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"content": "\u003cfigure id=\"attachment_102179\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/07/02/bart-strike-update-day-two-live-blog/bartstrike070213-web/\" rel=\"attachment wp-att-102179\">\u003cimg class=\"size-full wp-image-102179\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/07/bartstrike070213-web-e1375400637116.jpg\" alt=\"(Justin Sullivan/Getty Images)\" width=\"640\" height=\"427\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">(Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>The latest \u003ca href=\"http://www.field.com/fieldpollonline/subscribers/Rls2458.pdf\">Field Poll\u003c/a> has found a striking shift in the views of California and Bay Area voters toward unions, including public-employee unions.\u003c/p>\n\u003cp>The findings indicate 45 percent of Californians now say that unions do more harm than good, compared to 40 percent who say they do more good than harm. As recently as March 2011, according to the Field Poll, 46 percent believed that unions did more good than harm, with only 35 percent believing they did more harm than good.\u003c/p>\n\u003cp>The findings are notable in a state that generally has had a pro-union history and is currently dominated politically by the Democratic party, which is closely affiliated with the unions.\u003c/p>\n\u003cp>Bay Area voters, who endured two disruptive \u003ca href=\"http://ww2.kqed.org/news/2013/10/13/bart-strike-deadline-update-sunday\">BART strikes\u003c/a> in 2013 and narrowly averted a third, are now more opposed to public-employee unions having the right to strike than voters in the rest of the state.\u003c/p>\n\u003cp>Statewide, a narrow majority (47 to 44 percent) continues to support the right of public union workers, like those employed by BART, to strike. But in the wake of the BART strikes, by a 52 to 41 percent margin, Bay Area voters say they oppose allowing public transit workers the right to strike.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>From the AP:\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp> California Labor Federation spokesman Steve Smith said the figures show the results of a well-funded, coordinated attack on unions by corporate interests that want to abolish organized labor.\u003c/p>\n\u003cp>He agreed that the San Francisco transit strikes and ongoing disputes over the cost and size of pensions had some impact in shifting public views, but added that the public often overlooks the positive work union members do, including helping low-wage workers and pushing for a higher minimum wage.\u003c/p>\n\u003cp>\"Year to year, poll to poll, these numbers fluctuate,\" he said. \"We've got to continue to fight those fights, and fight those fights in a very visible way.\" \u003c/p>\n\u003cp>\"Without a labor movement, the middle class will disappear,\" Smith added. \u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>The statewide Field Poll was conducted by telephone with a random sample of 1,002 California registered voters in English and Spanish from November 14 through December 5.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_102179\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/07/02/bart-strike-update-day-two-live-blog/bartstrike070213-web/\" rel=\"attachment wp-att-102179\">\u003cimg class=\"size-full wp-image-102179\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/07/bartstrike070213-web-e1375400637116.jpg\" alt=\"(Justin Sullivan/Getty Images)\" width=\"640\" height=\"427\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">(Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>The latest \u003ca href=\"http://www.field.com/fieldpollonline/subscribers/Rls2458.pdf\">Field Poll\u003c/a> has found a striking shift in the views of California and Bay Area voters toward unions, including public-employee unions.\u003c/p>\n\u003cp>The findings indicate 45 percent of Californians now say that unions do more harm than good, compared to 40 percent who say they do more good than harm. As recently as March 2011, according to the Field Poll, 46 percent believed that unions did more good than harm, with only 35 percent believing they did more harm than good.\u003c/p>\n\u003cp>The findings are notable in a state that generally has had a pro-union history and is currently dominated politically by the Democratic party, which is closely affiliated with the unions.\u003c/p>\n\u003cp>Bay Area voters, who endured two disruptive \u003ca href=\"http://ww2.kqed.org/news/2013/10/13/bart-strike-deadline-update-sunday\">BART strikes\u003c/a> in 2013 and narrowly averted a third, are now more opposed to public-employee unions having the right to strike than voters in the rest of the state.\u003c/p>\n\u003cp>Statewide, a narrow majority (47 to 44 percent) continues to support the right of public union workers, like those employed by BART, to strike. But in the wake of the BART strikes, by a 52 to 41 percent margin, Bay Area voters say they oppose allowing public transit workers the right to strike.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>From the AP:\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp> California Labor Federation spokesman Steve Smith said the figures show the results of a well-funded, coordinated attack on unions by corporate interests that want to abolish organized labor.\u003c/p>\n\u003cp>He agreed that the San Francisco transit strikes and ongoing disputes over the cost and size of pensions had some impact in shifting public views, but added that the public often overlooks the positive work union members do, including helping low-wage workers and pushing for a higher minimum wage.\u003c/p>\n\u003cp>\"Year to year, poll to poll, these numbers fluctuate,\" he said. \"We've got to continue to fight those fights, and fight those fights in a very visible way.\" \u003c/p>\n\u003cp>\"Without a labor movement, the middle class will disappear,\" Smith added. \u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>The statewide Field Poll was conducted by telephone with a random sample of 1,002 California registered voters in English and Spanish from November 14 through December 5.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "News Pix: Anti-Eviction Protests and Waiting for Warmer Weather",
