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"content": "\u003cp>\u003cstrong>By Caroline Chen, \u003ca href=\"http://cironline.org/\" target=\"_blank\">The Center for Investigative Reporting\u003c/a>\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_112724\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003cimg class=\"size-medium wp-image-112724\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/traffic-300x199.jpg\" alt=\"State records show that traffic citation fines have skyrocketed over the last decade, with some common infractions now costing close to $500. (Photo: Noah Berger/For The Center for Investigative Reporting) \" width=\"300\" height=\"199\">\u003cfigcaption class=\"wp-caption-text\">State records show that traffic citation fines have skyrocketed over the last decade. (Photo: Noah Berger/For The Center for Investigative Reporting)\u003c/figcaption>\u003c/figure>\n\u003cp>Motorist Derick Neal doesn’t remember the April night when he rolled through a right turn at a red light in San Leandro.\u003c/p>\n\u003cp>The video from the red-light camera clearly shows the violation, he admits. Nevertheless, the 40-year-old software engineer is outraged about the price of the ticket: $490, plus an additional $59 for traffic school.\u003c/p>\n\u003cp>“It’s one thing if I was barreling through, but you can see my brake lights all the way through,” he said after viewing the video. “I expected it to be $100, $150 at most for the infraction.”\u003c/p>\n\u003cp>Like Neal, many of the more than 6 million California drivers who get tickets each year experience sticker shock. State records show that traffic citation fines have skyrocketed over the last decade, with some common infractions now costing close to $500.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Running a red light, currently $490, cost $340 in 2003 and $103 in 1993, according to the Judicial Council of California, which sets fines for traffic offenses. A ticket for rolling through a stop sign costs $238; a decade ago, it was $130. Speeding up to 15 mph over the limit also comes with a $238 price tag -- more than eight times what it cost in 1993. And traffic school can add $60.\u003c/p>\n\u003cp>Oddly, the base fine for most violations has remained the same for the last 20 years. The growth in fines is due to add-ons known as penalty assessments. These fees are tacked on to citations, with the money earmarked for projects ranging from court construction to DNA research for solving crimes.\u003c/p>\n\u003cp>Viewed separately, each assessment might not seem particularly onerous, but the penalties add up. About a decade ago, there was one penalty assessment. Now, there are 10 -- and total fines average four or five times the amount of the base fine. \u003c!--more-->\u003c/p>\n\u003cp>The soaring fines don’t seem to have encouraged Californians to become better drivers. Each year, between 26 and 30 percent of drivers get a traffic citation, records show. But the high price of a ticket has led many traffic offenders to plead not guilty and contest their tickets in court, hoping to have them dismissed or reduced.\u003c/p>\n\u003caside class=\"pullquote alignleft\">\n\u003cp>\u003cem>Derick Neal’s ticket\u003c/em>\u003cbr>\nBase fine: $100\u003cbr>\nState penalty assessment: $100\u003cbr>\nCounty penalty assessment: $70\u003cbr>\nDNA identification fund: $50\u003cbr>\nCourt construction: $50\u003cbr>\nState surcharge: $20\u003cbr>\nEmergency medical services: $20\u003cbr>\nEmergency medical air transportation: $4\u003cbr>\nCourt operations: $40\u003cbr>\nConviction assessment: $35\u003cbr>\nNight court: $1\u003cbr>\nTotal ticket: $490\u003cbr>\nTraffic school: $59\u003cbr>\n\u003cstrong>Total cost: $549\u003c/strong>\u003c/p>\n\u003c/aside>\n\u003cp>In 2003, about 196,000 traffic citations were disputed in California courts, according to Judicial Council statistics. That was 4.5 percent of the total issued. By 2011, that number had nearly doubled to 383,000, 7.1 percent of all the citations issued.\u003c/p>\n\u003cp>Advocates say the increased fines are especially hard on the working class.\u003c/p>\n\u003cp>“If you’re a single parent barely making it, one of those (red-light) tickets could really set you back,” said Shane Gusman, legislative representative for the California Teamsters union. “I think folks are doing the math and hoping that it will get dismissed if the officer doesn’t show up. I know our drivers are doing that calculation.”\u003c/p>\n\u003cp>Some traffic court judges offer community service, rather than fines, to those who plead guilty. Gusman says this isn’t much help for many people. At the community service rate of $10 an hour, it would take 49 hours to pay off a red-light violation ticket.\u003c/p>\n\u003cp>The courts don’t track whether they are losing revenue because more motorists are fighting their tickets. But some courts around the state are struggling to handle the influx of people contesting tickets.\u003c/p>\n\u003cp>Trial dates are backed up in San Diego County, where the number of motorists contesting tickets has doubled in a decade, said court spokeswoman Karen Dalton. The current wait is six months.\u003c/p>\n\u003cp>Those accused of traffic violations in Los Angeles County have been facing waits of nine months or more for a hearing, said court spokeswoman Mary Hearn. But it’s about to get worse. Recently, courts underwent their third round of layoffs in four years.\u003c/p>\n\u003cp>“With the changes our court was forced to make in the past few months, I expect those numbers will again increase dramatically,” Hearn said.\u003c/p>\n\u003cp>Derick Neal pleaded not guilty on his red-light violation and went to court in Oakland this month. He was found guilty and must pay the full fine.\u003c/p>\n\u003caside class=\"pullquote alignleft\">Experts say there is little chance penalty assessments will stop increasing because it’s an attractive source of revenue for government.\u003c/aside>\n\u003cp>Some courts offer discounts to motorists who plead guilty rather than fight their tickets. At the San Francisco Hall of Justice on a recent day, a court officer offered deals to about 80 people who had shown up to dispute their tickets. Motorists could pay $285 to settle any ticket of $400 or more, the officer said, and tickets of less than $400 could be settled for $178. If motorists went to trial and lost, they would pay the full fine, the officer warned.\u003c/p>\n\u003cp>But there was no such clemency across the bay in Oakland at the Wiley W. Manuel Courthouse, where Commissioner Taylor Culver reigns over his courtroom with sarcastic humor. During a red-light camera trial on a recent afternoon, when one defendant asked for a reduction in his fine, Culver boomed, “Nobody here is special or better than anybody. There’s nobody here special but me.”\u003c/p>\n\u003cp>In another case, Culver cut off a defendant’s comments by saying, “Just tell me about the money. How are you going to pay?”\u003c/p>\n\u003cp>Experts say there is little chance that the penalty assessments will stop increasing because it’s an attractive source of revenue for state and county governments. A 2006 report by the California Research Bureau, which studies issues for the governor and Legislature, estimated that traffic violations bring in more than $500 million per year.\u003c/p>\n\u003cp>“I don’t know we’ll ever have a rollback unless the state had enough money in the general fund,” said Gregory Pagan, chief counsel for the Assembly Public Safety Committee. “It’s an easy way to find a revenue stream to fund (a program). They’ll never stop.”\u003c/p>\n\u003cp>\u003cem>\u003cspan class=\"Apple-style-span\" style=\"font-style: normal\">\u003cem>The independent, nonprofit Center for Investigative Reporting is the country’s largest investigative reporting team. For more, visit www.cironline.org.\u003c/em>\u003c/span>\u003c/em>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>By Caroline Chen, \u003ca href=\"http://cironline.org/\" target=\"_blank\">The Center for Investigative Reporting\u003c/a>\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_112724\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003cimg class=\"size-medium wp-image-112724\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/09/traffic-300x199.jpg\" alt=\"State records show that traffic citation fines have skyrocketed over the last decade, with some common infractions now costing close to $500. (Photo: Noah Berger/For The Center for Investigative Reporting) \" width=\"300\" height=\"199\">\u003cfigcaption class=\"wp-caption-text\">State records show that traffic citation fines have skyrocketed over the last decade. (Photo: Noah Berger/For The Center for Investigative Reporting)\u003c/figcaption>\u003c/figure>\n\u003cp>Motorist Derick Neal doesn’t remember the April night when he rolled through a right turn at a red light in San Leandro.\u003c/p>\n\u003cp>The video from the red-light camera clearly shows the violation, he admits. Nevertheless, the 40-year-old software engineer is outraged about the price of the ticket: $490, plus an additional $59 for traffic school.\u003c/p>\n\u003cp>“It’s one thing if I was barreling through, but you can see my brake lights all the way through,” he said after viewing the video. “I expected it to be $100, $150 at most for the infraction.”\u003c/p>\n\u003cp>Like Neal, many of the more than 6 million California drivers who get tickets each year experience sticker shock. State records show that traffic citation fines have skyrocketed over the last decade, with some common infractions now costing close to $500.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Running a red light, currently $490, cost $340 in 2003 and $103 in 1993, according to the Judicial Council of California, which sets fines for traffic offenses. A ticket for rolling through a stop sign costs $238; a decade ago, it was $130. Speeding up to 15 mph over the limit also comes with a $238 price tag -- more than eight times what it cost in 1993. And traffic school can add $60.\u003c/p>\n\u003cp>Oddly, the base fine for most violations has remained the same for the last 20 years. The growth in fines is due to add-ons known as penalty assessments. These fees are tacked on to citations, with the money earmarked for projects ranging from court construction to DNA research for solving crimes.\u003c/p>\n\u003cp>Viewed separately, each assessment might not seem particularly onerous, but the penalties add up. About a decade ago, there was one penalty assessment. Now, there are 10 -- and total fines average four or five times the amount of the base fine. \u003c!--more-->\u003c/p>\n\u003cp>The soaring fines don’t seem to have encouraged Californians to become better drivers. Each year, between 26 and 30 percent of drivers get a traffic citation, records show. But the high price of a ticket has led many traffic offenders to plead not guilty and contest their tickets in court, hoping to have them dismissed or reduced.\u003c/p>\n\u003caside class=\"pullquote alignleft\">\n\u003cp>\u003cem>Derick Neal’s ticket\u003c/em>\u003cbr>\nBase fine: $100\u003cbr>\nState penalty assessment: $100\u003cbr>\nCounty penalty assessment: $70\u003cbr>\nDNA identification fund: $50\u003cbr>\nCourt construction: $50\u003cbr>\nState surcharge: $20\u003cbr>\nEmergency medical services: $20\u003cbr>\nEmergency medical air transportation: $4\u003cbr>\nCourt operations: $40\u003cbr>\nConviction assessment: $35\u003cbr>\nNight court: $1\u003cbr>\nTotal ticket: $490\u003cbr>\nTraffic school: $59\u003cbr>\n\u003cstrong>Total cost: $549\u003c/strong>\u003c/p>\n\u003c/aside>\n\u003cp>In 2003, about 196,000 traffic citations were disputed in California courts, according to Judicial Council statistics. That was 4.5 percent of the total issued. By 2011, that number had nearly doubled to 383,000, 7.1 percent of all the citations issued.