours.\u003c/p>\u003c/blockquote>\n\u003cp>Kara Cross of the Personal Insurance Federation says there is definitely a gap in coverage for TNC drivers. “No coverage for collision, comprehensive coverage [theft, vandalism] medical payments,” she says.\u003c/p>\n\u003cp>But she adds that could change.\u003c/p>\n\u003cp>“It’s not to say that somebody might develop a product,” Cross says. “There’s been talk that maybe an insurance carrier will offer the marketplace (a policy) so you still have your personal coverage but there would be some language to cover these situations. As far as I know this product has not come out yet.”\u003c/p>\n\u003caside class=\"pullquote alignleft\"> 'Sometimes when I’d have a close call, I would lose my nerve for awhile. You come to realize how dangerous it is.'\n\u003cdiv style=\"text-align: right !important;font-size: 12pt\">— Brad Newsham, cab driver\u003c/div>\n\u003c/aside>\n\u003cp>One cab driver I spoke to who’s considering driving for UberX said when he tried to get collision coverage through his insurance company, he was told he had to go through a commercial carrier and get livery insurance. He called one up and was able to get a quote. That, coupled with the $1 million liability insurance requirement, has made him more comfortable about making the switch. (\u003cstrong>Update Jan. 17, 2013\u003c/strong>: The driver now tells me although he did get a quote originally, the company ultimately rejected his application because he was a TNC driver, and he was \u003cem>not\u003c/em> able to get commercial insurance.)\u003c/p>\n\u003cp>Pete Moraga of the Insurance Information Network of California says drivers need commercial insurance, which is more expensive than a personal auto policy, if they want to be covered for anything more than basic liability on their ride-service vehicle.\u003c/p>\n\u003cp>For most of the ride-service drivers I talked to, though, these issues are somewhat abstract, if not confusing.\u003c/p>\n\u003cp>But Brad Newsham, a 28-year veteran cab driver, gives a glimpse of the reality that underlies all the talk about insurance. He says he once worked a year-and-half in an underground mine, and he puts cab driving 'right up there with it' in terms of stress, much of it due to being wary of \"not killing somebody, not killing yourself.\"\u003c/p>\n\u003cp>\"Sometimes when I'd have a close call, I would lose my nerve for awhile. You come to realize how dangerous it is,\" Newsham says. \"You’re driving this one-ton piece of machinery at high speeds. To come within inches of killing someone or killing you, it’s a very, very dangerous activity.”\u003c/p>\n\u003cp>Just how dangerous, you can see in the \u003ca href=\"http://www.sfbg.com/politics/2013/08/08/lawsuit-over-injury-airborne-fire-hydrant-tests-uber%E2%80%99s-insurance-practices\" target=\"_blank\"> case of the flying San Francisco fire hydrant\u003c/a>. In that accident last March, a black town car on an Uber call collided with another vehicle while turning left on Divisadero. One of the cars hit a fire hydrant, sending it flying through the air. It struck a pedestrian, who sustained severe injuries. Uber is fighting a lawsuit over the incident, essentially arguing it bears no responsibility for the driver's actions.\u003c/p>\n\u003cp>The ride-service drivers I talked to aren’t focusing on that risk. Right now, they seem to be enamored of the good pay, flexible schedule and social aspects of their jobs. Any insurance concerns they may have aren’t serious enough to spur them to quit, with many citing the TNCs' $1 million liability policies as a mitigating factor.\u003c/p>\n\u003cp>Lyft driver Dan summed it up this way:\u003c/p>\n\u003cp>“Am I worried about the sky falling when I walk out the door? No. Is it more of a distinct possibility that when I’m driving for Lyft in the city? Yeah. But I’m not thinking about it.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Part Three takes an in-depth look at \u003cem>a complaint of many cab drivers: payments demanded of them from cab company employees.\u003c/em>\u003c/strong>\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_118099\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/10/15/widespread-confusion-over-insurance-risks-forride-service-drivers-ponder-the/lyftaudi/\" rel=\"attachment wp-att-118099\">\u003cimg class=\"size-full wp-image-118099\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/11/lyftaudi.jpg\" alt=\"Are networked ride service drivers covered if they get into an accident while driving a paying passenger? It depends on who you ask. (Sara Bloomberg/KQED)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Are networked ride-service drivers covered if they get into an accident while driving a paying passenger? It depends on who you ask. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cem>This is Part Two of our series on the risks and benefits to drivers who sign up with the networked ride-service companies like Lyft, Sidecar and UberX versus those who work for the traditional taxicab industry. Part One — \u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\">Will 'Ride Sharing' Kill San Francisco's Taxi Industry?\u003c/a> — focused on tensions between the two pools of drivers and the declining income earned by taxi drivers. Part Two looks at insurance issues related to the new ride services.\u003cbr>\n\u003c/em>\u003c/p>\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\">V\u003c/span>eteran San Francisco cab driver Ed Healy says he'd never ever drive for Lyft, Sidecar or any of the other smartphone-driven ride-service companies operating in the city.\u003c/p>\n\u003cp>It doesn't matter that many of those driving for what state regulators call \"transportation network companies\" (or TNCs) say they're making better money than old-school taxi drivers. It doesn't matter that many cab drivers have moved over to the TNCs. Healey says his decision comes down to one issue.\u003c/p>\n\u003cp>“I wouldn’t ever drive in one because of the insurance,” Healey says. \"I wasn’t going to leave my car exposed to an accident.”\u003c/p>\n\u003caside class=\"pullquote alignright\">'Mustache Wars' — the conflict between the traditional taxi industry and smartphone-based ride services:\n\u003cdiv style=\"font-size: 12pt\">\n\u003cul>\n\u003cli>\u003cstrong>Part One: \u003c/strong>\u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\" target=\"_blank\">Will ‘Ride Sharing’ Kill San Francisco’s Taxi Industry?\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>Sidebar:\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/can-lyft-uberx-drivers-lose-their-insurance\" target=\"_blank\">Are Ride-Service Drivers at Risk of Losing Their Insurance?\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>Part Three:\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/12/11/taxi-drivers-and-whos-taking-money-out-of-their-pockets\" target=\"_blank\">Tip or Bribe? Taxi Drivers Say Illegal Payments to Dispatchers Are Routine\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>Sidebar:\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2014/12/13/the-fine-line-between-a-taxi-drivers-tip-and-a-bribe/\" target=\"_blank\">The Fine Line Between a Tip And a Bribe For Those Who Drive S.F. Taxis\u003c/a>\u003c/li>\n\u003c/ul>\n\u003c/div>\n\u003c/aside>\n\u003cp>Healy's sentiments echo those of many in the taxi industry and point to a big unknown at the heart of the popular new ride-service companies: If a driver gets into a wreck, who pays? More specifically, what insurance is in place to cover injuries, property losses and damage to passengers, passers-by and the driver's own car?\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Lyft and the other TNCs point to the $1 million per incident excess liability coverage that the California Public Utilities Commission (CPUC) requires them to carry. The policies are designed to deal with liability claims a driver's insurance doesn't cover. But the policies won't cover drivers' cars. That means the drivers must rely on their personal auto insurance policies — which still may leave them uncovered since insurers typically, though not always, bar claims if a driver's vehicle was in commercial use when an accident occurred.\u003c/p>\n\u003cp>And that's not the only uncertainty surrounding insurance coverage for ride-service drivers and passengers. The ride services' terms of service require users to waive liability claims. Lyft's founder says that's just a standard bit of contract language while the taxi industry and San Francisco's chief taxicab regulator say the terms could raise questions of who will pay in case of an accident.\u003c/p>\n\u003cp>All of these issues, TNC opponents claim, amount to incentives for people to keep their status as ride-sharing drivers secret from their insurance company. I found that to be the case with at least some of the drivers I spoke to.\u003c/p>\n\u003cp>I spent the last couple of months talking to drivers, the ride services, their competitors in the taxi trade and insurance industry representatives to try to get answers about insurance coverage. What I found was a thicket of contradictions and complications in figuring out who will pay if something goes wrong during a ride-service trip. For instance:\u003c/p>\n\u003cul>\n\u003cli>Ride-service companies like Lyft and Sidecar say drivers' personal insurance policies will cover some claims. The insurance industry says the policies won't provide any coverage.