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"content": "\u003cp>\u003cimg class=\"aligncenter size-full wp-image-120626\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/12/otter.jpg\" alt=\"otter\" width=\"640\" height=\"450\">\u003cbr>\nCalifornians should feel good about the new \u003ca href=\"http://issuu.com/endangeredspeciescoalition/docs/2013_top_10_final\">report\u003c/a> by an advocacy group, the \u003ca href=\"http://www.endangered.org/\">Endangered Species Coalition\u003c/a>, which looks at “Ten Success Stories Celebrating the Endangered Species Act.” Despite healthy numbers, \u003ca href=\"http://ww2.kqed.org/news/2013/12/06/120199/endangered-species-California\">the southern sea otter\u003c/a>, found in California’s coastal areas, remains a threatened species because it gets caught in fishing nets and oil spills, and its food sources have declined due to climate change. (Endangered Species Coalition)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2013/12/09/activists/\">\u003cimg class=\"aligncenter size-full wp-image-120627\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/12/google-bus-protest.jpg\" alt=\"google-bus-protest\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nAnti-eviction activists drew a crowd Monday morning, December 9, by \u003ca href=\"http://ww2.kqed.org/news/2013/12/09/activists/\">blocking a bus headed for Google\u003c/a>'s Mountain View campus. Adding to the drama, the Bay Guardian caught what appeared to be a Google employee on camera confronting protesters. Later, the paper learned from anonymous tips that the \"Google employee\" was actually a labor activist from Oakland. (Steve Rhodes)\u003c/p>\n\u003cp>\u003cimg class=\"aligncenter size-full wp-image-120628\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/12/AntiEviction.jpg\" alt=\"AntiEviction\" width=\"640\" height=\"449\">\u003cbr>\nAbout 50 people rallied outside Urban Investments on Tuesday, saying the firm is abusing the Ellis Act, the state law that allows property owners to evict tenants to change a building's use. The group, Eviction Free SF, says they're working with elected officials to put Ellis Act reform on the ballot next year. (Peter Lollo/KQED)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2013/12/10/as-the-cold-continues-shelters-work-to-bring-warmth/\">\u003cimg class=\"aligncenter size-full wp-image-120629\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/12/homeless-cold.jpg\" alt=\"homeless-cold\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nColder than usual temperatures have put the Bay Area's homeless population \u003ca href=\"http://ww2.kqed.org/news/2013/12/10/as-the-cold-continues-shelters-work-to-bring-warmth/\">at risk for exposure\u003c/a>. Four homeless people have died in San Jose since Thanksgiving, and Bay Area cities are scrambling to convince people living on the streets to come inside. It can be a tough sell. Qat Astrophic says she’s been in San Francisco for five years and homeless off and on for 20 years. She says she feels safer sleeping in her tent on the sidewalk than staying in a shelter. (Sara Bloomberg/KQED)\u003c/p>\n\u003cp>\u003cimg class=\"aligncenter size-full wp-image-120630\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/12/ICE-mallardlake.jpg\" alt=\"ICE-mallardlake\" width=\"640\" height=\"450\">\u003cbr>\nA fragile skin of ice on the surface of Mallard Lake in San Francisco's Golden Gate Park Tuesday morning. Freezing overnight temperatures frosted the park and surrounding neighborhoods. (Tom Prete/\u003ca href=\"http://oceanbeachbulletin.com/\">Ocean Beach Bulletin\u003c/a>)\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cimg class=\"aligncenter size-full wp-image-120631\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/12/ICE-path.jpg\" alt=\"ICE-path\" width=\"640\" height=\"450\">\u003cbr>\nFrost in Golden Gate Park, on a trail near Mallard Lake. (Tom Prete/\u003ca href=\"http://oceanbeachbulletin.com/\">Ocean Beach Bulletin\u003c/a>)\u003c/p>\n\u003cp>\u003ca href=\"http://www.californiareport.org/archive/R201312061630/e\">\u003cimg class=\"aligncenter size-full wp-image-120632\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/12/shark-viewing.jpg\" alt=\"shark-viewing\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nWhile most people steer clear of shark-infested waters, some folks pay big bucks to take a dip in the ocean near \u003ca href=\"http://www.californiareport.org/archive/R201312061630/e\">some of the most feared sharks in the world: the great white\u003c/a>. The Farallon Islands, off the coast of San Francisco, are one of the few places on the planet where the brave can test their mettle. Here, Bruce Watkins of Great White Adventures makes sure it's safe for a diver to get out of the great white shark viewing cage. 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"content": "\u003cfigure id=\"attachment_107955\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/08/22/news-pix/bay-bridge-640/\" rel=\"attachment wp-att-107955\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-107955\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/08/Bay-bridge-640.jpg\" alt=\"Bay Bridge's new eastern span, left, with older span, right. (Andrew Stelzer/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Bridge’s new eastern span, left, with older span, right. (Andrew Stelzer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The new eastern span of the Bay Bridge has been open for three months. It’s still shiny and novel enough that we don’t quite take it for granted. Just this morning, the driver in my carpool was praising the nice wide shoulders on the roadway. But all the disquieting news that came spilling out last March when a crucial set of metal rods started to snap? When’s the last time you thought about that?\u003c/p>\n\u003cp>Even if most of us have put the broken rods out of our minds (along with later disclosures about problems with the specs for those components, the problems with their manufacture, and lack of testing), the Sacramento Bee’s \u003ca href=\"http://www.sacbee.com/search_results/?sf_pubsys_story_byline=Charles%20Piller&link_location=top\" target=\"_blank\" rel=\"noopener\">Charles Piller\u003c/a> has not. He’s documented a series of potentially major problems in the building of the $6.4 billion bridge, including questions about inspection of concrete in the span and carelessness in installation of the steel tendons that are supposed to lend strength to its long skyway section.\u003c/p>\n\u003cp>Piller’s latest story, published Saturday, focuses on \u003ca href=\"http://www.sacbee.com/2013/12/08/5981376/experts-raise-new-doubts-about.html\" target=\"_blank\" rel=\"noopener\">continuing questions\u003c/a> about whether the bridge officials’ review of the broken rods was sound.