\u003c/p>\n\u003cp>Advocates say the increased fines are especially hard on the working class.\u003c/p>\n\u003cp>“If you’re a single parent barely making it, one of those (red-light) tickets could really set you back,” said Shane Gusman, legislative representative for the California Teamsters union. “I think folks are doing the math and hoping that it will get dismissed if the officer doesn’t show up. I know our drivers are doing that calculation.”\u003c/p>\n\u003cp>Some traffic court judges offer community service, rather than fines, to those who plead guilty. Gusman says this isn’t much help for many people. At the community service rate of $10 an hour, it would take 49 hours to pay off a red-light violation ticket.\u003c/p>\n\u003cp>The courts don’t track whether they are losing revenue because more motorists are fighting their tickets. But some courts around the state are struggling to handle the influx of people contesting tickets.\u003c/p>\n\u003cp>Trial dates are backed up in San Diego County, where the number of motorists contesting tickets has doubled in a decade, said court spokeswoman Karen Dalton. The current wait is six months.\u003c/p>\n\u003cp>Those accused of traffic violations in Los Angeles County have been facing waits of nine months or more for a hearing, said court spokeswoman Mary Hearn. But it’s about to get worse. Recently, courts underwent their third round of layoffs in four years.\u003c/p>\n\u003cp>“With the changes our court was forced to make in the past few months, I expect those numbers will again increase dramatically,” Hearn said.\u003c/p>\n\u003cp>Derick Neal pleaded not guilty on his red-light violation and went to court in Oakland this month. He was found guilty and must pay the full fine.\u003c/p>\n\u003caside class=\"pullquote alignleft\">Experts say there is little chance penalty assessments will stop increasing because it’s an attractive source of revenue for government.\u003c/aside>\n\u003cp>Some courts offer discounts to motorists who plead guilty rather than fight their tickets. At the San Francisco Hall of Justice on a recent day, a court officer offered deals to about 80 people who had shown up to dispute their tickets. Motorists could pay $285 to settle any ticket of $400 or more, the officer said, and tickets of less than $400 could be settled for $178. If motorists went to trial and lost, they would pay the full fine, the officer warned.\u003c/p>\n\u003cp>But there was no such clemency across the bay in Oakland at the Wiley W. Manuel Courthouse, where Commissioner Taylor Culver reigns over his courtroom with sarcastic humor. During a red-light camera trial on a recent afternoon, when one defendant asked for a reduction in his fine, Culver boomed, “Nobody here is special or better than anybody. There’s nobody here special but me.”\u003c/p>\n\u003cp>In another case, Culver cut off a defendant’s comments by saying, “Just tell me about the money. How are you going to pay?”\u003c/p>\n\u003cp>Experts say there is little chance that the penalty assessments will stop increasing because it’s an attractive source of revenue for state and county governments. A 2006 report by the California Research Bureau, which studies issues for the governor and Legislature, estimated that traffic violations bring in more than $500 million per year.\u003c/p>\n\u003cp>“I don’t know we’ll ever have a rollback unless the state had enough money in the general fund,” said Gregory Pagan, chief counsel for the Assembly Public Safety Committee. “It’s an easy way to find a revenue stream to fund (a program). 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"content": "\u003cp>The hustle and bustle of the airport just got a lot more beautiful.\u003c/p>\n\u003cp>A new short film by \u003ca href=\"http://therebeccaproject.com/\">Rebecca J. Richardson\u003c/a> and \u003ca href=\"http://communistcomics.com/\">James O’Malley\u003c/a> recasts footage of SFO in a new light -- neon, to be exact. In the video, there's something majestic about watching planes cycle through the airport like blood cells through a vein. It almost feels like you could be viewing a cell underneath a microscope.\u003c/p>\n\u003cp>The film is part of their \"Neon San Francisco\" series, which has also taken on the \u003ca href=\"http://therebeccaproject.com/2013/06/18/introducing-our-new-short-film-neon-san-francisco-the-n-judah/\">N-Judah\u003c/a>.\u003c/p>\n\u003cp>In a \u003ca href=\"http://therebeccaproject.com/2013/09/23/introducing-our-new-short-film-neon-san-francisco-sfo/\">blog post, Richardson writes\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>In this short film, we showcase the flurry of activity that occurs daily at San Francisco International Airport. Our aim was to shift the audience’s perspective from seeing SFO as just somewhere to depart and arrive and to see it the way we do: as beautiful and endlessly fascinating. We want to reconnect the audience with the romance of air travel.\u003c/p>\u003c/blockquote>\n\u003cp>By happenstance, they were filming at SFO on the day Asiana Airlines Flight 214 crashed while landing. Richardson notes you can see the burnt-out fuselage at 2:15 in the video.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>We should mention that Richardson and O'Malley weren't asked to create this video by SFO.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Check it out; it's set to \"Dancing in the Dark,\" performed by Charlie Parker.\u003c/p>\n\u003cdiv style=\"text-align: center\">\u003ciframe src=\"//www.youtube.com/embed/vcfFLEr4X1A\" frameborder=\"0\" width=\"420\" height=\"315\">\u003c/iframe>\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The hustle and bustle of the airport just got a lot more beautiful.\u003c/p>\n\u003cp>A new short film by \u003ca href=\"http://therebeccaproject.com/\">Rebecca J. Richardson\u003c/a> and \u003ca href=\"http://communistcomics.com/\">James O’Malley\u003c/a> recasts footage of SFO in a new light -- neon, to be exact. In the video, there's something majestic about watching planes cycle through the airport like blood cells through a vein. It almost feels like you could be viewing a cell underneath a microscope.\u003c/p>\n\u003cp>The film is part of their \"Neon San Francisco\" series, which has also taken on the \u003ca href=\"http://therebeccaproject.com/2013/06/18/introducing-our-new-short-film-neon-san-francisco-the-n-judah/\">N-Judah\u003c/a>.\u003c/p>\n\u003cp>In a \u003ca href=\"http://therebeccaproject.com/2013/09/23/introducing-our-new-short-film-neon-san-francisco-sfo/\">blog post, Richardson writes\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>In this short film, we showcase the flurry of activity that occurs daily at San Francisco International Airport. Our aim was to shift the audience’s perspective from seeing SFO as just somewhere to depart and arrive and to see it the way we do: as beautiful and endlessly fascinating. We want to reconnect the audience with the romance of air travel.\u003c/p>\u003c/blockquote>\n\u003cp>By happenstance, they were filming at SFO on the day Asiana Airlines Flight 214 crashed while landing. Richardson notes you can see the burnt-out fuselage at 2:15 in the video.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cfigure id=\"attachment_112399\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/09/23/give-California-cyclists-3-feet-its-the-law/pass/\" rel=\"attachment wp-att-112399\">\u003cimg class=\"size-medium wp-image-112399\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/09/pass-300x199.jpg\" alt='Cars must now give cyclists three feet of space while passing. (<a href=\"http://www.flickr.com/photos/57899812@N00/3454046996/in/photolist-6gdTQq-6k9DYa-6kiFbu-6mae8N-6pfoFH-6vR9vi-6wETEJ-6ySnpp-6ySo7t-6B9rry-6BqFFx-6GcPKm-6LtoDg-6ReF48-6RtgRH-72NEXm-73GSNC-79hwVd-79T8Ak-79T8Zt-79T9PP-79WZKw-79WZQq-7bFcMa-7bK1V1-7eJNS9-7gfj2Y-7jKDV7-7wAytk-8ygR7A-bxTSYE-atMkTm-bjWT2B-8Jb9LW-aoX37d-bvy8vt-dLg886-9aXCdS-c5Afmu-9c4rYk-8WX2Tu-aM27Y6-cNVEwh-atGzs2-cKyZk9-9s7TGn-ay3iYb-8M9MdU-bSydLH-bAE7v2-ddiJeQ\">Gigantic Robot</a>/Flickr)' width=\"300\" height=\"199\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cars must now give cyclists 3 feet of space while passing.\u003cbr>(\u003ca href=\"http://www.flickr.com/photos/57899812@N00/3454046996/in/photolist-6gdTQq-6k9DYa-6kiFbu-6mae8N-6pfoFH-6vR9vi-6wETEJ-6ySnpp-6ySo7t-6B9rry-6BqFFx-6GcPKm-6LtoDg-6ReF48-6RtgRH-72NEXm-73GSNC-79hwVd-79T8Ak-79T8Zt-79T9PP-79WZKw-79WZQq-7bFcMa-7bK1V1-7eJNS9-7gfj2Y-7jKDV7-7wAytk-8ygR7A-bxTSYE-atMkTm-bjWT2B-8Jb9LW-aoX37d-bvy8vt-dLg886-9aXCdS-c5Afmu-9c4rYk-8WX2Tu-aM27Y6-cNVEwh-atGzs2-cKyZk9-9s7TGn-ay3iYb-8M9MdU-bSydLH-bAE7v2-ddiJeQ\">Gigantic Robot\u003c/a>/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>A bill \u003ca href=\"http://gov.ca.gov/news.php?id=18218\">signed by Gov. Jerry Brown\u003c/a> Monday requires drivers to give cyclists 3 feet of space while passing on the left or else face a fine.\u003c/p>\n\u003cp>The law says that the distance will be measured between \"any part of the motor vehicle and any part of the bicycle or its operator.\" In many situations, that calls for 3 feet between the cyclist's shoulder or handlebars and the vehicle's side mirror. \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140AB1371\">Read the full bill.\u003c/a>\u003c/p>\n\u003cp>It's been a long road for the \"Three Feet for Safety Act\" to make it to state law. Earlier laws proposing similar regulations failed to pass the Legislature in 2006 and 2008. Brown also vetoed two earlier versions of the bill, based on recommendations from Caltrans.\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>From the \u003ca href=\"http://www.latimes.com/opinion/opinion-la/la-ol-bike-car-three-foot-rule-20130916,0,7796444.story\">L.A. Times\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Lowenthal's bill got through the Legislature, but Brown vetoed it. The governor noted that California already required a \"safe and reasonable\" distance, but he had no problem with nailing down the minimum to three feet. It was the reduced speed that troubled him. Or, rather, that troubled the California Highway Patrol and Caltrans. They told the governor that slowing for a bike could cause other cars to rear-end the driver who was dutifully braking, or that one cyclist could cause an entire line of cars to have to slow down. And in case you were wondering, yes, Brown made it clear that such decelerating would be bad thing.\u003c/p>\n\u003cp>Brown also vetoed last year’s SB1464, also by Lowenthal, even though the slowing provision was removed. In his veto message, the governor again cited Caltrans, which this time expressed concern that the bill allowed cars to move to the left -- over the double-yellow line, if necessary -- to keep the three-foot minimum distance from cyclists. Allowing cars to violate the sacrosanct divider and, perhaps, stray into oncoming traffic could make the state liable in case of a head-on collision, the governor wrote.\u003c/p>\n\u003cp>\u003ca href=\"http://www.latimes.com/opinion/opinion-la/la-ol-bike-car-three-foot-rule-20130916,0,7796444.story\">Read the full story.\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp> \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The compromise that helped this bill pass is found in \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140AB1371\">Section 3, Part D\u003c/a>. If road conditions make the 3-feet rule unsafe for the driver, they can slow down to a \"reasonable and prudent\" speed while passing a cyclist by less than 3 feet.\u003c/p>\n\u003cp>Violators could see a $35 fine. If there is a collision, the fine is increased to $220.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The version that passed today was authored by Assemblyman Steven Bradford (D-Gardena). The bill will take effect Sept. 16, 2014.