\u003c/li>\n\u003cli>The insurance industry says ride-service drivers will have to buy commercial insurance to be covered when they're driving for hire and maybe even when they're not.\u003c/li>\n\u003cli>At least some ride-service drivers are keeping their status secret from their insurance companies because they're afraid of losing coverage. (See sidebar: \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/can-lyft-uberx-drivers-lose-their-insurance\" target=\"_blank\">Are Ride-Service Drivers at Risk of Losing Their Insurance?\u003c/a>)\u003c/li>\n\u003c/ul>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/120972565\" frameborder=\"no\" scrolling=\"no\" width=\"100%\" height=\"166\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cstrong>A Topic of Conversation\u003c/strong>\u003c/p>\n\u003cp>The insurance issue is definitely a topic of discussion among Lyft drivers, according to Alice, who has been driving for the company since April. (Most ride-service drivers spoke to me on condition we would not use their full names.)\u003c/p>\n\u003cp>“There’s a lot of conversations going on [about insurance] in the Lyft Driver’s Lounge,\" she said, referring to a company Facebook page. She says some Lyft drivers have quit over the issue.\u003c/p>\n\u003cp>“Some people are like, 'Yeah, I’m really bummed, but until the insurance thing is settled, I’m not going to drive for Lyft anymore.' A lot of the new drivers have asked multiple times on the Facebook page, 'What do we do about insurance?' Lyft’s answer is you have to figure that out on our own.”\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Alice says she and about a dozen other drivers were invited to lunch with Lyft CEO John Zimmer over the summer to discuss the issue. “I got a phone call from Lyft, they were doing damage control,” she says, adding that Zimmer told the drivers the company was working on getting an insurance carrier that would cover them for both personal use of their car and for ride-service work.\u003c/p>\n\u003cp>Zimmer told me the company is now in discussion with insurance companies to offer \"expanded types of coverage.\"\u003c/p>\n\u003cp>The insurance industry has stated clearly that a driver’s personal policy is not going to cover any accident in which the insured was using his or her vehicle for commercial purposes.\u003c/p>\n\u003cp>In a filing with the California Public Utilities Commission in 2012, the Personal Insurance Federation of California, an industry group made up of State Farm, Farmers, Progressive, Allstate, Liberty Mutual, Mercury and Nationwide, said it asked its members to determine how they would treat liability claims in ride-service accidents.\u003c/p>\n\u003cblockquote>\u003cp>In response to the Commission’s inquiries, we surveyed our members regarding coverage issues in the above described situations. It appears that the industry standard for personal auto insurance policy contracts is to exempt from insurance coverage claims involving vehicles used for transporting passengers for a charge. Thus, in situations where a vehicle is insured as a private vehicle and is used to transport passengers for a fee, no insurance coverage would exist...\u003c/p>\u003c/blockquote>\n\u003cp>In a press release after the CPUC ruling, the \u003ca href=\"http://www.acicnet.org/\" target=\"_blank\">Association of California Insurance Companies\u003c/a>, a trade association and lobbying group, said, “Both drivers and riders must understand that an accident in a ride-sharing vehicle will not be covered under a personal auto insurance policy.”\u003c/p>\n\u003cp>The \u003ca href=\"http://www.insurance.ca.gov/\" target=\"_blank\">California Department of Insurance\u003c/a> also weighed in on the issue in an \u003ca href=\"http://www.scribd.com/doc/184030223/Calif-Dept-of-Insurance-letter-on-TNCs-ride-share-services\" target=\"_blank\">advisory letter\u003c/a> it sent to the CPUC before its final decision: \"Based on informal conversations with TNCs and auto insurers, we understand that personal lines auto insurers have both paid claims and denied claims when drivers with personal lines insurance were transporting a passenger referred by a TNC.\"\u003c/p>\n\u003cp>Despite statements like that, the ride-service companies insist drivers' insurance companies will cover claims arising from their paid work and in fact have already done so.\u003c/p>\n\u003cp>Margaret Ryan, vice president of communications at Sidecar, said in an email that the company has yet to see an incident in which a driver's personal insurer has denied a claim. Erin Simpson, director of communications at Lyft, says she is aware of \"multiple instances\" in which an insurer has known that drivers were working for Lyft and still approved a claim under the driver's insurance policy.\u003c/p>\n\u003cfigure id=\"attachment_115064\" class=\"wp-caption alignleft\" style=\"max-width: 272px\">\u003ca href=\"http://ww2.kqed.org/news/2013/10/15/widespread-confusion-over-insurance-risks-forride-service-drivers-ponder-the/desoto-cab-company-driver-and-pacifica-resident-corey-lamb-protests-against-ap-based-ride-selling-companies-like-lyft-on-tuesday-july-30-outside-san-francisco-city-hall-alex-ensliekqedrs5997_img_7/\" rel=\"attachment wp-att-115064\">\u003cimg class=\"size-full wp-image-115064 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/10/DeSoto-Cab-Company-driver-and-Pacifica-resident-Corey-Lamb-protests-against-ap-based-ride-selling-companies-like-Lyft-on-Tuesday-July-30-outside-San-Francisco-City-Hall.-Alex-EnslieKQEDRS5997_IMG_7873-sfi.jpg\" alt=\"DeSoto Cab Company driver Corey Lamb protests against app-based ride-service companies outside San Francisco City Hall. (Alex Enslie/KQED)\" width=\"272\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">DeSoto Cab Company driver Corey Lamb protests against app-based ride-service companies outside San Francisco City Hall. (Alex Emslie/KQED)\u003cstrong>\u003cbr>\u003c/strong>\u003c/figcaption>\u003c/figure>\n\u003cp>And indeed, one Lyft driver I talked to said that when he got into an accident in 2012 while carrying a paying passenger, his insurance company was aware of the circumstances and still approved the claim.\u003c/p>\n\u003cp>That was last year, though, and things may be different now that the CPUC issued \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M077/K112/77112285.PDF\" target=\"_blank\">regulations\u003c/a> for the TNC industry. One of the commission's major findings: The TNCs are commercial enterprises,\u003c/p>\n\u003cp>Pete Moraga, a spokesperson for the \u003ca href=\"http://www.iinc.org/\" target=\"_blank\">Insurance Information Network of California\u003c/a>, an industry group, says personal auto policies typically exclude coverage for vehicles when they're in commercial use.\u003c/p>\n\u003cp>“If you are (working for a TNC) and you have your own personal policy, the minute you pick up your rider that policy will cease to cover you,” Moraga says.\u003c/p>\n\u003cp>Lyft, Sidecar and UberX instituted excess liability insurance policies of $1 million per incident for their drivers, a level of coverage that the CPUC now requires. The commission found that coverage to be more than adequate for the TNCs and noted that the San Francisco Municipal Transportation Agency also requires the $1 million amount for cab companies.\u003c/p>\n\u003cp>\u003cstrong>What Those $1 Million Policies Cover\u003c/strong>\u003c/p>\n\u003cp>The \u003ca href=\"http://www.irmi.com/online/insurance-glossary/terms/e/excess-liability-policy.aspx\" target=\"_blank\">excess liability policies\u003c/a> are supposed to supplement a driver's individual coverage, providing coverage at the point where personal policies leave off. Which is interesting, if you consider that the insurance industry says that a driver's personal policy will exclude ride-service claims.\u003c/p>\n\u003cp>Kara Cross, general counsel for the \u003ca href=\"http://www.pifc.org/\" target=\"_blank\">Personal Insurance Federation of California\u003c/a>, says that's a potential problem.\u003c/p>\n\u003cp>\"Their coverage kicks in after any other coverage is paid first, \"Cross says. \"You might wind up that TNC (insurance) carriers are starting to find more and more situations that the personal carriers are not covering, and then you can have a problem with the TNC carriers.”\u003c/p>\n\u003caside class=\"pullquote alignleft\">'In real-life situations you may find there are a lot of gray areas where there’s going to be disputes, claims aren’t honored, and probably litigation at some point.'\n\u003cdiv style=\"text-align: right !important;font-size: 12pt\">— Pete Moraga, Insurance Information Network of California\u003c/div>\n\u003c/aside>\n\u003cp>Lyft's Erin Simpson says even though the company's policy is called excess insurance, it has been custom-designed to “drop down” and cover any amount that a driver's personal policy doesn't. And the CPUC regulations specifically state that \"the insurance coverage shall be available to cover claims regardless of whether a TNC driver maintains insurance to cover any portion of the claim.