\u003c/p>\n\u003cp>(As a basic refresher: The issue arose when 32 massive threaded steel rods designed to anchor a seismic stability structure to the new span cracked soon after they were tightened. The rods’ failure led to disclosures that the rods may have been manufactured out of steel that was too hard for the intended purpose, that the rods had been improperly galvanized, and that steel fasteners in other parts of the bridge might also be vulnerable. In response, bridge officials started a new testing program and inspection of rods and bolts throughout the bridge, and generally gave them a clean bill of health).\u003c/p>\n\u003cp>Piller’s new story basically says “not so fast.” He relates the work of two veteran materials scientists, Yun Chung and Lisa K. Thomas, who have analyzed and critiqued official reports on the broken rods and suggest that Caltrans might have a much bigger problem on its hands than a few dozen broken pieces of steel. Chung, 81, is retired, but once worked for engineering firm Bechtel; Thomas works for Berkeley Research Co.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Piller says:\u003c/p>\n\u003cblockquote>\u003cp>Their unsolicited peer-reviewed report, which the two engineers completed in October, has gained traction among eminent engineers and a key elected official, and has begun to garner attention from bridge authorities.\u003c/p>\n\u003cp>The often-scathing critique disputes official assurances about the reliability of hundreds of high-strength steel rods that support the new San Francisco-Oakland Bay Bridge.\u003c/p>\n\u003cp>The two engineers challenged basic assumptions about why 32 rods that secured seismic gear on the eastern pier of the new suspension span broke in March.\u003c/p>\n\u003cp>Chung and Thomas wrote that hundreds of rods that attach the main suspension cable to its eastern anchorage and affix the tower to its foundation appear vulnerable – not just the ones that broke. They called those rods “fracture critical.”\u003c/p>\n\u003cp>“It means that their failures can bring down the entire (suspension) bridge,” they said.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>Piller hastens to add that the engineers aren’t saying the bridge is going to collapse. What they are saying, though, is that Caltrans needs to take the possibility that steel rods in parts of the bridge need more testing and better protection. Piller says that other engineers agree with key parts of the critique and that the independent document will be part of a legislative review of problems with the bridge construction led by state \u003ca href=\"http://sd07.senate.ca.gov/\" target=\"_blank\" rel=\"noopener\">Sen. Mark DeSaulnier\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_107955\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/08/22/news-pix/bay-bridge-640/\" rel=\"attachment wp-att-107955\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-107955\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/08/Bay-bridge-640.jpg\" alt=\"Bay Bridge's new eastern span, left, with older span, right. (Andrew Stelzer/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Bridge’s new eastern span, left, with older span, right. (Andrew Stelzer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The new eastern span of the Bay Bridge has been open for three months. It’s still shiny and novel enough that we don’t quite take it for granted. Just this morning, the driver in my carpool was praising the nice wide shoulders on the roadway. But all the disquieting news that came spilling out last March when a crucial set of metal rods started to snap? When’s the last time you thought about that?\u003c/p>\n\u003cp>Even if most of us have put the broken rods out of our minds (along with later disclosures about problems with the specs for those components, the problems with their manufacture, and lack of testing), the Sacramento Bee’s \u003ca href=\"http://www.sacbee.com/search_results/?sf_pubsys_story_byline=Charles%20Piller&link_location=top\" target=\"_blank\" rel=\"noopener\">Charles Piller\u003c/a> has not. He’s documented a series of potentially major problems in the building of the $6.4 billion bridge, including questions about inspection of concrete in the span and carelessness in installation of the steel tendons that are supposed to lend strength to its long skyway section.\u003c/p>\n\u003cp>Piller’s latest story, published Saturday, focuses on \u003ca href=\"http://www.sacbee.com/2013/12/08/5981376/experts-raise-new-doubts-about.html\" target=\"_blank\" rel=\"noopener\">continuing questions\u003c/a> about whether the bridge officials’ review of the broken rods was sound.\u003c/p>\n\u003cp>(As a basic refresher: The issue arose when 32 massive threaded steel rods designed to anchor a seismic stability structure to the new span cracked soon after they were tightened. The rods’ failure led to disclosures that the rods may have been manufactured out of steel that was too hard for the intended purpose, that the rods had been improperly galvanized, and that steel fasteners in other parts of the bridge might also be vulnerable. In response, bridge officials started a new testing program and inspection of rods and bolts throughout the bridge, and generally gave them a clean bill of health).\u003c/p>\n\u003cp>Piller’s new story basically says “not so fast.” He relates the work of two veteran materials scientists, Yun Chung and Lisa K. Thomas, who have analyzed and critiqued official reports on the broken rods and suggest that Caltrans might have a much bigger problem on its hands than a few dozen broken pieces of steel. Chung, 81, is retired, but once worked for engineering firm Bechtel; Thomas works for Berkeley Research Co.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Piller says:\u003c/p>\n\u003cblockquote>\u003cp>Their unsolicited peer-reviewed report, which the two engineers completed in October, has gained traction among eminent engineers and a key elected official, and has begun to garner attention from bridge authorities.\u003c/p>\n\u003cp>The often-scathing critique disputes official assurances about the reliability of hundreds of high-strength steel rods that support the new San Francisco-Oakland Bay Bridge.\u003c/p>\n\u003cp>The two engineers challenged basic assumptions about why 32 rods that secured seismic gear on the eastern pier of the new suspension span broke in March.\u003c/p>\n\u003cp>Chung and Thomas wrote that hundreds of rods that attach the main suspension cable to its eastern anchorage and affix the tower to its foundation appear vulnerable – not just the ones that broke. They called those rods “fracture critical.”\u003c/p>\n\u003cp>“It means that their failures can bring down the entire (suspension) bridge,” they said.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>Piller hastens to add that the engineers aren’t saying the bridge is going to collapse. What they are saying, though, is that Caltrans needs to take the possibility that steel rods in parts of the bridge need more testing and better protection. Piller says that other engineers agree with key parts of the critique and that the independent document will be part of a legislative review of problems with the bridge construction led by state \u003ca href=\"http://sd07.senate.ca.gov/\" target=\"_blank\" rel=\"noopener\">Sen. Mark DeSaulnier\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "California Bullet-Train Officials Shrug Off Court Ruling",