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_112399\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/09/23/give-California-cyclists-3-feet-its-the-law/pass/\" rel=\"attachment wp-att-112399\">\u003cimg class=\"size-medium wp-image-112399\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/09/pass-300x199.jpg\" alt='Cars must now give cyclists three feet of space while passing. (<a href=\"http://www.flickr.com/photos/57899812@N00/3454046996/in/photolist-6gdTQq-6k9DYa-6kiFbu-6mae8N-6pfoFH-6vR9vi-6wETEJ-6ySnpp-6ySo7t-6B9rry-6BqFFx-6GcPKm-6LtoDg-6ReF48-6RtgRH-72NEXm-73GSNC-79hwVd-79T8Ak-79T8Zt-79T9PP-79WZKw-79WZQq-7bFcMa-7bK1V1-7eJNS9-7gfj2Y-7jKDV7-7wAytk-8ygR7A-bxTSYE-atMkTm-bjWT2B-8Jb9LW-aoX37d-bvy8vt-dLg886-9aXCdS-c5Afmu-9c4rYk-8WX2Tu-aM27Y6-cNVEwh-atGzs2-cKyZk9-9s7TGn-ay3iYb-8M9MdU-bSydLH-bAE7v2-ddiJeQ\">Gigantic Robot</a>/Flickr)' width=\"300\" height=\"199\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cars must now give cyclists 3 feet of space while passing.\u003cbr>(\u003ca href=\"http://www.flickr.com/photos/57899812@N00/3454046996/in/photolist-6gdTQq-6k9DYa-6kiFbu-6mae8N-6pfoFH-6vR9vi-6wETEJ-6ySnpp-6ySo7t-6B9rry-6BqFFx-6GcPKm-6LtoDg-6ReF48-6RtgRH-72NEXm-73GSNC-79hwVd-79T8Ak-79T8Zt-79T9PP-79WZKw-79WZQq-7bFcMa-7bK1V1-7eJNS9-7gfj2Y-7jKDV7-7wAytk-8ygR7A-bxTSYE-atMkTm-bjWT2B-8Jb9LW-aoX37d-bvy8vt-dLg886-9aXCdS-c5Afmu-9c4rYk-8WX2Tu-aM27Y6-cNVEwh-atGzs2-cKyZk9-9s7TGn-ay3iYb-8M9MdU-bSydLH-bAE7v2-ddiJeQ\">Gigantic Robot\u003c/a>/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>A bill \u003ca href=\"http://gov.ca.gov/news.php?id=18218\">signed by Gov. Jerry Brown\u003c/a> Monday requires drivers to give cyclists 3 feet of space while passing on the left or else face a fine.\u003c/p>\n\u003cp>The law says that the distance will be measured between \"any part of the motor vehicle and any part of the bicycle or its operator.\" In many situations, that calls for 3 feet between the cyclist's shoulder or handlebars and the vehicle's side mirror. \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201320140AB1371\">Read the full bill.\u003c/a>\u003c/p>\n\u003cp>It's been a long road for the \"Three Feet for Safety Act\" to make it to state law. Earlier laws proposing similar regulations failed to pass the Legislature in 2006 and 2008. Brown also vetoed two earlier versions of the bill, based on recommendations from Caltrans.\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>From the \u003ca href=\"http://www.latimes.com/opinion/opinion-la/la-ol-bike-car-three-foot-rule-20130916,0,7796444.story\">L.A. Times\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Lowenthal's bill got through the Legislature, but Brown vetoed it. The governor noted that California already required a \"safe and reasonable\" distance, but he had no problem with nailing down the minimum to three feet. It was the reduced speed that troubled him. Or, rather, that troubled the California Highway Patrol and Caltrans. They told the governor that slowing for a bike could cause other cars to rear-end the driver who was dutifully braking, or that one cyclist could cause an entire line of cars to have to slow down. And in case you were wondering, yes, Brown made it clear that such decelerating would be bad thing.\u003c/p>\n\u003cp>Brown also vetoed last year’s SB1464, also by Lowenthal, even though the slowing provision was removed. In his veto message, the governor again cited Caltrans, which this time expressed concern that the bill allowed cars to move to the left -- over the double-yellow line, if necessary -- to keep the three-foot minimum distance from cyclists. Allowing cars to violate the sacrosanct divider and, perhaps, stray into oncoming traffic could make the state liable in case of a head-on collision, the governor wrote.\u003c/p>\n\u003cp>\u003ca href=\"http://www.latimes.com/opinion/opinion-la/la-ol-bike-car-three-foot-rule-20130916,0,7796444.story\">Read the full story.\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp> \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The California Public Utilities Commission has approved regulations governing \"transportation network companies,\" formerly and informally known as the \"ride-sharing\" business. The vote was unanimous.\u003c/p>\n\u003cfigure id=\"attachment_111826\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003cimg class=\"size-medium wp-image-111826\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/09/rideshare.jpg-300x200.jpg\" alt=\"rideshare.jpg\" width=\"300\" height=\"200\">\u003cfigcaption class=\"wp-caption-text\">A protester mocks Lyft and its signature pink mustaches at a cab driver rally outside San Francisco City Hall on Tuesday, July 30. (Alex Emslie/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The \u003ca href=\"http://ww2.kqed.org/news/2013/07/31/cpuc-rideshare-decision/\" target=\"_blank\">rules were first proposed\u003c/a> in July. A final vote was originally scheduled for Sept. 5 but was delayed, \u003ca href=\"http://www.sfexaminer.com/sanfrancisco/cpuc-delaying-vote-on-rideshare-regulations/Content?oid=2569597\" target=\"_blank\">giving hope to some in the taxi industry\u003c/a>, which vehemently opposes any official sanction of competition from what many have considered to be operating \"bandit cabs.\"\u003c/p>\n\u003cp>The new rules require TNCs to be licensed by the CPUC. They will have to run background checks on drivers, institute driver-training programs and meet expanded insurance requirements, as well as maintain a zero-tolerance policy on drugs and alcohol. There are also requirements for accommodating disabled passengers and servicing poorer neighborhoods.\u003c/p>\n\u003cp>But the advent of these services, which allow passengers to hire private drivers through online applications, has disrupted the taxi industry, and the new mandates are unlikely to appease traditional cab drivers who have seen a sharp drop in income in cities in which the companies operate.\u003c/p>\n\u003cp>TNCs like Lyft, Sidecar and Uber hailed the rules when they were first proposed, as they gave them, for the first time, the legal right to operate in California.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>OAKLAND (BCN) A new experimental bicycle pathway along 40th Street in Oakland aims to help drivers and bicyclists travel on the busy street.\u003c/p>\n\u003cfigure id=\"attachment_44913\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003cimg class=\"size-medium wp-image-44913\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/10/bicyclists-Getty-Images-300x148.jpg\" alt=\"A cyclist pedals along a dedicated bike lane.\" width=\"300\" height=\"148\">\u003cfigcaption class=\"wp-caption-text\">FILE PHOTO: Odd Anderson/AFP/Getty Images\u003c/figcaption>\u003c/figure>\n\u003cp>The city's first green bicycle pathway was completed Saturday, running through the Piedmont Avenue commercial district, by the MacArthur BART station and into Emeryville.\u003c/p>\n\u003cp>A series of sharrows, or shared-lane bicycle markings, stretch along the road shared by motorists and bicyclists for eight-tenths of a mile, Bicycle and Pedestrian Project Manager Jason Patton said.\u003c/p>\n\u003cp>The path is part of the city's \u003ca href=\"http://www2.oaklandnet.com/Government/o/PWA/o/EC/s/BicycleandPedestrianProgram/OAK024597\" target=\"_blank\">Bicycle Master Plan\u003c/a> to increase bicycle access to BART stations, Patton said.\u003c/p>\n\u003cp>The pathway is broken into two segments starting from Webster Street to Telegraph Avenue, with a brief break for an existing bicycle lane near state Highway 24, and then continuing from Martin Luther King Jr. Way to Adeline Street, Patton said. \u003c!--more-->\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>According to the city's Public Works Agency, many bicyclists travel along the \"door zone\" area where parked car doors open, and the pathway would provide more clearance for motorists and bicyclists to share the roadway.\u003c/p>\n\u003caside class=\"pullquote alignleft\">\u003cstrong>\u003ca href=\"http://www2.oaklandnet.com/Government/o/PWA/o/EC/s/BicycleandPedestrianProgram/OAK024597\" target=\"_blank\">City of Oakland Bicycle Master Plan\u003c/a>\u003c/strong>\u003c/aside>\n\u003cp>The Public Works Agency is overseeing the experimental pathway in partnership with the Federal Highway Administration and California Traffic Control Devices Committee.\u003c/p>\n\u003cp>Patton said the pathway is a non-standard traffic control device that needs to be regulated by state and federal agencies for consistency.\u003c/p>\n\u003cp>While the pathway is still experimental in nature, Dave Campbell, Advocacy Director at the East Bay Bicycle Coalition, said he doesn't think it will work for the 40th Street corridor.\u003c/p>\n\u003cp>Speed limits should be between 20 to 25 mph for such a pathway, also referred to as a super sharrow, to work to accommodate the number of vehicles traveling on a street, Campbell said.\u003c/p>\n\u003cp>While the speed limit on 40th Street is set at 30 mph, motorists tend to travel 40 to 50 mph while bicyclists travel at 12 to 15 mph, Campbell said.\u003c/p>\n\u003cp>Community members have notified the Public Works Agency of speed complaints and will continue collecting data on the pathway through October, Patton said. They will be collecting information such as the number of bicyclists and speed of vehicles on the road.\u003c/p>\n\u003cp>The city is looking to put more green bicycle pathways on city streets, including Broadway between Grand Avenue and 25th Street, Patton said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Anyone who would like to comment on the bicycle pathway can send an email to bikeped@oaklandnet.com.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>OAKLAND (BCN) A new experimental bicycle pathway along 40th Street in Oakland aims to help drivers and bicyclists travel on the busy street.\u003c/p>\n\u003cfigure id=\"attachment_44913\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003cimg class=\"size-medium wp-image-44913\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/10/bicyclists-Getty-Images-300x148.jpg\" alt=\"A cyclist pedals along a dedicated bike lane.\" width=\"300\" height=\"148\">\u003cfigcaption class=\"wp-caption-text\">FILE PHOTO: Odd Anderson/AFP/Getty Images\u003c/figcaption>\u003c/figure>\n\u003cp>The city's first green bicycle pathway was completed Saturday, running through the Piedmont Avenue commercial district, by the MacArthur BART station and into Emeryville.\u003c/p>\n\u003cp>A series of sharrows, or shared-lane bicycle markings, stretch along the road shared by motorists and bicyclists for eight-tenths of a mile, Bicycle and Pedestrian Project Manager Jason Patton said.\u003c/p>\n\u003cp>The path is part of the city's \u003ca href=\"http://www2.oaklandnet.com/Government/o/PWA/o/EC/s/BicycleandPedestrianProgram/OAK024597\" target=\"_blank\">Bicycle Master Plan\u003c/a> to increase bicycle access to BART stations, Patton said.\u003c/p>\n\u003cp>The pathway is broken into two segments starting from Webster Street to Telegraph Avenue, with a brief break for an existing bicycle lane near state Highway 24, and then continuing from Martin Luther King Jr. Way to Adeline Street, Patton said. \u003c!--more-->\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>According to the city's Public Works Agency, many bicyclists travel along the \"door zone\" area where parked car doors open, and the pathway would provide more clearance for motorists and bicyclists to share the roadway.\u003c/p>\n\u003caside class=\"pullquote alignleft\">\u003cstrong>\u003ca href=\"http://www2.oaklandnet.com/Government/o/PWA/o/EC/s/BicycleandPedestrianProgram/OAK024597\" target=\"_blank\">City of Oakland Bicycle Master Plan\u003c/a>\u003c/strong>\u003c/aside>\n\u003cp>The Public Works Agency is overseeing the experimental pathway in partnership with the Federal Highway Administration and California Traffic Control Devices Committee.