\"\u003c/p>\n\u003cp>Pete Moraga, from the Insurance Information Network of California, is skeptical that the drop-down feature resolves questions about coverage. \"There was little involvement if any from the insurance industry in these regulations,\" he says. \"The regulations that the CPUC enacted haven't stood the test of real-life situations. In real-life situations you may find there are a lot of gray areas where there’s going to be disputes, claims aren’t honored, and probably litigation at some point.\"\u003c/p>\n\u003cp>As the CPUC hammered out its TNC rules earlier this year, the California Department of Insurance said its preferred option would be to require the companies to carry $1 million in \u003ca href=\"http://www.irmi.com/online/insurance-glossary/terms/p/primary-cover.aspx\" target=\"_blank\">primary insurance\u003c/a> for each driver — meaning policies that pay first if there's a claim. The insurance department said excess insurance would be acceptable as a lower-cost option for the TNCs. But it added such a dual system of insurance, depending on both a driver's insurance and a company's excess liability coverage, could result in confusion to consumers who need to file claims.\u003c/p>\n\u003cp>\"It's a confusion issue,\" agrees Kara Cross of the Personal Insurance Federation of California.\u003c/p>\n\u003cp>In a written statement, the CPUC did not answer a direct question about the excess-versus-primary policy issue, saying only that its Safety and Enforcement Division is reviewing the TNC policies to \"make its independent assessment as to whether the existing coverages conform to the CPUC's insurance requirements.”\u003c/p>\n\u003cp>John Zimmer says Lyft's policy has already been tested a few times and that there have been no problems getting claims through.\u003c/p>\n\u003cp>\u003cstrong>Uncertainty About TNCs' Terms of Use\u003c/strong>\u003c/p>\n\u003cp>Questions about insurance coverage also extend to the terms of service that the ride-service companies require drivers and passengers to accept. Among those raising that issue is Christiane Hayashi, director of \u003ca href=\"http://www.sfmta.com/services/taxi-industry\" target=\"_blank\">taxi services\u003c/a> for the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cfigure id=\"attachment_118110\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/10/15/widespread-confusion-over-insurance-risks-forride-service-drivers-ponder-the/taxi/\" rel=\"attachment wp-att-118110\">\u003cimg class=\"size-medium wp-image-118110\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/11/taxi-300x168.jpg\" alt=\"One taxi driver says more company money is spent on insurance than on payroll. (Sara Bloomberg/KQED)\" width=\"300\" height=\"168\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">One taxi driver says more company money is spent on insurance than on payroll. (Sara Bloomberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>“If there happens to be an accident involving the Lyft or Sidecar service,\" she says, \"there’s the uncertainty of how the terms and conditions that people have to sign in order to participate in these services will affect the insurance coverage, because it disclaims all liability for anything whatsoever.”\u003c/p>\n\u003cp>The state Department of Insurance isn't fond of the terms either. The department wrote to the CPUC that \"a disclaimer of liability in the TNCs Terms of Service could mislead a consumer into thinking that they do not have a recourse against a TNC, when in fact the TNC will be required to maintain $1,000,000 in coverage. The CPUC should prohibit waivers that will prevent consumers from having recourse to the insurance.\"\u003c/p>\n\u003cp>The CPUC did insert specific language in its final ruling to address this issue:\u003c/p>\n\u003cblockquote>\u003cp>Nor can any Terms and Conditions in a TNC’s Terms of Service be used or relied on by the TNC to deny insurance coverage, or to otherwise evade the insurance requirements established in this decision.\u003c/p>\u003c/blockquote>\n\u003cp>Lyft CEO John Zimmer says the issue is a total red herring concocted by ride-service opponents. The disclaimer language used by his and other companies, he says, is “legal protection that any website will have, completely standard practice.”\u003c/p>\n\u003cp>\u003cstrong>What About Collision Coverage?\u003c/strong>\u003c/p>\n\u003cp>Even if you’re a TNC driver covered through the companies’ liability policies, that only covers damage to the other vehicle and passengers. If the accident is judged to be your fault, the liability coverage won’t help you pay for damage to your own car. That would require collision coverage, and the TNCs don’t offer that.\u003c/p>\n\u003cp>Erin Simpson of Lyft says drivers \"would need to check with their personal carrier and check on their specifc policy” to make sure their collision coverage applies while working as a Lyft driver.\u003c/p>\n\u003cp>But Josh Wolf, a journalist who did a story for the Bay Guardian about his experiences driving for Lyft, says he ran into trouble when looking for coverage on a new car:\u003c/p>\n\u003cblockquote>\u003cp>I was told that personal automobile insurance was insufficient. The insurance companies that cover limos and taxis said they couldn't help me either since my car wasn't registered as a commercial vehicle. Although Lyft provides a $1 million excess liability policy, there was no way to insure my own car against an accident. The lack of available insurance has left many drivers afraid to continue shuttling passengers, despite decent pay and flexible hours.\u003c/p>\u003c/blockquote>\n\u003cp>Kara Cross of the Personal Insurance Federation says there is definitely a gap in coverage for TNC drivers. “No coverage for collision, comprehensive coverage [theft, vandalism] medical payments,” she says.\u003c/p>\n\u003cp>But she adds that could change.\u003c/p>\n\u003cp>“It’s not to say that somebody might develop a product,” Cross says. “There’s been talk that maybe an insurance carrier will offer the marketplace (a policy) so you still have your personal coverage but there would be some language to cover these situations. As far as I know this product has not come out yet.”\u003c/p>\n\u003caside class=\"pullquote alignleft\"> 'Sometimes when I’d have a close call, I would lose my nerve for awhile. You come to realize how dangerous it is.'\n\u003cdiv style=\"text-align: right !important;font-size: 12pt\">— Brad Newsham, cab driver\u003c/div>\n\u003c/aside>\n\u003cp>One cab driver I spoke to who’s considering driving for UberX said when he tried to get collision coverage through his insurance company, he was told he had to go through a commercial carrier and get livery insurance. He called one up and was able to get a quote. That, coupled with the $1 million liability insurance requirement, has made him more comfortable about making the switch. (\u003cstrong>Update Jan. 17, 2013\u003c/strong>: The driver now tells me although he did get a quote originally, the company ultimately rejected his application because he was a TNC driver, and he was \u003cem>not\u003c/em> able to get commercial insurance.)\u003c/p>\n\u003cp>Pete Moraga of the Insurance Information Network of California says drivers need commercial insurance, which is more expensive than a personal auto policy, if they want to be covered for anything more than basic liability on their ride-service vehicle.\u003c/p>\n\u003cp>For most of the ride-service drivers I talked to, though, these issues are somewhat abstract, if not confusing.\u003c/p>\n\u003cp>But Brad Newsham, a 28-year veteran cab driver, gives a glimpse of the reality that underlies all the talk about insurance. He says he once worked a year-and-half in an underground mine, and he puts cab driving 'right up there with it' in terms of stress, much of it due to being wary of \"not killing somebody, not killing yourself.\"\u003c/p>\n\u003cp>\"Sometimes when I'd have a close call, I would lose my nerve for awhile. You come to realize how dangerous it is,\" Newsham says. \"You’re driving this one-ton piece of machinery at high speeds. To come within inches of killing someone or killing you, it’s a very, very dangerous activity.”\u003c/p>\n\u003cp>Just how dangerous, you can see in the \u003ca href=\"http://www.sfbg.com/politics/2013/08/08/lawsuit-over-injury-airborne-fire-hydrant-tests-uber%E2%80%99s-insurance-practices\" target=\"_blank\"> case of the flying San Francisco fire hydrant\u003c/a>. In that accident last March, a black town car on an Uber call collided with another vehicle while turning left on Divisadero. One of the cars hit a fire hydrant, sending it flying through the air. It struck a pedestrian, who sustained severe injuries. Uber is fighting a lawsuit over the incident, essentially arguing it bears no responsibility for the driver's actions.\u003c/p>\n\u003cp>The ride-service drivers I talked to aren’t focusing on that risk. Right now, they seem to be enamored of the good pay, flexible schedule and social aspects of their jobs. Any insurance concerns they may have aren’t serious enough to spur them to quit, with many citing the TNCs' $1 million liability policies as a mitigating factor.\u003c/p>\n\u003cp>Lyft driver Dan summed it up this way:\u003c/p>\n\u003cp>“Am I worried about the sky falling when I walk out the door? No. Is it more of a distinct possibility that when I’m driving for Lyft in the city? Yeah. But I’m not thinking about it.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Part Three takes an in-depth look at \u003cem>a complaint of many cab drivers: payments demanded of them from cab company employees.\u003c/em>\u003c/strong>\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Are 'Ride-Share' Drivers at Risk of Losing Their Insurance?",