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"content": "\u003cfigure id=\"attachment_120098\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/12/05/120081/rs3938_high-speed-rail20111118-scr/\" rel=\"attachment wp-att-120098\">\u003cimg class=\"size-full wp-image-120098\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/12/RS3938_high-speed-rail20111118-scr-e1386293242600.jpg\" alt=\"An artist's rendering of the proposed train. (California High-Speed Rail Authority)\" width=\"640\" height=\"367\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An artist's rendering of the proposed train. (California High-Speed Rail Authority)\u003c/figcaption>\u003c/figure>\n\u003cp>California’s \u003ca href=\"http://www.hsr.ca.gov/\" target=\"_blank\">High-Speed Rail Authority\u003c/a> certainly frames things optimistically. Agency leaders insist the first phase of the San Francisco-Los Angeles rail line is in its construction phase, even though the actual physical construction won’t begin until early next year. And Dan Richard, chair of the agency's board, characterizes \u003ca href=\"http://www.fresnobee.com/2013/11/25/3631393/high-speed-rail-suffers-two-setbacks.html\" target=\"_blank\">a recent court ruling\u003c/a> temporarily blocking the project access to $8 billion as “a bump in the road.”\u003c/p>\n\u003cp>Thursday, at the board’s first public meeting since last week’s court decision, Richard announced staff will begin the process of re-applying for the bond authorization. \u003c/p>\n\u003caside class=\"pullquote alignleft\">'Easiest thing in the world to do is go back and put ample information on the record that we have.'\n\u003cdiv style=\"text-align: right !important;font-size: 12pt\">— Dan Richard, rail board chair\u003c/div>\n\u003c/aside>\n\u003cp>Even though California voters approved bond-funding for $10 billion of the estimated $68 billion rail project cost in 2008, the authority needs to seek approval from a finance committee before any bonds are sold. That’s what Judge Michael Kenny \u003ca href=\"http://www.fresnobee.com/2013/11/25/3631393/high-speed-rail-suffers-two-setbacks.html\" target=\"_blank\">refused to validate\u003c/a> last week. Richard framed that as a paperwork problem.\u003c/p>\n\u003cp>“The judge said, ‘You guys didn’t put enough information on the record.’ Period. That’s what he said,” he told reporters during a break in the board’s Sacramento meeting. “He didn’t say, ‘I’m not going to let you get to the bonds.’ He didn’t say, ‘What you’re trying to do is inappropriate.’ He said, ‘You just didn’t put information on the record.’ Easiest thing in the world to do is go back and put ample information on the record that we have.”\u003c/p>\n\u003cp>The ruling also required the authority to rework its financial plan. And on Wednesday, a federal board dealt the project \u003ca href=\"http://www.fresnobee.com/2013/12/04/3647522/feds-deny-request-for-early-ok.html\">another setback\u003c/a> by declining a request to speed up environmental permitting.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Richard characterized all those rulings as minor obstacles. But critic Mike Brady, the lead lawyer in the suit challenging the high speed rail project, argued the hurdles are much higher: The project needs to find tens of billions of dollars in additional financing, and it’s \u003ca href=\"http://timelines.latimes.com/california-high-speed-rail-project/\" target=\"_blank\">more than a decade away\u003c/a> from its real goal — a fast route between the Bay Area and Los Angeles. \"What reasonable person is going to get on a high-speed train from Madera to Fresno, or Madera to Bakersfield? What’s the big deal? You want to get to L.A. County. And you want to get there from San Francisco or San Jose.\"\u003c/p>\n\u003cp>Brady’s lawsuit argues the current rail plan’s cost and scope has ballooned far beyond what voters approved in 2008.\u003c/p>\n\u003cp>The rail project doesn’t immediately need state bond money to begin construction in the Central Valley, because it’s already secured more than $3 billion dollars in federal funding. Richard says that money will last through next spring.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ciframe src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/123564954&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_120098\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/12/05/120081/rs3938_high-speed-rail20111118-scr/\" rel=\"attachment wp-att-120098\">\u003cimg class=\"size-full wp-image-120098\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/12/RS3938_high-speed-rail20111118-scr-e1386293242600.jpg\" alt=\"An artist's rendering of the proposed train. (California High-Speed Rail Authority)\" width=\"640\" height=\"367\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An artist's rendering of the proposed train. (California High-Speed Rail Authority)\u003c/figcaption>\u003c/figure>\n\u003cp>California’s \u003ca href=\"http://www.hsr.ca.gov/\" target=\"_blank\">High-Speed Rail Authority\u003c/a> certainly frames things optimistically. Agency leaders insist the first phase of the San Francisco-Los Angeles rail line is in its construction phase, even though the actual physical construction won’t begin until early next year. And Dan Richard, chair of the agency's board, characterizes \u003ca href=\"http://www.fresnobee.com/2013/11/25/3631393/high-speed-rail-suffers-two-setbacks.html\" target=\"_blank\">a recent court ruling\u003c/a> temporarily blocking the project access to $8 billion as “a bump in the road.”