\u003c/p>\n\u003cp>Patton said the pathway is a non-standard traffic control device that needs to be regulated by state and federal agencies for consistency.\u003c/p>\n\u003cp>While the pathway is still experimental in nature, Dave Campbell, Advocacy Director at the East Bay Bicycle Coalition, said he doesn't think it will work for the 40th Street corridor.\u003c/p>\n\u003cp>Speed limits should be between 20 to 25 mph for such a pathway, also referred to as a super sharrow, to work to accommodate the number of vehicles traveling on a street, Campbell said.\u003c/p>\n\u003cp>While the speed limit on 40th Street is set at 30 mph, motorists tend to travel 40 to 50 mph while bicyclists travel at 12 to 15 mph, Campbell said.\u003c/p>\n\u003cp>Community members have notified the Public Works Agency of speed complaints and will continue collecting data on the pathway through October, Patton said. They will be collecting information such as the number of bicyclists and speed of vehicles on the road.\u003c/p>\n\u003cp>The city is looking to put more green bicycle pathways on city streets, including Broadway between Grand Avenue and 25th Street, Patton said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Anyone who would like to comment on the bicycle pathway can send an email to bikeped@oaklandnet.com.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_111522\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/09/17/obituary-eiji-toyoda-toyota-motors/toyoda/\" rel=\"attachment wp-att-111522\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-111522\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/09/toyoda-300x168.jpg\" alt=\"Toyota President and Chairman Eiji Toyota at the opening of the Toyota company museum in 1989. (Getty Images/AFP)\" width=\"300\" height=\"168\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Toyoda pictured at the opening of the Toyota company museum in 1989. (Getty Images/AFP)\u003c/figcaption>\u003c/figure>\n\u003cp>If you’re of a certain age — a Boomer, for instance — you can imagine a world without Toyota. The cars and trucks you drove came from Detroit companies, mostly, with a smattering of strays and imports born in exotic locations like \u003ca href=\"http://www.reuters.com/article/2009/10/11/fiat-kenosha-timeline-idUSN1112078020091011\" target=\"_blank\" rel=\"noopener\">Kenosha, Wisconsin\u003c/a>, and \u003ca href=\"http://en.wikipedia.org/wiki/Wolfsburg\" target=\"_blank\" rel=\"noopener\">Wolfsburg, West Germany\u003c/a>. But if you came of age a little later — say you passed your driver’s license test in 1980 or later — it’s impossible to imagine a world without Toyota.\u003c/p>\n\u003cp>If you haven’t guessed it from the crowd of Toyotas on highways throughout the Bay Area and California \u003ca href=\"http://www.cncda.org/secure/GetFile.aspx?ID=2583\" target=\"_blank\" rel=\"noopener\">Toyota is No. 1\u003c/a> in car sales in the state. You might not call the Prius, Camry, RAV4, Corolla, Sienna, Matrix, Yaris, Echo or various Lexus nameplates iconic, but they are everywhere.\u003c/p>\n\u003cp>The industrial pioneer who made them ubiquitous, former Toyota President and Chairman Eiji Toyota, died today in Japan. He was 100. He had one more local claim to attention: He was the force behind Toyota’s 1984 decision to partner with General Motors in \u003ca href=\"http://en.wikipedia.org/wiki/NUMMI\" target=\"_blank\" rel=\"noopener\">New United Motor Manufacturing Inc.\u003c/a> in Fremont, a venture meant to revive GM’s moribund assembly plant. It was Toyota’s first manufacturing facility in the United States.\u003c/p>\n\u003cp>A few snippets from some of the Toyoda obituaries published elsewhere today:\u003cbr>\n\u003c!--more-->\u003cbr>\n\u003cstrong>Los Angeles Times:\u003c/strong> \u003ca href=\"http://www.latimes.com/business/autos/la-fi-hy-eiji-toyoda-obit-toyota-20130917,0,7476968.story\" target=\"_blank\" rel=\"noopener\">Eiji Toyoda, car family scion who developed Corolla and Lexus, dies at 100\u003c/a>\u003c/p>\n\u003cblockquote>\u003cp>Born Sept. 12, 1913, in Nagoya City, Toyoda graduated from the University of Tokyo with a degree in mechanical engineering in 1936 and joined Toyoda Automatic Loom Works Ltd. that same year. About a year later he moved to the company’s newly established automotive subsidiary.\u003c/p>\n\u003cp>He quickly became enamored with the process of manufacturing automobiles, diving into factory operations and supervising activities on the shop floor.\u003c/p>\n\u003caside class=\"pullquote alignleft\">“From my childhood, machines and business were always there right in front of me. I probably developed an understanding of both.”\u003c/aside>\n\u003cp>Having grown up at the textile mill built by his father, Heichachi Toyoda, and uncle Sakichi Toyoda, Eiji Toyoda loved machines.\u003c/p>\n\u003cp>“So from my childhood, machines and business were always there right in front of me,” he said in a Time magazine interview in 1999. “I probably developed an understanding of both.”\u003c/p>\n\u003cp>He rose in the executive ranks, becoming a Toyota director by 1945. But that wasn’t much of a promotion because most of the company’s operations had been put on hold by World War II, picking back up again by 1950.\u003c/p>\n\u003cp>That was when Toyoda toured a Ford factory plant in Dearborn, Mich., an experience that was at the root of many of the ideas he employed at Toyota to create the company’s efficient, low-defect manufacturing processes.\u003c/p>\n\u003cp>“We were producing 40 cars a day,” he said in the Time interview. “Ford was making 8,000 units, a 200-times difference. The gap was enormous.”\u003c/p>\n\u003cp>Toyoda, with the advice of production specialist Taiichi Ohno, changed Toyota’s manufacturing approach. They focused on making cars in small batches, receiving just enough parts at the factory to complete a production run efficiently.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>New York Times:\u003c/strong> \u003ca href=\"http://www.nytimes.com/2013/09/18/business/global/eiji-toyoda-promoter-of-toyota-way-dies-at-100.html#h%5BIhsBtw,2%5D\" target=\"_blank\" rel=\"noopener\">Eiji Toyoda, Promoter of ‘Toyota Way,’ Dies at 100 \u003c/a>\u003c/p>\n\u003cblockquote>\u003cp>In 1950 he set out on what would turn out to be a pivotal three-month tour to survey Ford’s Rouge plant in Detroit, then the largest and most efficient factory in the world. Before the war, the military government prevented Toyota from building passenger cars, compelling it to make trucks for Japan’s war effort instead.\u003c/p>\n\u003cp>By 1950, Toyota had produced just 2,685 automobiles, compared with the 7,000 vehicles the Rouge plant was rolling out in a single day, according to “\u003ca href=\"http://www.amazon.com/Machine-That-Changed-World-Revolutionizing/dp/0743299795\" target=\"_blank\" rel=\"noopener\">The Machine That Changed the World\u003c/a>,” a 1990 study by James P. Womack, Daniel T. Jones and Daniel Roos.\u003c/p>\n\u003cp>Mr. Toyoda was unfazed, writing back to headquarters that he “thought there were some possibilities to improve the production system.” He brought back a thick booklet that outlined some of Ford’s quality-control methods; the company translated it into Japanese, changing “Ford” to “Toyota” in all references.\u003c/p>\n\u003cp>Mr. Toyoda went on to oversee Toyota’s Motomachi plant, a huge undertaking that gave the automaker the capacity to produce 5,000 passenger vehicles a month at a time when all of Japan produced about 7,000 vehicles a month. The plant, completed in 1959, was soon running at full capacity and gave Toyota a decisive lead over its domestic rival Nissan and the confidence to turn its eyes overseas.\u003c/p>\n\u003caside class=\"pullquote alignleft\">“One of the features of the Japanese workers is that they use their brains as well as their hands.”\u003c/aside>\n\u003cp>Even as he aggressively expanded production at Toyota, Mr. Toyoda implemented a manufacturing culture based on concepts like “kaizen,” a commitment to continuous improvements suggested by the workers themselves, and just-in-time production, a tireless effort to eliminate waste. Those ideas became a corporate philosophy known as the “Toyota Way.”\u003c/p>\n\u003cp>“One of the features of the Japanese workers is that they use their brains as well as their hands,” he said in an interview with the author Masaaki Imai for the 1986 book “Kaizen.” “Our workers provide 1.5 million suggestions a year, and 95 percent of them are put to practical use. There is an almost tangible concern for improvement in the air at Toyota.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Wall Street Journal Japan:\u003c/strong> \u003ca href=\"http://blogs.wsj.com/japanrealtime/2013/09/17/eiji-toyoda-japan-auto-industry-visionary-dies-at-100/?KEYWORDS=toyota\" target=\"_blank\" rel=\"noopener\">Eiji Toyoda, Japan Auto Industry Visionary, Dies at 100 \u003c/a>\u003c/p>\n\u003cblockquote>\u003cp>After a failed earlier attempt to crack the U.S. market, Toyota succeeded with its 1968 Corolla model the year after Mr. Toyoda took over as president.\u003c/p>\n\u003cp>To avoid an escalation of trade friction between the U.S. and Japan in the 1980s, he was also responsible for pushing ahead with a plan to launch a joint production venture with General Motors Corp. called New United Motor Manufacturing Inc. in California. It was Toyota’s first production base in the U.S.\u003c/p>\n\u003cp>Among his other noted business decisions was the birth of Lexus, which he set into motion the year before becoming chairman and six years before the first luxury Toyota model debuted to rave reviews in 1989.\u003c/p>\n\u003cp>He stepped down as chairman in 1992 and served as honorary chairman until 1999, when he assumed the ceremonial post of honorary adviser until his death.\u003c/p>\n\u003cp>Among his many honorary titles outside of the company, he was awarded the Grand Cordon of the Order of the Rising Sun in 1990, one of Japan’s highest honors. He was the second Japanese inductee into the Automotive Hall of Fame in 1994 following Honda Motor Co.’s founder Soichiro Honda.\u003c/p>\n\u003cp>A cousin of the auto maker’s founder Kiichiro Toyoda, he helped the elder Toyoda build the company’s first commercial plant on the site of a red pine grove in town of Koromo, later renamed Toyota City.\u003c/p>\n\u003cp>Mr. Toyoda is survived by his three sons – Kanshiro, chairman of Toyota affiliated auto parts maker Aisin Seiki Co., Tetsuro – chairman of another affiliated parts maker Toyota Industries Corp. – and Shuhei, a former head of Toyota’s European operations, who currently serves as president of affiliated parts maker Toyota Boshoku Corp.\u003c/p>\u003c/blockquote>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_111522\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/09/17/obituary-eiji-toyoda-toyota-motors/toyoda/\" rel=\"attachment wp-att-111522\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-111522\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/09/toyoda-300x168.jpg\" alt=\"Toyota President and Chairman Eiji Toyota at the opening of the Toyota company museum in 1989. (Getty Images/AFP)\" width=\"300\" height=\"168\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Toyoda pictured at the opening of the Toyota company museum in 1989. (Getty Images/AFP)\u003c/figcaption>\u003c/figure>\n\u003cp>If you’re of a certain age — a Boomer, for instance — you can imagine a world without Toyota. The cars and trucks you drove came from Detroit companies, mostly, with a smattering of strays and imports born in exotic locations like \u003ca href=\"http://www.reuters.com/article/2009/10/11/fiat-kenosha-timeline-idUSN1112078020091011\" target=\"_blank\" rel=\"noopener\">Kenosha, Wisconsin\u003c/a>, and \u003ca href=\"http://en.wikipedia.org/wiki/Wolfsburg\" target=\"_blank\" rel=\"noopener\">Wolfsburg, West Germany\u003c/a>. But if you came of age a little later — say you passed your driver’s license test in 1980 or later — it’s impossible to imagine a world without Toyota.