"title": "Are 'Ride-Share' Drivers at Risk of Losing Their Insurance?",
"headTitle": "News Fix | KQED News",
"content": "\u003cfigure id=\"attachment_118115\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/11/14/widespread-confusion-over-insurance-risks-ride-share-drivers-lyft-uberx-sidecar/lyft/\" rel=\"attachment wp-att-118115\">\u003cimg class=\"size-full wp-image-118115\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/11/lyft.jpg\" alt=\"Two agents from the same insurance company gave TNC driver different answers on whether they could provide coverage. (Deborah Svoboda/KQED)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Two agents from the same insurance company gave TNC driver different answers on whether they could provide coverage. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>What happens if you want to go to work driving for a ride-service company like Sidecar or UberX and try to get insurance up front? What happens to your policy if your insurance company finds out you're driving passengers for hire? Will your insurance pay your claim if you have a fender-bender while driving for a ride service?\u003c/p>\n\u003cp>I'd love to give you definitive, black-and-white answers to all those questions. But the truth is in a gray area. My reporting and stories done by others suggest insurance companies aren't crazy about covering you if you're driving for a ride service, though I did find one driver who said he had no problem with coverage or filing claims.\u003c/p>\n\u003cp>Josh Wolf, a Lyft driver, wrote about his experience trying to get insurance in the \u003ca href=\"http://www.sfbg.com/2013/08/06/driven-take-risks\" target=\"_blank\">San Francisco Bay Guardian\u003c/a> last summer. He related this anecdote:\u003c/p>\n\u003cblockquote>\u003cp>(A)t least one person has been told by her insurance company that she will be dropped unless she obtains a notarized letter from Lyft saying she won't be driving for it anymore.\u003cbr>\nThe trouble began for this driver, who spoke on condition of anonymity, when she got into a minor fender bender while driving a passenger in March.\u003c/p>\n\u003cp>\"The guy whose car I bumped into was the neighbor of my passenger,\" said the driver. \"I never heard anything else from Geico for the longest time so I was sort of hoping that it didn't have an effect on my coverage, but then at the end of June I got the questionnaire in the mail.\"\u003c/p>\n\u003cp>A month later Geico told her that she'd be dropped from her insurance at the end of July unless she can demonstrate that she's no longer driving for Lyft. Geico said that if she couldn't get a letter from Lyft, she could send a notarized letter herself and the company \"might take it under consideration.\"\u003c/p>\u003c/blockquote>\n\u003cp>A spokesperson for the \u003ca href=\"http://www.iinc.org/\" target=\"_blank\">Insurance Information Network of California\u003c/a> told Wolf that, “An insurer may even decide to non-renew your policy for failing to notify them of your business.”\u003c/p>\n\u003cp>[contextly_sidebar id=\"5608f963911d66f33449a67850bfdcda\"]\u003c/p>\n\u003cp>Dan, a Lyft driver I talked to for this series, says, \"I have heard about people being denied coverage because it was discovered they were driving for Lyft, and therefore their personal insurance policy would not be renewed, or canceled.\"\u003c/p>\n\u003caside class=\"pullquote alignleft\">'Mustache Wars' — the conflict between the traditional taxi industry and new smartphone-based ride services:\n\u003cdiv style=\"font-size: 12pt\">\n\u003cul>\n\u003cli>\u003cstrong>Part One: \u003c/strong>\u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\" target=\"_blank\">Will ‘Ride Sharing’ Kill San Francisco’s Taxi Industry?\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>Part Two:\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/who-pays-when-ride-share-driver-crashes\" target=\"_blank\">Confusion Over Insurance for 'Ride-Sharing' Drivers\u003c/a> \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/who-pays-when-ride-share-driver-crashes\" target=\"_blank\">\u003cbr>\n\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>Sidebar:\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/can-lyft-uberx-drivers-lose-their-insurance\" target=\"_blank\">Are Ride-Share Drivers at Risk of Losing Their Insurance?\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>Part Three:\u003c/strong> Coming Soon\u003c/li>\n\u003c/ul>\n\u003c/div>\n\u003c/aside>\n\u003cp>I asked Kara Cross of the \u003ca href=\"http://www.pifc.org/\" target=\"_blank\">Personal Insurance Federation of California\u003c/a> if this was happening — insurers canceling the policies of TNC drivers once they got wind of their shuttling people around for money. She said she hadn’t heard of any such incidents. And a Lyft driver I spoke to who got into an accident last year told us he had no problem renewing his personal insurance in August. “I think it depends on what agent you have,” he says.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But if you buy a new car and plan on using it to work as a ride-service driver, there may also be a problem with obtaining personal insurance for just everyday, non-commercial use. I called up the American Automobile Association and Allstate to see if they’d insure me for the personal use of my car if I also happened to use it for transporting paying passengers. Like, could they insure me and just exclude any incidents in which I was working for a TNC?\u003c/p>\n\u003cp>Nope.\u003c/p>\n\u003cp>“If they discover that your car’s being used that way, then that’s going to raise the red flag for any claim,” an Allstate broker told me. “Tracking if accidents have occurred involving such vehicles is difficult, as the insurer will not always have the knowledge that the passenger paid for transport.”\u003c/p>\n\u003caside class=\"pullquote alignleft\"> 'If they discover that your car’s being used that way, then that’s going to raise the red flag for any claim.'\n\u003cdiv style=\"text-align: right !important;font-size: 12pt\">— Allstate broker on covering a ride-service driver\u003c/div>\n\u003c/aside>\n\u003cp>In other words: If you get into an accident, how’s your insurance company going to know if you were transporting a paid passenger or just on your way to the grocery store? (Though the pink mustache may be a dead giveaway. Per the new CPUC rules, all TNC drivers will have to install signage identifying them as a ride-service vehicle.)\u003c/p>\n\u003cp>Kara Cross says there’s potential ambiguity in these situations as well: “That’s one of the things that’s missing in the CPUC language. There’s no trigger point, really, as far as when coverage switches over when you’re in personal use as opposed to commercial use.”\u003c/p>\n\u003cp>Lyft driver Alice says when she called her insurance company and asked if they covered ride service vehicles, she was told yes several times before finally someone said no.\u003c/p>\n\u003cp>“It depends on the agent, quite frankly,” she says. She says another Lyft driver told her that one agent from an insurance company said it could offer her coverage, and another agent from the same company told her it didn’t.\u003c/p>\n\u003cp>All of these questions, TNC opponents claim, amount to incentives for people to keep their status as ride-sharing drivers secret from their insurance company. My conversations with drivers seem to confirm that.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I don’t think I should let my insurance company know because I’ll probably get dropped,” one driver said. \"I figure the less they know the better,\" said another.\u003c/p>\n\n",
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"excerpt": "Can you get insurance, or get a claim paid, if you're driving for Lyft or Sidecar? It depends. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_118115\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/11/14/widespread-confusion-over-insurance-risks-ride-share-drivers-lyft-uberx-sidecar/lyft/\" rel=\"attachment wp-att-118115\">\u003cimg class=\"size-full wp-image-118115\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/11/lyft.jpg\" alt=\"Two agents from the same insurance company gave TNC driver different answers on whether they could provide coverage. (Deborah Svoboda/KQED)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Two agents from the same insurance company gave TNC driver different answers on whether they could provide coverage. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>What happens if you want to go to work driving for a ride-service company like Sidecar or UberX and try to get insurance up front? What happens to your policy if your insurance company finds out you're driving passengers for hire? Will your insurance pay your claim if you have a fender-bender while driving for a ride service?\u003c/p>\n\u003cp>I'd love to give you definitive, black-and-white answers to all those questions. But the truth is in a gray area. My reporting and stories done by others suggest insurance companies aren't crazy about covering you if you're driving for a ride service, though I did find one driver who said he had no problem with coverage or filing claims.