\u003c/p>\n\u003cp>Thursday, at the board’s first public meeting since last week’s court decision, Richard announced staff will begin the process of re-applying for the bond authorization. \u003c/p>\n\u003caside class=\"pullquote alignleft\">'Easiest thing in the world to do is go back and put ample information on the record that we have.'\n\u003cdiv style=\"text-align: right !important;font-size: 12pt\">— Dan Richard, rail board chair\u003c/div>\n\u003c/aside>\n\u003cp>Even though California voters approved bond-funding for $10 billion of the estimated $68 billion rail project cost in 2008, the authority needs to seek approval from a finance committee before any bonds are sold. That’s what Judge Michael Kenny \u003ca href=\"http://www.fresnobee.com/2013/11/25/3631393/high-speed-rail-suffers-two-setbacks.html\" target=\"_blank\">refused to validate\u003c/a> last week. Richard framed that as a paperwork problem.\u003c/p>\n\u003cp>“The judge said, ‘You guys didn’t put enough information on the record.’ Period. That’s what he said,” he told reporters during a break in the board’s Sacramento meeting. “He didn’t say, ‘I’m not going to let you get to the bonds.’ He didn’t say, ‘What you’re trying to do is inappropriate.’ He said, ‘You just didn’t put information on the record.’ Easiest thing in the world to do is go back and put ample information on the record that we have.”\u003c/p>\n\u003cp>The ruling also required the authority to rework its financial plan. And on Wednesday, a federal board dealt the project \u003ca href=\"http://www.fresnobee.com/2013/12/04/3647522/feds-deny-request-for-early-ok.html\">another setback\u003c/a> by declining a request to speed up environmental permitting.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Richard characterized all those rulings as minor obstacles. But critic Mike Brady, the lead lawyer in the suit challenging the high speed rail project, argued the hurdles are much higher: The project needs to find tens of billions of dollars in additional financing, and it’s \u003ca href=\"http://timelines.latimes.com/california-high-speed-rail-project/\" target=\"_blank\">more than a decade away\u003c/a> from its real goal — a fast route between the Bay Area and Los Angeles. \"What reasonable person is going to get on a high-speed train from Madera to Fresno, or Madera to Bakersfield? What’s the big deal? You want to get to L.A. County. And you want to get there from San Francisco or San Jose.\"\u003c/p>\n\u003cp>Brady’s lawsuit argues the current rail plan’s cost and scope has ballooned far beyond what voters approved in 2008.\u003c/p>\n\u003cp>The rail project doesn’t immediately need state bond money to begin construction in the Central Valley, because it’s already secured more than $3 billion dollars in federal funding. Richard says that money will last through next spring.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ciframe src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/123564954&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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"disqusTitle": "BART Says Short-Circuit Led to Train's Tunnel Mishap ",
"title": "BART Says Short-Circuit Led to Train's Tunnel Mishap ",
"headTitle": "News Fix | KQED News",
"content": "\u003cfigure id=\"attachment_119898\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/12/04/smoking-bart-train-halted-in-berkeley-hills-tunnel/rockridge/\" rel=\"attachment wp-att-119898\">\u003cimg class=\"size-medium wp-image-119898\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/12/rockridge-640x478.jpg\" alt=\"Oakland firefighters and passengers from stricken BART train mingle on platform at Rockridge Station. (Scott Bloom). \" width=\"640\" height=\"478\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Oakland firefighters and passengers from stricken BART train mingle on platform at Rockridge Station. (Scott Bloom)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 10:30 a.m. Thursday:\u003c/strong> BART's offering more details of the Wednesday incident in which a train stopped abruptly in the Berkeley Hills Tunnel when a brake malfunctioned. Transit agency spokeswoman Alicia Trost says a short-circuit in an emergency brake on one train car caused the brake to deploy while the San Francisco-bound train was traveling 70 mph between the Orinda and Rockridge stations. An apparent cloud of brake dust in the tunnel immediately afterward led 11 people to be treated for breathing problems and other issues when the train reached Rockridge, in North Oakland. Nine of the 11 were hospitalized; none had life-threatening injuries. \u003c/p>\n\u003cp>\u003ca href=\"http://www.ktvu.com/news/news/local/electrical-short-caused-bart-incident-berkeley-hil/ncB6Y/\" target=\"_blank\">Trost told KTVU\u003c/a> the car involved in the incident is 40 years old and had undergone comprehensive maintenance in late October and in August.\u003c/p>\n\u003cp>She also told KTVU the brake problem isn't a new issue: \u003c/p>\n\u003cblockquote>\u003cp>Trost said BART had problems in the past with their train cars' experiencing shorts in the brake systems. This year, there have been three similar incidents.\u003cbr>\n“It used to be a huge problem about a decade ago, but they did some fixes to the brake box and now it happens only very rarely, unfortunately today,\" Trost said.\u003c/p>\u003c/blockquote>\n\u003cp>The San Francisco Chronicle's Michael Cabanatuan offers this context for Wednesday's episode:\u003c/p>\n\u003cblockquote>\u003cp>But the system's aging trains - with an average tenure of more than 33 years, with many older than 40 years - are the most common reason for delays.\u003c/p>\n\u003cp>A Chronicle analysis in 2012 of delays lasting 15 minutes or more found that troubles with trains were responsible for 25 percent of delays. Brake failures were a leading cause, along with problems with propulsion systems, automated train controls, doors and electrical systems.\u003c/p>\n\u003cp>\"It's part of our investment needs,\" Trost said. And while the transit system has ordered a new fleet of rail cars and has plans for a new train-control system and rail-maintenance facility, it will need billions of dollars more for upkeep and modernization of the system.\u003c/p>\n\u003cp>The transit agency will probably ask voters, many of whom are growing increasingly frustrated by BART's plethora of problems, to approve new taxes or bonds to pay for those improvements.