\u003c/p>\n\u003cp>If you haven’t guessed it from the crowd of Toyotas on highways throughout the Bay Area and California \u003ca href=\"http://www.cncda.org/secure/GetFile.aspx?ID=2583\" target=\"_blank\" rel=\"noopener\">Toyota is No. 1\u003c/a> in car sales in the state. You might not call the Prius, Camry, RAV4, Corolla, Sienna, Matrix, Yaris, Echo or various Lexus nameplates iconic, but they are everywhere.\u003c/p>\n\u003cp>The industrial pioneer who made them ubiquitous, former Toyota President and Chairman Eiji Toyota, died today in Japan. He was 100. He had one more local claim to attention: He was the force behind Toyota’s 1984 decision to partner with General Motors in \u003ca href=\"http://en.wikipedia.org/wiki/NUMMI\" target=\"_blank\" rel=\"noopener\">New United Motor Manufacturing Inc.\u003c/a> in Fremont, a venture meant to revive GM’s moribund assembly plant. It was Toyota’s first manufacturing facility in the United States.\u003c/p>\n\u003cp>A few snippets from some of the Toyoda obituaries published elsewhere today:\u003cbr>\n\u003c!--more-->\u003cbr>\n\u003cstrong>Los Angeles Times:\u003c/strong> \u003ca href=\"http://www.latimes.com/business/autos/la-fi-hy-eiji-toyoda-obit-toyota-20130917,0,7476968.story\" target=\"_blank\" rel=\"noopener\">Eiji Toyoda, car family scion who developed Corolla and Lexus, dies at 100\u003c/a>\u003c/p>\n\u003cblockquote>\u003cp>Born Sept. 12, 1913, in Nagoya City, Toyoda graduated from the University of Tokyo with a degree in mechanical engineering in 1936 and joined Toyoda Automatic Loom Works Ltd. that same year. About a year later he moved to the company’s newly established automotive subsidiary.\u003c/p>\n\u003cp>He quickly became enamored with the process of manufacturing automobiles, diving into factory operations and supervising activities on the shop floor.\u003c/p>\n\u003caside class=\"pullquote alignleft\">“From my childhood, machines and business were always there right in front of me. I probably developed an understanding of both.”\u003c/aside>\n\u003cp>Having grown up at the textile mill built by his father, Heichachi Toyoda, and uncle Sakichi Toyoda, Eiji Toyoda loved machines.\u003c/p>\n\u003cp>“So from my childhood, machines and business were always there right in front of me,” he said in a Time magazine interview in 1999. “I probably developed an understanding of both.”\u003c/p>\n\u003cp>He rose in the executive ranks, becoming a Toyota director by 1945. But that wasn’t much of a promotion because most of the company’s operations had been put on hold by World War II, picking back up again by 1950.\u003c/p>\n\u003cp>That was when Toyoda toured a Ford factory plant in Dearborn, Mich., an experience that was at the root of many of the ideas he employed at Toyota to create the company’s efficient, low-defect manufacturing processes.\u003c/p>\n\u003cp>“We were producing 40 cars a day,” he said in the Time interview. “Ford was making 8,000 units, a 200-times difference. The gap was enormous.”\u003c/p>\n\u003cp>Toyoda, with the advice of production specialist Taiichi Ohno, changed Toyota’s manufacturing approach. They focused on making cars in small batches, receiving just enough parts at the factory to complete a production run efficiently.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>New York Times:\u003c/strong> \u003ca href=\"http://www.nytimes.com/2013/09/18/business/global/eiji-toyoda-promoter-of-toyota-way-dies-at-100.html#h%5BIhsBtw,2%5D\" target=\"_blank\" rel=\"noopener\">Eiji Toyoda, Promoter of ‘Toyota Way,’ Dies at 100 \u003c/a>\u003c/p>\n\u003cblockquote>\u003cp>In 1950 he set out on what would turn out to be a pivotal three-month tour to survey Ford’s Rouge plant in Detroit, then the largest and most efficient factory in the world. Before the war, the military government prevented Toyota from building passenger cars, compelling it to make trucks for Japan’s war effort instead.\u003c/p>\n\u003cp>By 1950, Toyota had produced just 2,685 automobiles, compared with the 7,000 vehicles the Rouge plant was rolling out in a single day, according to “\u003ca href=\"http://www.amazon.com/Machine-That-Changed-World-Revolutionizing/dp/0743299795\" target=\"_blank\" rel=\"noopener\">The Machine That Changed the World\u003c/a>,” a 1990 study by James P. Womack, Daniel T. Jones and Daniel Roos.\u003c/p>\n\u003cp>Mr. Toyoda was unfazed, writing back to headquarters that he “thought there were some possibilities to improve the production system.” He brought back a thick booklet that outlined some of Ford’s quality-control methods; the company translated it into Japanese, changing “Ford” to “Toyota” in all references.\u003c/p>\n\u003cp>Mr. Toyoda went on to oversee Toyota’s Motomachi plant, a huge undertaking that gave the automaker the capacity to produce 5,000 passenger vehicles a month at a time when all of Japan produced about 7,000 vehicles a month. The plant, completed in 1959, was soon running at full capacity and gave Toyota a decisive lead over its domestic rival Nissan and the confidence to turn its eyes overseas.\u003c/p>\n\u003caside class=\"pullquote alignleft\">“One of the features of the Japanese workers is that they use their brains as well as their hands.”\u003c/aside>\n\u003cp>Even as he aggressively expanded production at Toyota, Mr. Toyoda implemented a manufacturing culture based on concepts like “kaizen,” a commitment to continuous improvements suggested by the workers themselves, and just-in-time production, a tireless effort to eliminate waste. Those ideas became a corporate philosophy known as the “Toyota Way.”\u003c/p>\n\u003cp>“One of the features of the Japanese workers is that they use their brains as well as their hands,” he said in an interview with the author Masaaki Imai for the 1986 book “Kaizen.” “Our workers provide 1.5 million suggestions a year, and 95 percent of them are put to practical use. There is an almost tangible concern for improvement in the air at Toyota.”\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Wall Street Journal Japan:\u003c/strong> \u003ca href=\"http://blogs.wsj.com/japanrealtime/2013/09/17/eiji-toyoda-japan-auto-industry-visionary-dies-at-100/?KEYWORDS=toyota\" target=\"_blank\" rel=\"noopener\">Eiji Toyoda, Japan Auto Industry Visionary, Dies at 100 \u003c/a>\u003c/p>\n\u003cblockquote>\u003cp>After a failed earlier attempt to crack the U.S. market, Toyota succeeded with its 1968 Corolla model the year after Mr. Toyoda took over as president.\u003c/p>\n\u003cp>To avoid an escalation of trade friction between the U.S. and Japan in the 1980s, he was also responsible for pushing ahead with a plan to launch a joint production venture with General Motors Corp. called New United Motor Manufacturing Inc. in California. It was Toyota’s first production base in the U.S.\u003c/p>\n\u003cp>Among his other noted business decisions was the birth of Lexus, which he set into motion the year before becoming chairman and six years before the first luxury Toyota model debuted to rave reviews in 1989.\u003c/p>\n\u003cp>He stepped down as chairman in 1992 and served as honorary chairman until 1999, when he assumed the ceremonial post of honorary adviser until his death.\u003c/p>\n\u003cp>Among his many honorary titles outside of the company, he was awarded the Grand Cordon of the Order of the Rising Sun in 1990, one of Japan’s highest honors. He was the second Japanese inductee into the Automotive Hall of Fame in 1994 following Honda Motor Co.’s founder Soichiro Honda.\u003c/p>\n\u003cp>A cousin of the auto maker’s founder Kiichiro Toyoda, he helped the elder Toyoda build the company’s first commercial plant on the site of a red pine grove in town of Koromo, later renamed Toyota City.\u003c/p>\n\u003cp>Mr. Toyoda is survived by his three sons – Kanshiro, chairman of Toyota affiliated auto parts maker Aisin Seiki Co., Tetsuro – chairman of another affiliated parts maker Toyota Industries Corp. – and Shuhei, a former head of Toyota’s European operations, who currently serves as president of affiliated parts maker Toyota Boshoku Corp.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Brown to BART and Unions: 'Get Real' in Contract Talks",
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"content": "\u003cfigure id=\"attachment_111413\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/09/16/111412/rs6027_bart-strike20130804-scr-3/\" rel=\"attachment wp-att-111413\">\u003cimg class=\"size-medium wp-image-111413\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/09/RS6027_bart-strike20130804-scr-300x202.jpg\" alt=\"A BART train idled during strike in early July. (Justin Sullivan/Getty Images)\" width=\"300\" height=\"202\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART train idled during strike in early July. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>BART and its two biggest employee unions finally got back to negotiating today — more than a month after \u003ca href=\"http://ww2.kqed.org/news/2013/08/11/BART-strike-averted-cooling-off\" target=\"_blank\">Gov. Jerry Brown declared a 60-day cooling-off period\u003c/a> to avert the system's second strike of the summer. The unions — the Amalgamated Transit Union Local 1555 and the BART chapter of SEIU Local 1021 — have \u003ca href=\"http://www.seiu1021.org/2013/09/02/workers-expose-bart-management-and-their-chief-negotiator-thomas-hocks-attempts-to-delay-bargaining-until-the-final-hour/\" target=\"_blank\">castigated\u003c/a> the agency for failing to come back to the bargaining table sooner. BART has \u003ca href=\"http://www.bart.gov/news/articles/2013/news20130905.aspx\" target=\"_blank\">faulted\u003c/a> the unions for failing to move on the central issues in the contract dispute: wages, health-care benefits, and pensions. With a new strike deadline set for midnight Oct. 10, there's no sign that either side has moved an inch from their earlier positions.\u003c/p>\n\u003cp>\u003cem>(Those positions, very briefly: The unions have sought a pay increase of about 20 percent; BART is currently offering half that. BART wants to increase workers' monthly payments for health care, currently $92 a month even for family coverage. And the agency wants workers to start contributing to pensions — though the unions argue they long ago made concessions that help the agency cover their pension payments.)\u003c/em>\u003c/p>\n\u003cp>Brown appeared today at an event promoting electric vehicles at San Francisco's Exploratorium. Reporters went off-topic and asked the governor about the BART talks and about \u003ca href=\"http://www.latimes.com/local/political/la-me-pc-jerry-brown-legislation-bart-20130916,0,4266733.story\" target=\"_blank\">a request\u003c/a> from state Senate Republican Leader Bob Huff to call a special session of the Legislature to consider legislation to block further BART strikes. Here's an exchange captured by KQED reporter Bryan Goebel:\u003c/p>\n\u003cblockquote>\u003cp>\u003cstrong>Brown:\u003c/strong> \"I am concerned about BART because they're not negotiating, and they better get back to the table. The special session was considered and rejected in the Legislature. So, I think the folks at BART and the union had better sit down because it could be a real problem.\"\u003c/p>\n\u003cp>\u003cstrong>Phil Matier (S.F. Chronicle/KPIX):\u003c/strong> \"What are you gonna do if they don't?\"\u003c/p>\n\u003cp>\u003cstrong>Brown:\u003c/strong> \"Well, I've exercised my power and that was the cooling-off period. It's now within the framework of collective bargaining, which says that both sides talk together, but if they don't agree workers can go on strike. But I would urge them very strongly not to do that.\"\u003c/p>\n\u003cp>\u003cstrong>Doug Sovern (KCBS):\u003c/strong> \"...now introducing a bill for you to call a special session to outlaw a strike.