\u003c/p>\n\u003cp>Josh Wolf, a Lyft driver, wrote about his experience trying to get insurance in the \u003ca href=\"http://www.sfbg.com/2013/08/06/driven-take-risks\" target=\"_blank\">San Francisco Bay Guardian\u003c/a> last summer. He related this anecdote:\u003c/p>\n\u003cblockquote>\u003cp>(A)t least one person has been told by her insurance company that she will be dropped unless she obtains a notarized letter from Lyft saying she won't be driving for it anymore.\u003cbr>\nThe trouble began for this driver, who spoke on condition of anonymity, when she got into a minor fender bender while driving a passenger in March.\u003c/p>\n\u003cp>\"The guy whose car I bumped into was the neighbor of my passenger,\" said the driver. \"I never heard anything else from Geico for the longest time so I was sort of hoping that it didn't have an effect on my coverage, but then at the end of June I got the questionnaire in the mail.\"\u003c/p>\n\u003cp>A month later Geico told her that she'd be dropped from her insurance at the end of July unless she can demonstrate that she's no longer driving for Lyft. Geico said that if she couldn't get a letter from Lyft, she could send a notarized letter herself and the company \"might take it under consideration.\"\u003c/p>\u003c/blockquote>\n\u003cp>A spokesperson for the \u003ca href=\"http://www.iinc.org/\" target=\"_blank\">Insurance Information Network of California\u003c/a> told Wolf that, “An insurer may even decide to non-renew your policy for failing to notify them of your business.”\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Dan, a Lyft driver I talked to for this series, says, \"I have heard about people being denied coverage because it was discovered they were driving for Lyft, and therefore their personal insurance policy would not be renewed, or canceled.\"\u003c/p>\n\u003caside class=\"pullquote alignleft\">'Mustache Wars' — the conflict between the traditional taxi industry and new smartphone-based ride services:\n\u003cdiv style=\"font-size: 12pt\">\n\u003cul>\n\u003cli>\u003cstrong>Part One: \u003c/strong>\u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\" target=\"_blank\">Will ‘Ride Sharing’ Kill San Francisco’s Taxi Industry?\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>Part Two:\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/who-pays-when-ride-share-driver-crashes\" target=\"_blank\">Confusion Over Insurance for 'Ride-Sharing' Drivers\u003c/a> \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/who-pays-when-ride-share-driver-crashes\" target=\"_blank\">\u003cbr>\n\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>Sidebar:\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/can-lyft-uberx-drivers-lose-their-insurance\" target=\"_blank\">Are Ride-Share Drivers at Risk of Losing Their Insurance?\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>Part Three:\u003c/strong> Coming Soon\u003c/li>\n\u003c/ul>\n\u003c/div>\n\u003c/aside>\n\u003cp>I asked Kara Cross of the \u003ca href=\"http://www.pifc.org/\" target=\"_blank\">Personal Insurance Federation of California\u003c/a> if this was happening — insurers canceling the policies of TNC drivers once they got wind of their shuttling people around for money. She said she hadn’t heard of any such incidents. And a Lyft driver I spoke to who got into an accident last year told us he had no problem renewing his personal insurance in August. “I think it depends on what agent you have,” he says.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But if you buy a new car and plan on using it to work as a ride-service driver, there may also be a problem with obtaining personal insurance for just everyday, non-commercial use. I called up the American Automobile Association and Allstate to see if they’d insure me for the personal use of my car if I also happened to use it for transporting paying passengers. Like, could they insure me and just exclude any incidents in which I was working for a TNC?\u003c/p>\n\u003cp>Nope.\u003c/p>\n\u003cp>“If they discover that your car’s being used that way, then that’s going to raise the red flag for any claim,” an Allstate broker told me. “Tracking if accidents have occurred involving such vehicles is difficult, as the insurer will not always have the knowledge that the passenger paid for transport.”\u003c/p>\n\u003caside class=\"pullquote alignleft\"> 'If they discover that your car’s being used that way, then that’s going to raise the red flag for any claim.'\n\u003cdiv style=\"text-align: right !important;font-size: 12pt\">— Allstate broker on covering a ride-service driver\u003c/div>\n\u003c/aside>\n\u003cp>In other words: If you get into an accident, how’s your insurance company going to know if you were transporting a paid passenger or just on your way to the grocery store? (Though the pink mustache may be a dead giveaway. Per the new CPUC rules, all TNC drivers will have to install signage identifying them as a ride-service vehicle.)\u003c/p>\n\u003cp>Kara Cross says there’s potential ambiguity in these situations as well: “That’s one of the things that’s missing in the CPUC language. There’s no trigger point, really, as far as when coverage switches over when you’re in personal use as opposed to commercial use.”\u003c/p>\n\u003cp>Lyft driver Alice says when she called her insurance company and asked if they covered ride service vehicles, she was told yes several times before finally someone said no.\u003c/p>\n\u003cp>“It depends on the agent, quite frankly,” she says. She says another Lyft driver told her that one agent from an insurance company said it could offer her coverage, and another agent from the same company told her it didn’t.\u003c/p>\n\u003cp>All of these questions, TNC opponents claim, amount to incentives for people to keep their status as ride-sharing drivers secret from their insurance company. My conversations with drivers seem to confirm that.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I don’t think I should let my insurance company know because I’ll probably get dropped,” one driver said. \"I figure the less they know the better,\" said another.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_118590\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/11/18/what-a-bore-new-caldecott-tunnel-opens-to-traffic/broadwaytunnel/\" rel=\"attachment wp-att-118590\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/11/broadwaytunnel-e1384797366570.jpg\" alt=\"The Broadway Tunnel in the Oakland Hills, a forerunner of today's Caldecott Tunnels. (Metropolitan Transportation Commission)\" width=\"640\" height=\"445\" class=\"size-full wp-image-118590\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Broadway Tunnel in the Oakland Hills, a forerunner of today’s Caldecott Tunnels. (Metropolitan Transportation Commission)\u003c/figcaption>\u003c/figure>\n\u003cp>Drivers are saying farewell to a half-century-old ritual in their trips to and from \u003ca href=\"http://areacode.org/925\" target=\"_blank\" rel=\"noopener\">The 925\u003c/a> from Oakland and San Francisco. \u003c/p>\n\u003cp>With the new, $420 million fourth bore of the Caldecott Tunnel open — Caltrans opened it \u003ca href=\"http://photos.mercurynews.com/2013/11/15/photos-caldecotts-fourth-bore-official-ribbon-cutting/\" target=\"_blank\" rel=\"noopener\">before dawn Saturday\u003c/a> — four lanes of traffic are flowing in both directions for the first time. That ends the familiar “4/2” traffic pattern that started when the Caldecott’s third bore \u003ca href=\"http://www.caldecott-tunnel.org/index.php/project-overview/history-caldecott\" target=\"_blank\" rel=\"noopener\">opened\u003c/a> in 1964. Here’s how Caltrans describes its routine of reversing traffic through what used to be the tunnel’s middle bore:\u003c/p>\n\u003cblockquote>\u003cp>During the week, the middle bore of the Caldecott is reversed sometime between 2:00 a.m. and 5:00 a.m. to favor westbound traffic, and then switched again sometime between 11:30 a.m. and noon to favor eastbound traffic. Ballgames, concerts and other events make balancing weekend traffic through the tunnel very difficult. It is not uncommon to reverse the middle bore six times on a Saturday or Sunday.\u003c/p>\u003c/blockquote>\n\u003cp>The \u003ca href=\"http://www.caldecott-tunnel.org/images/stories/factsheet-flyers/caldecott_FALL2013.pdf\" target=\"_blank\" rel=\"noopener\">new fourth bore\u003c/a> is taller and wider than the earlier bores, complete with a shoulder lane, is more brightly lit and features improved ventilation. Caltrans says that like the new eastern span of the Bay Bridge, the new bore is designed to be a “regional lifeline structure.” The Hayward Fault crosses Highway 24 just west of the tunnel’s Oakland portal, and the bore “is designed to reopen to emergency traffic within 72 hours of a major earthquake.”