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Update, 1:10 p.m.:\u003c/strong> The latest tally on passengers hospitalized in this morning's brake dust (not smoke) incident: 11. That comes by way of the Bay Area News Group, \u003ca href=\"http://www.mercurynews.com/breaking-news/ci_24652792/bart-systemwide-delays-after-reports-smoke-from-train\" target=\"_blank\">which cites\u003c/a> Oakland Fire Department Battalion Chief Melinda Drayton. None of those hospitalized in the incident suffered life-threatening injuries.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Here's the most recent Bay City News summary of the incident:\u003c/p>\n\u003cblockquote>\u003cp>The incident started around 8:20 a.m. when a parking brake deployed in error on a train bound for San Francisco International Airport on the Pittsburg-Bay Point line, according to BART spokesman Jim Allison.\u003c/p>\n\u003cp>The train became disabled, blocking the tracks, and a \"brake dust\" filled some of the cars, BART spokeswoman Luna Salaver said.\u003c/p>\n\u003cp>\"There was absolutely no fire on the train,\" Salaver said.\u003c/p>\n\u003cp>There were 600 to 700 passengers on the train at the time, and they were in the Berkeley Hills tunnel until the mechanical issues were resolved and the train began moving again about an hour later, Allison said.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Update, 11 a.m.: \u003c/strong>BART now says that service is resuming through the Berkeley Hills Tunnel after a closure of more than two hours. The transit agency says passengers should expect delays of 15 minutes or so as service on the line from Bay Point to San Francisco International Airport gets back to normal.\u003c/p>\n\u003cp>BART says the apparent smoke in the incident was not smoke at all, but brake dust. The dust was apparently emitted after a parking brake malfunctioned and deployed while the affected train was headed west through the Berkeley Hills Tunnel.\u003c/p>\n\u003cp>\u003cstrong>Update, 10:45 a.m.: \u003c/strong>Rick Hurd and Harry Harris with the Bay Area News Group \u003ca href=\"http://www.mercurynews.com/breaking-news/ci_24652792/bart-systemwide-delays-after-reports-smoke-from-train\" target=\"_blank\">report\u003c/a> at least five train passengers have been hospitalized after this morning's BART incident:\u003c/p>\n\u003cblockquote>\u003cp>Several BART passengers reported a stressful wait and poor communications after the train, which was running on the Pittsburg-Bay Point line, stalled around 8:30 a.m. A parking brake had deployed and kept it from moving while it was in the Berkeley Hills tunnel between the two stations, according to BART spokesman Jim Allison.\u003c/p>\n\u003cp>Woman being treated with oxygen at Rockridge BART station. (Jane Tyska)\u003cbr>\n\"Everybody was trying to stay calm,\" said Kaylee Adams of Walnut Creek, who was on her way to work in San Francisco. \"We were trying to help each other out. It was scary. I was in the first car, and it was really stinky.\"\u003c/p>\n\u003cp>A BART technician was able to correct the problem, and the train eventually was moved on its own power into the Rockridge Station, where waiting passengers already had been evacuated from the platform, Allison said. The train's passengers were evacuated at 9:34 a.m.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Update, 10 a.m.:\u003c/strong> BART has reopened the Orinda and Rockridge stations for what the district describes as \"very limited\" service. From Orinda, that means trains are only running on the Pittsburg-Bay Point line east of the tunnel, with no service to San Francisco. From Rockridge, no service is yet available through the Berkeley Hills Tunnel to Contra Costa County.\u003c/p>\n\u003cp>\u003cstrong>Update, 9:50 a.m.:\u003c/strong> KTVU and other sources report that paramedics are treating at least 10 passengers from the disabled train for smoke inhalation, and more are being triaged.\u003c/p>\n\u003cp>\u003cstrong>Update, 9:40 a.m.:\u003c/strong> BART's reporting major delays on its Pittsburg-Bay Point line due to a crowded San Francisco-bound train that was halted in the \u003ca href=\"http://www.lotsberg.net/data/USA/bart.html\" target=\"_blank\">Berkeley Hills Tunnel\u003c/a> because of smoking brakes.\u003c/p>\n\u003cp>BART crews managed to move the train out of the tunnel to Oakland's Rockridge station just after 9:30 a.m. Firefighters and paramedics were awaiting the train amid reports that some passengers had complained about smoke inhalation.\u003c/p>\n\u003cp>The source of the smoke was unknown, but reports from various sources say it came from brakes on one of the train's cars.\u003c/p>\n\u003cp>This morning's incident is the latest in a string of mishaps for the transit system, including a partial shutdown of the Transbay Tube last week because of debris on a track. On Nov. 22, \u003ca href=\"http://ww2.kqed.org/news/2013/11/22/no-bart-service-this-morning-due-to-computer-glitch/\" target=\"_blank\">all service was shut down\u003c/a> during the early morning commute because of a systemwide computer malfunction. And in late October, an eastbound Pittsburg/Bay Point train \u003ca href=\"http://www.mercurynews.com/breaking-news/ci_24374902/bart-trains-not-stopping-at-orinda-station-due\" target=\"_blank\">caught fire\u003c/a> at the Orinda station, forcing a commute-hour evacuation and slowing service for hours.\u003c/p>\n\u003cp>Those incidents, along with a \u003ca href=\"http://ww2.kqed.org/news/2013/12/03/bart-unions-taking-agency-to-court-over-contract-dispute/\" target=\"_blank\">continuing contract dispute\u003c/a> between the agency and its unions that triggered two strikes earlier this year, has prompted \u003ca href=\"http://www.sfgate.com/default/article/BART-riders-grumble-over-lingering-uncertainty-5018166.php\" target=\"_blank\">widespread criticism\u003c/a> of the system among riders.\u003c/p>\n\u003cdiv class=\"storify\">\u003ciframe src=\"//storify.com/KQED/smoke-causes-evacuation-of-bart-station/embed?header=false\" frameborder=\"no\" width=\"100%\" height=\"750\">\u003c/iframe>[\u003ca href=\"//storify.com/KQED/smoke-causes-evacuation-of-bart-station\" target=\"_blank\">View the story \"Smoke causes evacuation of BART station\" on Storify\u003c/a>]\u003c/div>\n\u003cp>\u003cstrong>Earlier post: \u003c/strong>The agency announced it was evacuating the Orinda station, east of the stranded train. Media reports say the Rockridge station, the first stop west of the tunnel, has also been evacuated. The San Francisco Chronicle's \u003ca href=\"http://twitter.com/trapperbyrne\" target=\"_blank\">Trapper Byrne\u003c/a> reported via Twitter that some passengers on the train were complaining of smoke inhalation and that firefighters were boarding a rescue train in Orinda.