\"\u003c/p>\n\u003cp>\u003cstrong>Brown: \u003c/strong>\"Look, we were in session. The matter was discussed and rejected.\"\u003c/p>\n\u003cp>\u003cstrong>Matier:\u003c/strong> \"Why was it rejected?\"\u003c/p>\n\u003cp>\u003cstrong>Brown:\u003c/strong> \"Neither side wanted to do it. Neither the management nor the union have shown any appetite for binding arbitration. I do not want to see a strike. I urge the parties to get real.\"\u003c/p>\n\u003cp>\u003cstrong>Sovern:\u003c/strong> \"Is there anything you can do? Is it sort of hands off from your point of view now? You did the cooling-off period...\"\u003c/p>\n\u003cp>\u003cstrong>Brown:\u003c/strong> \"We have the law. I was prepared to introduce a bill to stop the strike but that, after discussions with various leaders, that was not thought as something that could pass.\"\u003c/p>\u003c/blockquote>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_111413\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/09/16/111412/rs6027_bart-strike20130804-scr-3/\" rel=\"attachment wp-att-111413\">\u003cimg class=\"size-medium wp-image-111413\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/09/RS6027_bart-strike20130804-scr-300x202.jpg\" alt=\"A BART train idled during strike in early July. (Justin Sullivan/Getty Images)\" width=\"300\" height=\"202\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART train idled during strike in early July. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>BART and its two biggest employee unions finally got back to negotiating today — more than a month after \u003ca href=\"http://ww2.kqed.org/news/2013/08/11/BART-strike-averted-cooling-off\" target=\"_blank\">Gov. Jerry Brown declared a 60-day cooling-off period\u003c/a> to avert the system's second strike of the summer. The unions — the Amalgamated Transit Union Local 1555 and the BART chapter of SEIU Local 1021 — have \u003ca href=\"http://www.seiu1021.org/2013/09/02/workers-expose-bart-management-and-their-chief-negotiator-thomas-hocks-attempts-to-delay-bargaining-until-the-final-hour/\" target=\"_blank\">castigated\u003c/a> the agency for failing to come back to the bargaining table sooner. BART has \u003ca href=\"http://www.bart.gov/news/articles/2013/news20130905.aspx\" target=\"_blank\">faulted\u003c/a> the unions for failing to move on the central issues in the contract dispute: wages, health-care benefits, and pensions. With a new strike deadline set for midnight Oct. 10, there's no sign that either side has moved an inch from their earlier positions.\u003c/p>\n\u003cp>\u003cem>(Those positions, very briefly: The unions have sought a pay increase of about 20 percent; BART is currently offering half that. BART wants to increase workers' monthly payments for health care, currently $92 a month even for family coverage. And the agency wants workers to start contributing to pensions — though the unions argue they long ago made concessions that help the agency cover their pension payments.)\u003c/em>\u003c/p>\n\u003cp>Brown appeared today at an event promoting electric vehicles at San Francisco's Exploratorium. Reporters went off-topic and asked the governor about the BART talks and about \u003ca href=\"http://www.latimes.com/local/political/la-me-pc-jerry-brown-legislation-bart-20130916,0,4266733.story\" target=\"_blank\">a request\u003c/a> from state Senate Republican Leader Bob Huff to call a special session of the Legislature to consider legislation to block further BART strikes. Here's an exchange captured by KQED reporter Bryan Goebel:\u003c/p>\n\u003cblockquote>\u003cp>\u003cstrong>Brown:\u003c/strong> \"I am concerned about BART because they're not negotiating, and they better get back to the table. The special session was considered and rejected in the Legislature. So, I think the folks at BART and the union had better sit down because it could be a real problem.\"\u003c/p>\n\u003cp>\u003cstrong>Phil Matier (S.F. Chronicle/KPIX):\u003c/strong> \"What are you gonna do if they don't?\"\u003c/p>\n\u003cp>\u003cstrong>Brown:\u003c/strong> \"Well, I've exercised my power and that was the cooling-off period. It's now within the framework of collective bargaining, which says that both sides talk together, but if they don't agree workers can go on strike. But I would urge them very strongly not to do that.\"\u003c/p>\n\u003cp>\u003cstrong>Doug Sovern (KCBS):\u003c/strong> \"...now introducing a bill for you to call a special session to outlaw a strike.\"\u003c/p>\n\u003cp>\u003cstrong>Brown: \u003c/strong>\"Look, we were in session. The matter was discussed and rejected.\"\u003c/p>\n\u003cp>\u003cstrong>Matier:\u003c/strong> \"Why was it rejected?\"\u003c/p>\n\u003cp>\u003cstrong>Brown:\u003c/strong> \"Neither side wanted to do it. Neither the management nor the union have shown any appetite for binding arbitration. I do not want to see a strike. I urge the parties to get real.\"\u003c/p>\n\u003cp>\u003cstrong>Sovern:\u003c/strong> \"Is there anything you can do? Is it sort of hands off from your point of view now? You did the cooling-off period...\"\u003c/p>\n\u003cp>\u003cstrong>Brown:\u003c/strong> \"We have the law. I was prepared to introduce a bill to stop the strike but that, after discussions with various leaders, that was not thought as something that could pass.\"\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Legislators Toss Gov. Brown Some 400 Bills at Deadline",
"headTitle": "Legislators Toss Gov. Brown Some 400 Bills at Deadline | KQED",
"content": "\u003cp>Immigration. Prison overcrowding. Hydraulic fracturing. The minimum wage. Those were just \u003cem>some\u003c/em> of the major issues California lawmakers tackled during a frantic week of legislating in Sacramento.\u003c/p>\n\u003cfigure id=\"attachment_111193\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-111193\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/09/brownwhiffle-300x225.jpg\" alt=\"brownwhiffle\" width=\"300\" height=\"225\">\u003cfigcaption class=\"wp-caption-text\">As legislators passed bills in marathon sessions this week, Gov. Jerry Brown played some whiffle ball. (Governor’s Press Office)\u003c/figcaption>\u003c/figure>\n\u003cp>The 2013 legislative session closed with a bang—more than 400 bills were sent to Gov. Jerry Brown’s desk this week alone.\u003c/p>\n\u003cp>(Maybe that’s why the governor got some \u003ca href=\"https://twitter.com/GovPressOffice/status/378307237430558720/photo/1\">whiffle ball\u003c/a> action in yesterday—he’ll be too busy signing and vetoing bills the rest of the month to play.)\u003c/p>\n\u003cp>Among the high-profile bills sent to Brown: a measure creating \u003ca href=\"http://blogs.sacbee.com/capitolalertlatest/2013/09/california-sends-undocumented-immigrant-license-bill-to-gov-jerry-brown.html\">driver’s licenses \u003c/a>for undocumented immigrants; a bill increasing the\u003ca href=\"http://ww2.kqed.org/news/2013/09/12/californias-minimum-wage/\"> minimum wage\u003c/a> from $8 to $10; \u003ca href=\"http://ww2.kqed.org/news/2013/09/12/what-would-californias-fracking-bill-do/\">legislation regulating fracking\u003c/a>; a bill that would transition the state’s schools to \u003ca href=\"http://ww2.kqed.org/news/2013/09/11/110930/\" target=\"_blank\" rel=\"noopener\">a new system of testing.\u003c/a>\u003cbr>\n\u003c!--more-->\u003c/p>\n\u003cp>Brown’s public endorsements of three of those bills (on driver’s licenses, fracking, and the minimum wage), plus his opposition to a resolution \u003ca href=\"http://ww2.kqed.org/news/2013/09/13/bay-bridge-renamed-for-willie-brown\">renaming the Bay Bridge\u003c/a> for former San Francisco Mayor Willie Brown, illustrated how involved the governor was in wrangling votes this week. (When he wasn’t playing whiffle ball, that is.)\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Much has been made this year of how Democrats would use their huge majorities in both houses of the Legislature. The Senate and Assembly didn’t push through any tax increases this session, but Democrats did pass a slew of bills helping undocumented immigrants.\u003c/p>\n\u003cp>In addition to the driver’s license measure, bills on Brown’s desk would allow undocumented immigrants to \u003ca href=\"http://www.npr.org/2013/09/05/219177457/calif-gov-debates-changing-whos-eligible-for-jury-duty\">serve on juries\u003c/a> and \u003ca href=\"http://blogs.sacbee.com/capitolalertlatest/2013/09/bill-letting-undocumented-immigrants-practice-law-heads-to-governor.html\">practice law\u003c/a>. Another measure \u003ca href=\"http://ww2.kqed.org/news/2013/09/10/california-legislature-passes-trust-act\">prohibits police\u003c/a> from turning undocumented immigrants over to federal authorities unless the immigrants already have a violent felony on their record.\u003c/p>\n\u003cp>The Legislature passed those bills at a time when immigration reform is deadlocked on the federal level. Another area where California is more aggressive than Congress: gun control.\u003c/p>\n\u003cp>President Obama’s efforts to tighten federal firearms laws went nowhere this year, but California lawmakers sent several \u003ca href=\"http://www.latimes.com/local/political/la-me-pc-lawmakers-send-tough-gun-control-bills-to-the-governor-20130912,0,5610828.story\">gun-control bills\u003c/a> to the governor. This during a week when two Colorado state senators were \u003ca href=\"http://abcnews.go.com/Politics/colorado-recall-elections-chill-push-gun-laws/story?id=20227650\">recalled\u003c/a> for voting for gun laws in a state that has experienced two infamous mass shootings.\u003c/p>\n\u003cp>Visit \u003ca href=\"http://blogs.kqed.org/stateofhealth/2013/09/13/midwifery-physical-therapy-pharmacists-bills-move-to-governors-desk-scope-of-practice/\">KQED’s State of Health\u003c/a> blog to learn about some of the health-related bills that advanced to the governor’s desk.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>And here’s more analysis from KQED’s “\u003ca href=\"http://www.kqed.org/tv/programs/thisweek/\">This Week in Northern California.\u003c/a>”\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"//www.youtube.com/embed/V9MoHtBLkPM?start=93\" frameborder=\"0\" width=\"640\" height=\"480\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Immigration. Prison overcrowding. Hydraulic fracturing. The minimum wage. Those were just \u003cem>some\u003c/em> of the major issues California lawmakers tackled during a frantic week of legislating in Sacramento.\u003c/p>\n\u003cfigure id=\"attachment_111193\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-111193\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/09/brownwhiffle-300x225.jpg\" alt=\"brownwhiffle\" width=\"300\" height=\"225\">\u003cfigcaption class=\"wp-caption-text\">As legislators passed bills in marathon sessions this week, Gov. Jerry Brown played some whiffle ball. (Governor’s Press Office)\u003c/figcaption>\u003c/figure>\n\u003cp>The 2013 legislative session closed with a bang—more than 400 bills were sent to Gov. Jerry Brown’s desk this week alone.\u003c/p>\n\u003cp>(Maybe that’s why the governor got some \u003ca href=\"https://twitter.com/GovPressOffice/status/378307237430558720/photo/1\">whiffle ball\u003c/a> action in yesterday—he’ll be too busy signing and vetoing bills the rest of the month to play.)\u003c/p>\n\u003cp>Among the high-profile bills sent to Brown: a measure creating \u003ca href=\"http://blogs.sacbee.com/capitolalertlatest/2013/09/california-sends-undocumented-immigrant-license-bill-to-gov-jerry-brown.html\">driver’s licenses \u003c/a>for undocumented immigrants; a bill increasing the\u003ca href=\"http://ww2.kqed.org/news/2013/09/12/californias-minimum-wage/\"> minimum wage\u003c/a> from $8 to $10; \u003ca href=\"http://ww2.kqed.org/news/2013/09/12/what-would-californias-fracking-bill-do/\">legislation regulating fracking\u003c/a>; a bill that would transition the state’s schools to \u003ca href=\"http://ww2.kqed.org/news/2013/09/11/110930/\" target=\"_blank\" rel=\"noopener\">a new system of testing.