\u003c/p>\n\u003cp>A brief timeline of the Caldecott Tunnel and its Oakland Hills predecessors, \u003ca href=\"http://www.caldecott-tunnel.org/index.php/project-overview/history-caldecott\" target=\"_blank\" rel=\"noopener\">by way of Caltrans\u003c/a>. The original impetus behind the tunnel project was to make it easier to get from East Bay shore communities to Contra Costa County. The old way, still open if you care to drive it, was to go up the relatively precipitous slopes of Claremont Canyon from Oakland, cross a saddle of the Oakland Hills, then descend toward Orinda via Fish Ranch Road. \u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Late 1870s:\u003c/strong> Work begins on the \u003ca href=\"http://oaklandwiki.org/Kennedy_Tunnel\" target=\"_blank\" rel=\"noopener\">tunnel through hills\u003c/a> from the Kennedy Toll Road but is abandoned after just 300 feet are excavated between Oakland Hills and Orinda. The toll road followed the route of the current Tunnel Road up to a portal which today marks the beginning of Skyline Drive. \u003c/li>\n\u003cli>\u003cstrong>1903:\u003c/strong> Broadway Tunnel, also known as Kennedy Tunnel and the Inter-County Tunnel. Says Caltrans: “The Broadway Tunnel was located about 220 feet above the current Caldecott Tunnel and 320 feet below the summit. It was 1,040 feet long and 17 feet wide and built with timber supports. Long, dark and narrow, the tunnel could only accommodate one-way traffic. Drivers on either side would ignite rolled-up newspapers to signal travelers on the other side to wait for them to pass through.”\u003c/li>\n\u003cli>\u003cstrong>1915:\u003c/strong> Broadway Tunnel widened to accommodate cars and trucks (and two-way traffic). Structure was subject to frequent leakage and landslides at either end, especially during rainy season. \u003c/li>\n\u003cli>\u003cstrong>1934:\u003c/strong> Work on the twin-bore “Broadway Low-Level Tunnel” begins. \u003c/li>\n\u003cli>\u003cstrong>1937\u003c/strong>: Broadway Low-Level Tunnel opens (13 months after opening of Bay Bridge and a little more than six months after opening of Golden Gate Bridge). \u003c/li>\n\u003cli>\u003cstrong>1960: \u003c/strong>Tunnel renamed after Thomas Caldecott, former mayor of Berkeley and public transportation official. Work begins on third bore. \u003c/li>\n\u003cli>\u003cstrong>1964:\u003c/strong> Third bore completed. \u003c/li>\n\u003cli>\u003cstrong>2010:\u003c/strong> Construction on fourth bore begin.\u003c/li>\n\u003cli>\u003cstrong>Nov. 16, 2013:\u003c/strong> Fourth bore opens. \u003c/li>\n\u003c/ul>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_118590\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/11/18/what-a-bore-new-caldecott-tunnel-opens-to-traffic/broadwaytunnel/\" rel=\"attachment wp-att-118590\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/11/broadwaytunnel-e1384797366570.jpg\" alt=\"The Broadway Tunnel in the Oakland Hills, a forerunner of today's Caldecott Tunnels. (Metropolitan Transportation Commission)\" width=\"640\" height=\"445\" class=\"size-full wp-image-118590\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Broadway Tunnel in the Oakland Hills, a forerunner of today’s Caldecott Tunnels. (Metropolitan Transportation Commission)\u003c/figcaption>\u003c/figure>\n\u003cp>Drivers are saying farewell to a half-century-old ritual in their trips to and from \u003ca href=\"http://areacode.org/925\" target=\"_blank\" rel=\"noopener\">The 925\u003c/a> from Oakland and San Francisco. \u003c/p>\n\u003cp>With the new, $420 million fourth bore of the Caldecott Tunnel open — Caltrans opened it \u003ca href=\"http://photos.mercurynews.com/2013/11/15/photos-caldecotts-fourth-bore-official-ribbon-cutting/\" target=\"_blank\" rel=\"noopener\">before dawn Saturday\u003c/a> — four lanes of traffic are flowing in both directions for the first time. That ends the familiar “4/2” traffic pattern that started when the Caldecott’s third bore \u003ca href=\"http://www.caldecott-tunnel.org/index.php/project-overview/history-caldecott\" target=\"_blank\" rel=\"noopener\">opened\u003c/a> in 1964. Here’s how Caltrans describes its routine of reversing traffic through what used to be the tunnel’s middle bore:\u003c/p>\n\u003cblockquote>\u003cp>During the week, the middle bore of the Caldecott is reversed sometime between 2:00 a.m. and 5:00 a.m. to favor westbound traffic, and then switched again sometime between 11:30 a.m. and noon to favor eastbound traffic. Ballgames, concerts and other events make balancing weekend traffic through the tunnel very difficult. It is not uncommon to reverse the middle bore six times on a Saturday or Sunday.\u003c/p>\u003c/blockquote>\n\u003cp>The \u003ca href=\"http://www.caldecott-tunnel.org/images/stories/factsheet-flyers/caldecott_FALL2013.pdf\" target=\"_blank\" rel=\"noopener\">new fourth bore\u003c/a> is taller and wider than the earlier bores, complete with a shoulder lane, is more brightly lit and features improved ventilation. Caltrans says that like the new eastern span of the Bay Bridge, the new bore is designed to be a “regional lifeline structure.” The Hayward Fault crosses Highway 24 just west of the tunnel’s Oakland portal, and the bore “is designed to reopen to emergency traffic within 72 hours of a major earthquake.”\u003c/p>\n\u003cp>A brief timeline of the Caldecott Tunnel and its Oakland Hills predecessors, \u003ca href=\"http://www.caldecott-tunnel.org/index.php/project-overview/history-caldecott\" target=\"_blank\" rel=\"noopener\">by way of Caltrans\u003c/a>. The original impetus behind the tunnel project was to make it easier to get from East Bay shore communities to Contra Costa County. The old way, still open if you care to drive it, was to go up the relatively precipitous slopes of Claremont Canyon from Oakland, cross a saddle of the Oakland Hills, then descend toward Orinda via Fish Ranch Road. \u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Late 1870s:\u003c/strong> Work begins on the \u003ca href=\"http://oaklandwiki.org/Kennedy_Tunnel\" target=\"_blank\" rel=\"noopener\">tunnel through hills\u003c/a> from the Kennedy Toll Road but is abandoned after just 300 feet are excavated between Oakland Hills and Orinda. The toll road followed the route of the current Tunnel Road up to a portal which today marks the beginning of Skyline Drive. \u003c/li>\n\u003cli>\u003cstrong>1903:\u003c/strong> Broadway Tunnel, also known as Kennedy Tunnel and the Inter-County Tunnel. Says Caltrans: “The Broadway Tunnel was located about 220 feet above the current Caldecott Tunnel and 320 feet below the summit. It was 1,040 feet long and 17 feet wide and built with timber supports. Long, dark and narrow, the tunnel could only accommodate one-way traffic. Drivers on either side would ignite rolled-up newspapers to signal travelers on the other side to wait for them to pass through.”\u003c/li>\n\u003cli>\u003cstrong>1915:\u003c/strong> Broadway Tunnel widened to accommodate cars and trucks (and two-way traffic). Structure was subject to frequent leakage and landslides at either end, especially during rainy season. \u003c/li>\n\u003cli>\u003cstrong>1934:\u003c/strong> Work on the twin-bore “Broadway Low-Level Tunnel” begins. \u003c/li>\n\u003cli>\u003cstrong>1937\u003c/strong>: Broadway Low-Level Tunnel opens (13 months after opening of Bay Bridge and a little more than six months after opening of Golden Gate Bridge). \u003c/li>\n\u003cli>\u003cstrong>1960: \u003c/strong>Tunnel renamed after Thomas Caldecott, former mayor of Berkeley and public transportation official. Work begins on third bore. \u003c/li>\n\u003cli>\u003cstrong>1964:\u003c/strong> Third bore completed. \u003c/li>\n\u003cli>\u003cstrong>2010:\u003c/strong> Construction on fourth bore begin.\u003c/li>\n\u003cli>\u003cstrong>Nov. 16, 2013:\u003c/strong> Fourth bore opens. \u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "BART Contract Update: Board Balks at Leave Clause, Seeks to Reopen Talks",
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"content": "\u003cfigure id=\"attachment_115005\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/10/13/bart-strike-deadline-update-sunday/justin-sullivangetty-imagesrs7013_175333538-hpf/\" rel=\"attachment wp-att-115005\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/10/justin-sullivangetty-imagesRS7013_175333538-hpf.jpg\" alt=\"A BART train pulls out of Oakland's Rockridge station. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"428\" class=\"size-full wp-image-115005\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART train pulls out of Oakland’s Rockridge station. (Justin Sullivan/Getty Images) \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, Friday 10:30 p.m.: \u003c/strong>The BART board of directors is ordering management to reopen talks with unions to try to resolve a dispute over a family leave provision the agency says was mistakenly included in a contract that workers approved earlier this month. \u003c/p>\n\u003cp>The clause in question would give employees of the districts two biggest unions, the BART chapter of SEIU Local 1021 and Amalgamated Transit Union Local 1555, up to six weeks of paid leave to care for ailing family members under the terms of the Family Medical Leave Act. Under the previous contract, the paid family leave was only available after workers exhausted vacation days and sick time. \u003c/p>\n\u003cp>BART says it never agreed to the new provision and says its chief negotiator, Thomas Hock, and two senior district managers mistakenly signed off on it in July. In fact, district officials say they didn’t discover that the provision was included in the final deal until several days after the unions ratified the agreement. \u003c/p>\n\u003cp>“We are not comfortable with the potential liability that could result from the adoption of this contract provision,” \u003ca href=\"http://www.bart.gov/news/articles/2013/news20131115a.aspx\" target=\"_blank\" rel=\"noopener\">the board said in a statement\u003c/a> Friday night. “We have directed the General Manager (Grace Crunican) to go back to the bargaining table and continue a discussion with union officials in an attempt to resolve the matter.”