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>The Chronicle's Henry K. Lee \u003ca href=\"http://www.sfgate.com/default/article/Smoke-on-BART-train-Oakland-firefighters-5034506.php\" target=\"_blank\">reported\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>The incident was reported on a westbound Pittsburg/Bay Point BART train about 8:45 a.m. The transit agency reported that there was an equipment problem on a train.\u003c/p>\n\u003cp>Many Oakland Fire Department fire trucks and engines were meeting the train at the Rockridge BART Station. The cause of the smoke is under investigation.\u003c/p>\n\u003cp>Commuters on the line should expect delays of about 20 minutes in both directions.\u003c/p>\u003c/blockquote>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_119898\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/12/04/smoking-bart-train-halted-in-berkeley-hills-tunnel/rockridge/\" rel=\"attachment wp-att-119898\">\u003cimg class=\"size-medium wp-image-119898\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/12/rockridge-640x478.jpg\" alt=\"Oakland firefighters and passengers from stricken BART train mingle on platform at Rockridge Station. (Scott Bloom). \" width=\"640\" height=\"478\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Oakland firefighters and passengers from stricken BART train mingle on platform at Rockridge Station. (Scott Bloom)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update, 10:30 a.m. Thursday:\u003c/strong> BART's offering more details of the Wednesday incident in which a train stopped abruptly in the Berkeley Hills Tunnel when a brake malfunctioned. Transit agency spokeswoman Alicia Trost says a short-circuit in an emergency brake on one train car caused the brake to deploy while the San Francisco-bound train was traveling 70 mph between the Orinda and Rockridge stations. An apparent cloud of brake dust in the tunnel immediately afterward led 11 people to be treated for breathing problems and other issues when the train reached Rockridge, in North Oakland. Nine of the 11 were hospitalized; none had life-threatening injuries. \u003c/p>\n\u003cp>\u003ca href=\"http://www.ktvu.com/news/news/local/electrical-short-caused-bart-incident-berkeley-hil/ncB6Y/\" target=\"_blank\">Trost told KTVU\u003c/a> the car involved in the incident is 40 years old and had undergone comprehensive maintenance in late October and in August.\u003c/p>\n\u003cp>She also told KTVU the brake problem isn't a new issue: \u003c/p>\n\u003cblockquote>\u003cp>Trost said BART had problems in the past with their train cars' experiencing shorts in the brake systems. This year, there have been three similar incidents.\u003cbr>\n“It used to be a huge problem about a decade ago, but they did some fixes to the brake box and now it happens only very rarely, unfortunately today,\" Trost said.\u003c/p>\u003c/blockquote>\n\u003cp>The San Francisco Chronicle's Michael Cabanatuan offers this context for Wednesday's episode:\u003c/p>\n\u003cblockquote>\u003cp>But the system's aging trains - with an average tenure of more than 33 years, with many older than 40 years - are the most common reason for delays.\u003c/p>\n\u003cp>A Chronicle analysis in 2012 of delays lasting 15 minutes or more found that troubles with trains were responsible for 25 percent of delays. Brake failures were a leading cause, along with problems with propulsion systems, automated train controls, doors and electrical systems.\u003c/p>\n\u003cp>\"It's part of our investment needs,\" Trost said. And while the transit system has ordered a new fleet of rail cars and has plans for a new train-control system and rail-maintenance facility, it will need billions of dollars more for upkeep and modernization of the system.\u003c/p>\n\u003cp>The transit agency will probably ask voters, many of whom are growing increasingly frustrated by BART's plethora of problems, to approve new taxes or bonds to pay for those improvements.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Update, 1:10 p.m.:\u003c/strong> The latest tally on passengers hospitalized in this morning's brake dust (not smoke) incident: 11. That comes by way of the Bay Area News Group, \u003ca href=\"http://www.mercurynews.com/breaking-news/ci_24652792/bart-systemwide-delays-after-reports-smoke-from-train\" target=\"_blank\">which cites\u003c/a> Oakland Fire Department Battalion Chief Melinda Drayton. None of those hospitalized in the incident suffered life-threatening injuries.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Here's the most recent Bay City News summary of the incident:\u003c/p>\n\u003cblockquote>\u003cp>The incident started around 8:20 a.m. when a parking brake deployed in error on a train bound for San Francisco International Airport on the Pittsburg-Bay Point line, according to BART spokesman Jim Allison.\u003c/p>\n\u003cp>The train became disabled, blocking the tracks, and a \"brake dust\" filled some of the cars, BART spokeswoman Luna Salaver said.\u003c/p>\n\u003cp>\"There was absolutely no fire on the train,\" Salaver said.\u003c/p>\n\u003cp>There were 600 to 700 passengers on the train at the time, and they were in the Berkeley Hills tunnel until the mechanical issues were resolved and the train began moving again about an hour later, Allison said.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Update, 11 a.m.: \u003c/strong>BART now says that service is resuming through the Berkeley Hills Tunnel after a closure of more than two hours. The transit agency says passengers should expect delays of 15 minutes or so as service on the line from Bay Point to San Francisco International Airport gets back to normal.\u003c/p>\n\u003cp>BART says the apparent smoke in the incident was not smoke at all, but brake dust. The dust was apparently emitted after a parking brake malfunctioned and deployed while the affected train was headed west through the Berkeley Hills Tunnel.\u003c/p>\n\u003cp>\u003cstrong>Update, 10:45 a.m.: \u003c/strong>Rick Hurd and Harry Harris with the Bay Area News Group \u003ca href=\"http://www.mercurynews.com/breaking-news/ci_24652792/bart-systemwide-delays-after-reports-smoke-from-train\" target=\"_blank\">report\u003c/a> at least five train passengers have been hospitalized after this morning's BART incident:\u003c/p>\n\u003cblockquote>\u003cp>Several BART passengers reported a stressful wait and poor communications after the train, which was running on the Pittsburg-Bay Point line, stalled around 8:30 a.m. A parking brake had deployed and kept it from moving while it was in the Berkeley Hills tunnel between the two stations, according to BART spokesman Jim Allison.