\u003c/a>\u003cbr>\n\u003c!--more-->\u003c/p>\n\u003cp>Brown’s public endorsements of three of those bills (on driver’s licenses, fracking, and the minimum wage), plus his opposition to a resolution \u003ca href=\"http://ww2.kqed.org/news/2013/09/13/bay-bridge-renamed-for-willie-brown\">renaming the Bay Bridge\u003c/a> for former San Francisco Mayor Willie Brown, illustrated how involved the governor was in wrangling votes this week. (When he wasn’t playing whiffle ball, that is.)\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Much has been made this year of how Democrats would use their huge majorities in both houses of the Legislature. The Senate and Assembly didn’t push through any tax increases this session, but Democrats did pass a slew of bills helping undocumented immigrants.\u003c/p>\n\u003cp>In addition to the driver’s license measure, bills on Brown’s desk would allow undocumented immigrants to \u003ca href=\"http://www.npr.org/2013/09/05/219177457/calif-gov-debates-changing-whos-eligible-for-jury-duty\">serve on juries\u003c/a> and \u003ca href=\"http://blogs.sacbee.com/capitolalertlatest/2013/09/bill-letting-undocumented-immigrants-practice-law-heads-to-governor.html\">practice law\u003c/a>. Another measure \u003ca href=\"http://ww2.kqed.org/news/2013/09/10/california-legislature-passes-trust-act\">prohibits police\u003c/a> from turning undocumented immigrants over to federal authorities unless the immigrants already have a violent felony on their record.\u003c/p>\n\u003cp>The Legislature passed those bills at a time when immigration reform is deadlocked on the federal level. Another area where California is more aggressive than Congress: gun control.\u003c/p>\n\u003cp>President Obama’s efforts to tighten federal firearms laws went nowhere this year, but California lawmakers sent several \u003ca href=\"http://www.latimes.com/local/political/la-me-pc-lawmakers-send-tough-gun-control-bills-to-the-governor-20130912,0,5610828.story\">gun-control bills\u003c/a> to the governor. This during a week when two Colorado state senators were \u003ca href=\"http://abcnews.go.com/Politics/colorado-recall-elections-chill-push-gun-laws/story?id=20227650\">recalled\u003c/a> for voting for gun laws in a state that has experienced two infamous mass shootings.\u003c/p>\n\u003cp>Visit \u003ca href=\"http://blogs.kqed.org/stateofhealth/2013/09/13/midwifery-physical-therapy-pharmacists-bills-move-to-governors-desk-scope-of-practice/\">KQED’s State of Health\u003c/a> blog to learn about some of the health-related bills that advanced to the governor’s desk.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>And here’s more analysis from KQED’s “\u003ca href=\"http://www.kqed.org/tv/programs/thisweek/\">This Week in Northern California.\u003c/a>”\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"//www.youtube.com/embed/V9MoHtBLkPM?start=93\" frameborder=\"0\" width=\"640\" height=\"480\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "how-to-get-to-that-stunning-new-bay-bridge-bike-path",
"title": "How to Get to That Beautiful Bay Bridge Bike Path",
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"headTitle": "How to Get to That Beautiful Bay Bridge Bike Path | KQED",
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"content": "\u003cfigure id=\"attachment_109990\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/09/04/how-to-get-to-the-new-bay-bridge-bike-path/biketrail090213a/\" rel=\"attachment wp-att-109990\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-large wp-image-109990\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/09/biketrail090213a-1024x768.jpg\" alt=\"Access to the Bay Bridge Bike Trail from the west side of southbound Shellmound Street in Emeryville. (Dan Brekke/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Access to the Bay Bridge Bike Trail from the west side of southbound Shellmound Street in Emeryville. (Dan Brekke/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The No. 1 comment we hear about the new Bay Bridge bike path: “Wow! Cool!” The very next thing we hear: “Where is it exactly? How do I find it?”\u003c/p>\n\u003cp>Although it’s clear enough where the bike and pedestrian path is once you’re on the bridge, it’s not at all obvious how one negotiates the welter of freeway flyovers, overpasses and approaches to arrive on the eastern span. So: Here’s a guide on how to get to the bike and pedestrian path, with a couple observations thrown in about access. Note: The instructions below get you only to the bike path. You still have a ride or walk of about 4 miles each way once you reach the path.\u003cbr>\n\u003c!--more-->\u003cbr>\nTwo main access points are open: Just outside the Ikea store on Shellmound Street in Emeryville and at the corner of Maritime Street and Burma Road, just outside the Port of Oakland. Before we get to a turn-by-turn route, I have a recommendation for anyone cycling to the new path: Use the Shellmound/Ikea entrance, whether you ride from West Oakland or from MacArthur or anywhere else.\u003c/p>\n\u003cp>Why?\u003c/p>\n\u003cp>It’s better marked. It’s got the best access from rapid transit if you’re not a local. (MacArthur BART is 1.9 miles away. West Oakland is 2.3 miles away via Mandela Parkway. Those are easy 10- to 15-minute rides.) And for my money, the streets leading to the Shellmound access are much bike-friendlier. Yes, they involve some urban riding, and that means being alert and being comfortable taking your place in traffic.\u003c/p>\n\u003cp>The route to the Maritime Street/Burma Road access, on the other hand, runs through one of the busiest industrial areas in the Bay Area, with lots of trucks traveling to and from the port. That Maritime/Burma access makes a lot more sense if you’re driving and parking there, as adjacent to the West Grand Avenue entrance and exit to the Bay Bridge.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Here are detailed directions for getting to the new bike path, complete with a slideshow and Google map (after the step-by-step instructions). Driving directions are at the bottom of the post.\u003c/p>\n\u003cp>\u003cstrong>Bicycling from MacArthur BART: \u003c/strong>\u003cbr>\n1. After exiting fare gets, go left to access 40th Street. You’ll want to head left, or west, on 40th Street, so you’ll need to cross at the traffic signal at the MacArthur BART driveway.\u003cbr>\n2. \u003cstrong>Head west .1 mile\u003c/strong> on 40th Street under the BART/Highway 24 overpass. The first light you’ll come to is Martin Luther King Jr. Way. (If the first light you hit is Telegraph Avenue, you’re headed the wrong way. Turn around!). \u003cstrong>Total mileage: .1\u003c/strong>\u003cbr>\n3. \u003cstrong>Continue west .5 mile\u003c/strong> on 40th Street past signals at West Street, Market Street, to Adeline Street, where 40th jogs slightly to the left. \u003cstrong>Total mileage: .6\u003c/strong>\u003cbr>\n4. \u003cstrong>Continue west .8 mile\u003c/strong> on 40th Street across San Pablo Avenue, then past signals at Hollis Street and Horton Street to the foot of the overpass, where Shellmound Street begins. \u003cstrong>Total mileage: 1.4. \u003c/strong>\u003cbr>\n5. \u003cstrong>Continue .4 mile \u003c/strong>across overpass as Shellmound curves right (north) to the first traffic signal. The signal marks both the entrance to the Ikea parking lots and one entry to the Bay Bridge bike/pedestrian path. The access is clearly marked with a sign for the Bay Trail and an informational display for the Bay Bridge bike/pedestrian path. \u003cstrong>Total mileage: 1.8.\u003c/strong>\u003cbr>\n6. \u003cstrong>Entering the path\u003c/strong> at this point allows you to circle under the Shellmound Street overpass and join the main path.\u003cbr>\n7. \u003cstrong>There is a second entrance \u003c/strong>to the path, from southbound Shellmound Street, immediately across the street from the first described above. Walkers and riders can reach it by crossing at the Ikea traffic signal or by looping under the overpass as described in Step 6 above. It affords ready access to people traveling south from Berkeley — say, from Aquatic Park and along Shellmound.\u003c/p>\n\u003cp>\u003cstrong>Bicycling from West Oakland BART:\u003c/strong>\u003cbr>\n\u003cem>West Oakland Option 1, via Mandela Parkway. \u003c/em>\u003cbr>\n1. \u003cstrong>Exit the station to Mandela Parkway,\u003c/strong> at the east end of the station property (the end nearer downtown Oakland).\u003cbr>\n2. \u003cstrong>Turn left (north) on Mandela. \u003c/strong>Cross 7th Street. (If you find yourself crossing 5th Street, then curving left under a freeway overpass, you’re going the wrong way. Turn around.)\u003cbr>\n3. \u003cstrong>Continue 1.3 miles north on Mandela\u003c/strong> past major intersections at 14th Street (traffic signal at .5 mile), West Grand Avenue (traffic signal at .9 mile), and 32nd Street (1.3 miles). \u003cstrong>Total mileage: 1.3 miles. \u003c/strong>\u003cbr>\n4. \u003cstrong>Continue .5 mile on Mandela. \u003c/strong>After 32nd Street, Mandela curves gradually to the left. The parkway narrows to a four-lane street at 34th Street. Then the street curves right (east) under the MacArthur Maze freeway overpasses to Horton Street. \u003cstrong>Total mileage: 1.8 miles. \u003c/strong>\u003cbr>\n5. \u003cstrong>Turn left at Horton Street, \u003c/strong>a four-way stop (you’ll have a Target Store on your left and a Best Buy on your right at the intersection). Continue .1 mile to 40th Street. \u003cstrong>Total mileage: 1.9 miles. \u003c/strong>\u003cbr>\n6. \u003cstrong>Turn left at 40th Street. \u003c/strong>\u003cbr>\n7. \u003cstrong>Continue .4 mile \u003c/strong>across overpass as Shellmound curves right (north) to the first traffic signal. The signal marks both the entrance to the Ikea parking lots and one entry to the Bay Bridge bike/pedestrian path. The access is clearly marked with a sign for the Bay Trail and an informational display for the Bay Bridge bike/pedestrian path. \u003cstrong>Total mileage: 2.3 miles.\u003c/strong>\u003cbr>\n8. \u003cstrong>Entering the path\u003c/strong> at this point allows you to circle under the Shellmound Street overpass and join the main path.\u003cbr>\n9. \u003cstrong>There is a second entrance \u003c/strong>to the path, from southbound Shellmound Street, immediately across the street from the first described above. Walkers and riders can reach it by crossing at the Ikea traffic signal or by looping under the overpass as described in Step 6 above. It affords read access to people traveling south from Berkeley–say from Aquatic Park and along Shellmound.\u003c/p>\n\u003cp>\u003cem>West Oakland Option 2, via 7th Street and Maritime Street.\u003c/em>\u003cbr>\n1. \u003cstrong>Exit the station to 7th Street. \u003c/strong>\u003cbr>\n2. \u003cstrong>Cross 7th Street \u003c/strong>and go left (west) on 7th (there is a traffic signal at Center Street, in front of the station, which is an easy place to cross).\u003cbr>\n3. \u003cstrong>Head west .2 mile. \u003c/strong>The first light you’ll come to is Peralta Street. (If you’ve passed Mandela Parkway or Adeline Street after leaving BART, you’re going the wrong way. Turn around). \u003cstrong>Total mileage: .2 mile. \u003c/strong>\u003cbr>\n4. \u003cstrong>Continue on 7th Street .2 mile\u003c/strong> to Wood Street (traffic signal). You’ll be riding along the BART tracks (overhead and to the left). \u003cstrong>Total mileage: .4 mile.\u003c/strong>\u003cbr>\n5. \u003cstrong>Continue on 7th Street .6 mile\u003c/strong>, through two viaducts, to Maritime Street. Total mileage: 1.0 mile.\u003c/p>\n\u003cul>\n\u003cli>\u003cem>\u003cstrong>CAUTION: The first viaduct contains two traffic signals and freeway on- and off-ramps for Interstate 880. The second viaduct is shorter but darker with bad pavement. You should expect truck traffic from the freeway ramps all the way to the bike/pedestrian trail access points at Maritime Street and Burma Road.