\u003c/p>\n\u003cp>The board said \u003ca href=\"http://www.bart.gov/docs/news/FMLA%20Costing%2011-15-2013%20alt1.pdf\" target=\"_blank\" rel=\"noopener\">the provision could cost\u003c/a> the district between roughly $6 million and $44 million over the life of the four-year contract depending on how often workers use the benefit.\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘Mistakes happen in the business world and in life every day. That is not an excuse — it is just a fact.’\n\u003cp>-BART statement on contract\u003c/p>\u003c/aside>\n\u003cp>The board also announced Friday that Hock “is no longer associated with the district” and that a new chief negotiator will be named soon. Union officials had been fiercely critical of Hock for what they said was his uncompromising stance during the talks and for his frequent absences during two cooling-off periods during the dispute. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Union representatives appeared at an open session of the BART board Friday morning and called on directors to approve the contract as it stands. After the board indicated it will not approve the agreements, SEIU Local 1021 Executive Director Pete Castelli accused the agency of trying to back out of a deal it had agreed to.\u003c/p>\n\u003cblockquote>\u003cp>Singling out a tentative agreement they prepared and agreed to in July and citing over-inflated numbers, BART Management is trying to hit the reset button and renege on the agreement that their $399,000 chief negotiator bargained for them.\u003c/p>\n\u003cp>Make no mistake: there was no confusion or glitch in the agreement. BART’s high-priced chief negotiator Thomas Hock, Assistant General Manager Paul Oversier, and Labor Relations Manager Rudy Medina, signed an agreement that would allow BART workers time off to care for their family members with a serious illness.\u003c/p>\u003c/blockquote>\n\u003cp>The BART board on Friday released a \u003ca href=\"http://bart.gov/docs/news/TA%20and%20Document%20Chronology_2013%20Final.pdf\" target=\"_blank\" rel=\"noopener\">contract timeline\u003c/a> it says shows it never agreed to the family leave provision. A BART \u003ca href=\"http://bart.gov/docs/labor2013/Facts_About_Disputed_FMLA_Proposal.pdf\" target=\"_blank\" rel=\"noopener\">“fact sheet”\u003c/a> that includes a Q&A on the dispute reiterates that claim and adds this: \u003c/p>\n\u003cblockquote>\u003cp>\n\u003cstrong>How could something like this happen when you have a highly paid team of negotiators acting on the District’s behalf?\u003c/strong>\u003c/p>\n\u003cp>Mistakes happen in the business world and in life every day. That is not an excuse — it is just a fact. During a final review process, the mistake was caught by staff before the BART Board voted on the contract and it will be fully vetted before the contract is considered.\u003c/p>\u003c/blockquote>\n\u003cp>A separate timeline \u003ca href=\"http://www.insidebayarea.com/news/ci_24534447/bart-contract-section-4-8-family-medical-leave?source=rss\" target=\"_blank\" rel=\"noopener\">published Friday\u003c/a> by the Contra Costa Times reflects some of the unions’ account of events and disagrees sharply with BART’s chronology. For instance, both sides report the family leave issue came up in late may and early June. The BART account says BART twice rejected the proposal and the unions withdrew it. According to the Times, the union says they discussed the issue “with little feedback from Hock.” \u003c/p>\n\u003cp>Both sides agree that the proposal was included in a package of tentative agreements signed July 19. BART says the family leave proposal was mistakenly included in the package even though it had been rejected and withdrawn. The unions say that the provision was part of the tentative contract from that point on and that BART never raised any problems with it until after after the unions formally ratified the agreement on Nov. 1. \u003c/p>\n\u003cp>\u003cstrong>Original post, Thursday 7:15 p.m.:\u003c/strong> For all of you who haven’t quite had your fill of BART contract disputes, here’s breaking news. BART management announced tonight that there might be problems with the contracts it just got done negotiating with its two biggest unions (and which the unions \u003ca href=\"http://www.bart.gov/news/articles/2013/news20131102.aspx\" target=\"_blank\" rel=\"noopener\">have already ratified\u003c/a>):\u003c/p>\n\u003cblockquote>\u003cp>BART management believes that a provision that it did not agree to was inadvertently included in the final labor package, which is scheduled to be considered by the BART Board next week. BART is currently costing out the impact of the provision.\u003c/p>\n\u003cp>The BART Board will have to factor this item into its ratification decision next week.\u003c/p>\n\u003cp>For clarification, the purpose of tomorrow’s closed Board meeting is to review all the tentative agreements that are a part of the labor contract. The Board is scheduled to vote on the contract on Thursday, November 21, 2013.\u003c/p>\u003c/blockquote>\n\u003cp>What’s the “inadvertently included” provision? Piecing together other news reports, it’s language connected to the transit agency’s family leave policy. From \u003ca href=\"http://abclocal.go.com/kgo/story?section=resources/traffic&id=9326491#&cmp=twi-kgo-article-9326491\" target=\"_blank\" rel=\"noopener\">ABC7 News\u003c/a>: \u003c/p>\n\u003cblockquote>\u003cp>The problem has to do with what BART considers a mistake in a clause that grants too much paid family leave to union workers. … Sources tell ABC7 News that a page in the agreement somehow made it into the final draft and was signed by all the negotiators. However, BART officials claim they had rejected the provision and the union had verbally agreed to take it out.\u003c/p>\n\u003cp> The new contract states that BART will give full pay for the first six weeks. The old language said employees need to use sick leave and vacation time first. Sources tell ABC7 News that when BART management discovered the mistake, the unions said the clause could not be withdrawn.\u003c/p>\u003c/blockquote>\n\u003cp>As you’ll no doubt remember, the contracts were settled after a six-month-long dispute that included two strikes (each of four-plus days) and two cooling-off periods. \u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Mike Rosenberg of the San Jose Mercury News says he’s hearing from the unions involved — the BART chapter of SEIU Local 1021 and the Amalgamated Transit Union Local 1555 — that they expect the agency board to approve the contracts with the disputed provision intact. \u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp>Union statement: BART trying to \"go back on agreements it made in July and Aug & that were part of the final deal. This is unconscionable.\"\u003c/p>\n\u003cp>— Mike Rosenberg (@RosenbergMerc) \u003ca href=\"https://twitter.com/RosenbergMerc/statuses/401175091678945280\">November 15, 2013\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp>BART union statement does not include any mention of a strike: \"We expect the BART Board will now do its part and approve this contract.\"\u003c/p>\n\u003cp>— Mike Rosenberg (@RosenbergMerc) \u003ca href=\"https://twitter.com/RosenbergMerc/statuses/401175272629628928\">November 15, 2013\u003c/a>\u003c/p>\u003c/blockquote>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_115005\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/10/13/bart-strike-deadline-update-sunday/justin-sullivangetty-imagesrs7013_175333538-hpf/\" rel=\"attachment wp-att-115005\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/10/justin-sullivangetty-imagesRS7013_175333538-hpf.jpg\" alt=\"A BART train pulls out of Oakland's Rockridge station. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"428\" class=\"size-full wp-image-115005\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART train pulls out of Oakland’s Rockridge station. (Justin Sullivan/Getty Images) \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, Friday 10:30 p.m.: \u003c/strong>The BART board of directors is ordering management to reopen talks with unions to try to resolve a dispute over a family leave provision the agency says was mistakenly included in a contract that workers approved earlier this month. \u003c/p>\n\u003cp>The clause in question would give employees of the districts two biggest unions, the BART chapter of SEIU Local 1021 and Amalgamated Transit Union Local 1555, up to six weeks of paid leave to care for ailing family members under the terms of the Family Medical Leave Act. Under the previous contract, the paid family leave was only available after workers exhausted vacation days and sick time. \u003c/p>\n\u003cp>BART says it never agreed to the new provision and says its chief negotiator, Thomas Hock, and two senior district managers mistakenly signed off on it in July. In fact, district officials say they didn’t discover that the provision was included in the final deal until several days after the unions ratified the agreement. \u003c/p>\n\u003cp>“We are not comfortable with the potential liability that could result from the adoption of this contract provision,” \u003ca href=\"http://www.bart.gov/news/articles/2013/news20131115a.aspx\" target=\"_blank\" rel=\"noopener\">the board said in a statement\u003c/a> Friday night. “We have directed the General Manager (Grace Crunican) to go back to the bargaining table and continue a discussion with union officials in an attempt to resolve the matter.”