\u003c/p>\n\u003cp>Woman being treated with oxygen at Rockridge BART station. (Jane Tyska)\u003cbr>\n\"Everybody was trying to stay calm,\" said Kaylee Adams of Walnut Creek, who was on her way to work in San Francisco. \"We were trying to help each other out. It was scary. I was in the first car, and it was really stinky.\"\u003c/p>\n\u003cp>A BART technician was able to correct the problem, and the train eventually was moved on its own power into the Rockridge Station, where waiting passengers already had been evacuated from the platform, Allison said. The train's passengers were evacuated at 9:34 a.m.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Update, 10 a.m.:\u003c/strong> BART has reopened the Orinda and Rockridge stations for what the district describes as \"very limited\" service. From Orinda, that means trains are only running on the Pittsburg-Bay Point line east of the tunnel, with no service to San Francisco. From Rockridge, no service is yet available through the Berkeley Hills Tunnel to Contra Costa County.\u003c/p>\n\u003cp>\u003cstrong>Update, 9:50 a.m.:\u003c/strong> KTVU and other sources report that paramedics are treating at least 10 passengers from the disabled train for smoke inhalation, and more are being triaged.\u003c/p>\n\u003cp>\u003cstrong>Update, 9:40 a.m.:\u003c/strong> BART's reporting major delays on its Pittsburg-Bay Point line due to a crowded San Francisco-bound train that was halted in the \u003ca href=\"http://www.lotsberg.net/data/USA/bart.html\" target=\"_blank\">Berkeley Hills Tunnel\u003c/a> because of smoking brakes.\u003c/p>\n\u003cp>BART crews managed to move the train out of the tunnel to Oakland's Rockridge station just after 9:30 a.m. Firefighters and paramedics were awaiting the train amid reports that some passengers had complained about smoke inhalation.\u003c/p>\n\u003cp>The source of the smoke was unknown, but reports from various sources say it came from brakes on one of the train's cars.\u003c/p>\n\u003cp>This morning's incident is the latest in a string of mishaps for the transit system, including a partial shutdown of the Transbay Tube last week because of debris on a track. On Nov. 22, \u003ca href=\"http://ww2.kqed.org/news/2013/11/22/no-bart-service-this-morning-due-to-computer-glitch/\" target=\"_blank\">all service was shut down\u003c/a> during the early morning commute because of a systemwide computer malfunction. And in late October, an eastbound Pittsburg/Bay Point train \u003ca href=\"http://www.mercurynews.com/breaking-news/ci_24374902/bart-trains-not-stopping-at-orinda-station-due\" target=\"_blank\">caught fire\u003c/a> at the Orinda station, forcing a commute-hour evacuation and slowing service for hours.\u003c/p>\n\u003cp>Those incidents, along with a \u003ca href=\"http://ww2.kqed.org/news/2013/12/03/bart-unions-taking-agency-to-court-over-contract-dispute/\" target=\"_blank\">continuing contract dispute\u003c/a> between the agency and its unions that triggered two strikes earlier this year, has prompted \u003ca href=\"http://www.sfgate.com/default/article/BART-riders-grumble-over-lingering-uncertainty-5018166.php\" target=\"_blank\">widespread criticism\u003c/a> of the system among riders.\u003c/p>\n\u003cdiv class=\"storify\">\u003ciframe src=\"//storify.com/KQED/smoke-causes-evacuation-of-bart-station/embed?header=false\" frameborder=\"no\" width=\"100%\" height=\"750\">\u003c/iframe>[\u003ca href=\"//storify.com/KQED/smoke-causes-evacuation-of-bart-station\" target=\"_blank\">View the story \"Smoke causes evacuation of BART station\" on Storify\u003c/a>]\u003c/div>\n\u003cp>\u003cstrong>Earlier post: \u003c/strong>The agency announced it was evacuating the Orinda station, east of the stranded train. Media reports say the Rockridge station, the first stop west of the tunnel, has also been evacuated. The San Francisco Chronicle's \u003ca href=\"http://twitter.com/trapperbyrne\" target=\"_blank\">Trapper Byrne\u003c/a> reported via Twitter that some passengers on the train were complaining of smoke inhalation and that firefighters were boarding a rescue train in Orinda.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Chronicle's Henry K. Lee \u003ca href=\"http://www.sfgate.com/default/article/Smoke-on-BART-train-Oakland-firefighters-5034506.php\" target=\"_blank\">reported\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>The incident was reported on a westbound Pittsburg/Bay Point BART train about 8:45 a.m. The transit agency reported that there was an equipment problem on a train.\u003c/p>\n\u003cp>Many Oakland Fire Department fire trucks and engines were meeting the train at the Rockridge BART Station. The cause of the smoke is under investigation.\u003c/p>\n\u003cp>Commuters on the line should expect delays of about 20 minutes in both directions.\u003c/p>\u003c/blockquote>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Support for BART in Question After Labor, Technical, Public Relations Problems",
"title": "Support for BART in Question After Labor, Technical, Public Relations Problems",
"headTitle": "News Fix | KQED News",
"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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"excerpt": "A string of mishaps including Wednesday's brake malfunction is shaking public confidence in BART. ",
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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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"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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"disqusTitle": "New SFO Ride Service Lets You Park Free, Rents Out Your Car",
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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>\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>\u003c/p>\u003c/div>",
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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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"disqusTitle": "Port of Oakland Truckers Stage Yet Another Work Stoppage ",
"title": "Port of Oakland Truckers Stage Yet Another Work Stoppage ",
"headTitle": "News Fix | KQED News",
"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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"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",
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"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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