\u003c/p>\n\u003cp>The board said \u003ca href=\"http://www.bart.gov/docs/news/FMLA%20Costing%2011-15-2013%20alt1.pdf\" target=\"_blank\" rel=\"noopener\">the provision could cost\u003c/a> the district between roughly $6 million and $44 million over the life of the four-year contract depending on how often workers use the benefit.\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘Mistakes happen in the business world and in life every day. That is not an excuse — it is just a fact.’\n\u003cp>-BART statement on contract\u003c/p>\u003c/aside>\n\u003cp>The board also announced Friday that Hock “is no longer associated with the district” and that a new chief negotiator will be named soon. Union officials had been fiercely critical of Hock for what they said was his uncompromising stance during the talks and for his frequent absences during two cooling-off periods during the dispute. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Union representatives appeared at an open session of the BART board Friday morning and called on directors to approve the contract as it stands. After the board indicated it will not approve the agreements, SEIU Local 1021 Executive Director Pete Castelli accused the agency of trying to back out of a deal it had agreed to.\u003c/p>\n\u003cblockquote>\u003cp>Singling out a tentative agreement they prepared and agreed to in July and citing over-inflated numbers, BART Management is trying to hit the reset button and renege on the agreement that their $399,000 chief negotiator bargained for them.\u003c/p>\n\u003cp>Make no mistake: there was no confusion or glitch in the agreement. BART’s high-priced chief negotiator Thomas Hock, Assistant General Manager Paul Oversier, and Labor Relations Manager Rudy Medina, signed an agreement that would allow BART workers time off to care for their family members with a serious illness.\u003c/p>\u003c/blockquote>\n\u003cp>The BART board on Friday released a \u003ca href=\"http://bart.gov/docs/news/TA%20and%20Document%20Chronology_2013%20Final.pdf\" target=\"_blank\" rel=\"noopener\">contract timeline\u003c/a> it says shows it never agreed to the family leave provision. A BART \u003ca href=\"http://bart.gov/docs/labor2013/Facts_About_Disputed_FMLA_Proposal.pdf\" target=\"_blank\" rel=\"noopener\">“fact sheet”\u003c/a> that includes a Q&A on the dispute reiterates that claim and adds this: \u003c/p>\n\u003cblockquote>\u003cp>\n\u003cstrong>How could something like this happen when you have a highly paid team of negotiators acting on the District’s behalf?\u003c/strong>\u003c/p>\n\u003cp>Mistakes happen in the business world and in life every day. That is not an excuse — it is just a fact. During a final review process, the mistake was caught by staff before the BART Board voted on the contract and it will be fully vetted before the contract is considered.\u003c/p>\u003c/blockquote>\n\u003cp>A separate timeline \u003ca href=\"http://www.insidebayarea.com/news/ci_24534447/bart-contract-section-4-8-family-medical-leave?source=rss\" target=\"_blank\" rel=\"noopener\">published Friday\u003c/a> by the Contra Costa Times reflects some of the unions’ account of events and disagrees sharply with BART’s chronology. For instance, both sides report the family leave issue came up in late may and early June. The BART account says BART twice rejected the proposal and the unions withdrew it. According to the Times, the union says they discussed the issue “with little feedback from Hock.” \u003c/p>\n\u003cp>Both sides agree that the proposal was included in a package of tentative agreements signed July 19. BART says the family leave proposal was mistakenly included in the package even though it had been rejected and withdrawn. The unions say that the provision was part of the tentative contract from that point on and that BART never raised any problems with it until after after the unions formally ratified the agreement on Nov. 1. \u003c/p>\n\u003cp>\u003cstrong>Original post, Thursday 7:15 p.m.:\u003c/strong> For all of you who haven’t quite had your fill of BART contract disputes, here’s breaking news. BART management announced tonight that there might be problems with the contracts it just got done negotiating with its two biggest unions (and which the unions \u003ca href=\"http://www.bart.gov/news/articles/2013/news20131102.aspx\" target=\"_blank\" rel=\"noopener\">have already ratified\u003c/a>):\u003c/p>\n\u003cblockquote>\u003cp>BART management believes that a provision that it did not agree to was inadvertently included in the final labor package, which is scheduled to be considered by the BART Board next week. BART is currently costing out the impact of the provision.\u003c/p>\n\u003cp>The BART Board will have to factor this item into its ratification decision next week.\u003c/p>\n\u003cp>For clarification, the purpose of tomorrow’s closed Board meeting is to review all the tentative agreements that are a part of the labor contract. The Board is scheduled to vote on the contract on Thursday, November 21, 2013.\u003c/p>\u003c/blockquote>\n\u003cp>What’s the “inadvertently included” provision? Piecing together other news reports, it’s language connected to the transit agency’s family leave policy. From \u003ca href=\"http://abclocal.go.com/kgo/story?section=resources/traffic&id=9326491#&cmp=twi-kgo-article-9326491\" target=\"_blank\" rel=\"noopener\">ABC7 News\u003c/a>: \u003c/p>\n\u003cblockquote>\u003cp>The problem has to do with what BART considers a mistake in a clause that grants too much paid family leave to union workers. … Sources tell ABC7 News that a page in the agreement somehow made it into the final draft and was signed by all the negotiators. However, BART officials claim they had rejected the provision and the union had verbally agreed to take it out.\u003c/p>\n\u003cp> The new contract states that BART will give full pay for the first six weeks. The old language said employees need to use sick leave and vacation time first. Sources tell ABC7 News that when BART management discovered the mistake, the unions said the clause could not be withdrawn.\u003c/p>\u003c/blockquote>\n\u003cp>As you’ll no doubt remember, the contracts were settled after a six-month-long dispute that included two strikes (each of four-plus days) and two cooling-off periods. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Mike Rosenberg of the San Jose Mercury News says he’s hearing from the unions involved — the BART chapter of SEIU Local 1021 and the Amalgamated Transit Union Local 1555 — that they expect the agency board to approve the contracts with the disputed provision intact. \u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp>Union statement: BART trying to \"go back on agreements it made in July and Aug & that were part of the final deal. This is unconscionable.\"\u003c/p>\n\u003cp>— Mike Rosenberg (@RosenbergMerc) \u003ca href=\"https://twitter.com/RosenbergMerc/statuses/401175091678945280\">November 15, 2013\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp>BART union statement does not include any mention of a strike: \"We expect the BART Board will now do its part and approve this contract.\"\u003c/p>\n\u003cp>— Mike Rosenberg (@RosenbergMerc) \u003ca href=\"https://twitter.com/RosenbergMerc/statuses/401175272629628928\">November 15, 2013\u003c/a>\u003c/p>\u003c/blockquote>\n\n\u003c/div>\u003c/p>",
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"tagline": "The flip side of gentrification, told through one town",
"info": "Gentrification is changing cities across America, forcing people from neighborhoods they have long called home. Call them the displaced. Now those priced out of the Bay Area are looking for a better life in an unlikely place. American Suburb follows this migration to one California town along the Delta, 45 miles from San Francisco. But is this once sleepy suburb ready for them?",
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"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"order": 8
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},
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"source": "Commonwealth Club of California"
},
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"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
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"order": 9
},
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"hidden-brain": {
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"airtime": "SUN 7:30pm-8pm",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"order": 18
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"id": "latino-usa",
"title": "Latino USA",
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"restaurantDataById": {},
"restaurantIdsSorted": [],
"error": null
},
"userAgentReducer": {
"userAgent": "Mozilla/5.0 AppleWebKit/537.36 (KHTML, like Gecko; compatible; ClaudeBot/1.0; +claudebot@anthropic.com)",
"isBot": true
}
}