\u003c/strong>\u003c/em>\u003c/li>\n\u003c/ul>\n\u003cp>6. \u003cstrong>At the first traffic signal\u003c/strong> after the viaducts, take the gradual right turn onto Maritime Street. At the next signal, make another gradual right turn. \u003cstrong>Total mileage: 1.1 miles. \u003c/strong>\u003cbr>\n7. \u003cstrong>Continue north .9 mile to Burma Road,\u003c/strong> passing traffic signals at 14th Street and 21st Street/Bataan Avenue on the way. Burma Road is well marked with a traffic signal. The path is not clearly marked as you approach from the south, but the path access point is to your left, at the northwest corner of the intersection. \u003cstrong>Total mileage: 1.9 miles. \u003c/strong>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://mapsengine.google.com/map/embed?mid=zVCsuLGcsLog.kGpE33ie6xR0\" width=\"640\" height=\"480\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cstrong>Driving directions: \u003c/strong>\u003cbr>\n\u003cem>From San Francisco:\u003c/em>\u003cbr>\n1. \u003cstrong>At east end of Bay Bridge, \u003c/strong>follow signs for exit to Interstate 880 south (to Alameda/San Jose)\u003cbr>\n2. \u003cstrong>Take exit on the right\u003c/strong> for I-880 south.\u003cbr>\n3. \u003cstrong>From the I-880 exit,\u003c/strong> take the first exit: West Grand Avenue/Maritime Street.\u003cbr>\n4. \u003cstrong>Turn right (south) on Maritime Street\u003c/strong> (the first traffic signal)/\u003cbr>\n5. \u003cstrong>Go 400 feet south on Maritime\u003c/strong> to Burma Road. Path access is on your right at the corner.\u003cbr>\n6. A few on-street parking spaces are available along Burma Road. More on-street parking is available along the west side (northbound side) of Maritime Street.\u003cbr>\n\u003cem>\u003cbr>\nFrom Oakland (Grand Avenue and Broadway): \u003c/em>\u003cbr>\n1. \u003cstrong>Head west\u003c/strong> onto West Grand Avenue.\u003cbr>\n2. \u003cstrong>Continue west on West Grand\u003c/strong> across major intersections at San Pablo Avenue (.3 mile), Market Street (.7 mile) and Mandela Parkway (1.2 miles).\u003cbr>\n3. \u003cstrong>Continue west 1.0 mile\u003c/strong> to Maritime Street; get in left-turn lane. Total mileage: 2.2 miles.\u003cbr>\n4. \u003cstrong>Turn left on Maritime Street.\u003c/strong> Total mileage: 2.3 miles.\u003cbr>\n5. \u003cstrong>Go 400 feet south on Maritime Street to Burma Road.\u003c/strong> Path access is on your right at the corner.\u003cbr>\n6. A few on-street parking spaces are available along Burma Road. More on-street parking is available along the west side (northbound side) of Maritime Street.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://www.kqed.org/documentcloud/?doc=785758-plaintiffs-exhibit-700-4\" width=\"800\" height=\"500\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_109990\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/09/04/how-to-get-to-the-new-bay-bridge-bike-path/biketrail090213a/\" rel=\"attachment wp-att-109990\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-large wp-image-109990\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/09/biketrail090213a-1024x768.jpg\" alt=\"Access to the Bay Bridge Bike Trail from the west side of southbound Shellmound Street in Emeryville. (Dan Brekke/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Access to the Bay Bridge Bike Trail from the west side of southbound Shellmound Street in Emeryville. (Dan Brekke/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The No. 1 comment we hear about the new Bay Bridge bike path: “Wow! Cool!” The very next thing we hear: “Where is it exactly? How do I find it?”\u003c/p>\n\u003cp>Although it’s clear enough where the bike and pedestrian path is once you’re on the bridge, it’s not at all obvious how one negotiates the welter of freeway flyovers, overpasses and approaches to arrive on the eastern span. So: Here’s a guide on how to get to the bike and pedestrian path, with a couple observations thrown in about access. Note: The instructions below get you only to the bike path. You still have a ride or walk of about 4 miles each way once you reach the path.\u003cbr>\n\u003c!--more-->\u003cbr>\nTwo main access points are open: Just outside the Ikea store on Shellmound Street in Emeryville and at the corner of Maritime Street and Burma Road, just outside the Port of Oakland. Before we get to a turn-by-turn route, I have a recommendation for anyone cycling to the new path: Use the Shellmound/Ikea entrance, whether you ride from West Oakland or from MacArthur or anywhere else.\u003c/p>\n\u003cp>Why?\u003c/p>\n\u003cp>It’s better marked. It’s got the best access from rapid transit if you’re not a local. (MacArthur BART is 1.9 miles away. West Oakland is 2.3 miles away via Mandela Parkway. Those are easy 10- to 15-minute rides.) And for my money, the streets leading to the Shellmound access are much bike-friendlier. Yes, they involve some urban riding, and that means being alert and being comfortable taking your place in traffic.\u003c/p>\n\u003cp>The route to the Maritime Street/Burma Road access, on the other hand, runs through one of the busiest industrial areas in the Bay Area, with lots of trucks traveling to and from the port. That Maritime/Burma access makes a lot more sense if you’re driving and parking there, as adjacent to the West Grand Avenue entrance and exit to the Bay Bridge.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Here are detailed directions for getting to the new bike path, complete with a slideshow and Google map (after the step-by-step instructions). Driving directions are at the bottom of the post.\u003c/p>\n\u003cp>\u003cstrong>Bicycling from MacArthur BART: \u003c/strong>\u003cbr>\n1. After exiting fare gets, go left to access 40th Street. You’ll want to head left, or west, on 40th Street, so you’ll need to cross at the traffic signal at the MacArthur BART driveway.\u003cbr>\n2. \u003cstrong>Head west .1 mile\u003c/strong> on 40th Street under the BART/Highway 24 overpass. The first light you’ll come to is Martin Luther King Jr. Way. (If the first light you hit is Telegraph Avenue, you’re headed the wrong way. Turn around!). \u003cstrong>Total mileage: .1\u003c/strong>\u003cbr>\n3. \u003cstrong>Continue west .5 mile\u003c/strong> on 40th Street past signals at West Street, Market Street, to Adeline Street, where 40th jogs slightly to the left. \u003cstrong>Total mileage: .6\u003c/strong>\u003cbr>\n4. \u003cstrong>Continue west .8 mile\u003c/strong> on 40th Street across San Pablo Avenue, then past signals at Hollis Street and Horton Street to the foot of the overpass, where Shellmound Street begins. \u003cstrong>Total mileage: 1.4. \u003c/strong>\u003cbr>\n5. \u003cstrong>Continue .4 mile \u003c/strong>across overpass as Shellmound curves right (north) to the first traffic signal. The signal marks both the entrance to the Ikea parking lots and one entry to the Bay Bridge bike/pedestrian path. The access is clearly marked with a sign for the Bay Trail and an informational display for the Bay Bridge bike/pedestrian path. \u003cstrong>Total mileage: 1.8.\u003c/strong>\u003cbr>\n6. \u003cstrong>Entering the path\u003c/strong> at this point allows you to circle under the Shellmound Street overpass and join the main path.\u003cbr>\n7. \u003cstrong>There is a second entrance \u003c/strong>to the path, from southbound Shellmound Street, immediately across the street from the first described above. Walkers and riders can reach it by crossing at the Ikea traffic signal or by looping under the overpass as described in Step 6 above. It affords ready access to people traveling south from Berkeley — say, from Aquatic Park and along Shellmound.\u003c/p>\n\u003cp>\u003cstrong>Bicycling from West Oakland BART:\u003c/strong>\u003cbr>\n\u003cem>West Oakland Option 1, via Mandela Parkway. \u003c/em>\u003cbr>\n1. \u003cstrong>Exit the station to Mandela Parkway,\u003c/strong> at the east end of the station property (the end nearer downtown Oakland).\u003cbr>\n2. \u003cstrong>Turn left (north) on Mandela. \u003c/strong>Cross 7th Street. (If you find yourself crossing 5th Street, then curving left under a freeway overpass, you’re going the wrong way. Turn around.)\u003cbr>\n3. \u003cstrong>Continue 1.3 miles north on Mandela\u003c/strong> past major intersections at 14th Street (traffic signal at .5 mile), West Grand Avenue (traffic signal at .9 mile), and 32nd Street (1.3 miles). \u003cstrong>Total mileage: 1.3 miles. \u003c/strong>\u003cbr>\n4. \u003cstrong>Continue .5 mile on Mandela. \u003c/strong>After 32nd Street, Mandela curves gradually to the left. The parkway narrows to a four-lane street at 34th Street. Then the street curves right (east) under the MacArthur Maze freeway overpasses to Horton Street. \u003cstrong>Total mileage: 1.8 miles. \u003c/strong>\u003cbr>\n5. \u003cstrong>Turn left at Horton Street, \u003c/strong>a four-way stop (you’ll have a Target Store on your left and a Best Buy on your right at the intersection). Continue .1 mile to 40th Street. \u003cstrong>Total mileage: 1.9 miles. \u003c/strong>\u003cbr>\n6. \u003cstrong>Turn left at 40th Street. \u003c/strong>\u003cbr>\n7. \u003cstrong>Continue .4 mile \u003c/strong>across overpass as Shellmound curves right (north) to the first traffic signal. The signal marks both the entrance to the Ikea parking lots and one entry to the Bay Bridge bike/pedestrian path. The access is clearly marked with a sign for the Bay Trail and an informational display for the Bay Bridge bike/pedestrian path. \u003cstrong>Total mileage: 2.3 miles.\u003c/strong>\u003cbr>\n8. \u003cstrong>Entering the path\u003c/strong> at this point allows you to circle under the Shellmound Street overpass and join the main path.\u003cbr>\n9. \u003cstrong>There is a second entrance \u003c/strong>to the path, from southbound Shellmound Street, immediately across the street from the first described above. Walkers and riders can reach it by crossing at the Ikea traffic signal or by looping under the overpass as described in Step 6 above. It affords read access to people traveling south from Berkeley–say from Aquatic Park and along Shellmound.\u003c/p>\n\u003cp>\u003cem>West Oakland Option 2, via 7th Street and Maritime Street.\u003c/em>\u003cbr>\n1. \u003cstrong>Exit the station to 7th Street. \u003c/strong>\u003cbr>\n2. \u003cstrong>Cross 7th Street \u003c/strong>and go left (west) on 7th (there is a traffic signal at Center Street, in front of the station, which is an easy place to cross).\u003cbr>\n3. \u003cstrong>Head west .2 mile. \u003c/strong>The first light you’ll come to is Peralta Street. (If you’ve passed Mandela Parkway or Adeline Street after leaving BART, you’re going the wrong way. Turn around). \u003cstrong>Total mileage: .2 mile. \u003c/strong>\u003cbr>\n4. \u003cstrong>Continue on 7th Street .2 mile\u003c/strong> to Wood Street (traffic signal). You’ll be riding along the BART tracks (overhead and to the left). \u003cstrong>Total mileage: .4 mile.\u003c/strong>\u003cbr>\n5. \u003cstrong>Continue on 7th Street .6 mile\u003c/strong>, through two viaducts, to Maritime Street. Total mileage: 1.0 mile.\u003c/p>\n\u003cul>\n\u003cli>\u003cem>\u003cstrong>CAUTION: The first viaduct contains two traffic signals and freeway on- and off-ramps for Interstate 880. The second viaduct is shorter but darker with bad pavement. You should expect truck traffic from the freeway ramps all the way to the bike/pedestrian trail access points at Maritime Street and Burma Road.\u003c/strong>\u003c/em>\u003c/li>\n\u003c/ul>\n\u003cp>6. \u003cstrong>At the first traffic signal\u003c/strong> after the viaducts, take the gradual right turn onto Maritime Street. At the next signal, make another gradual right turn. \u003cstrong>Total mileage: 1.1 miles. \u003c/strong>\u003cbr>\n7. \u003cstrong>Continue north .9 mile to Burma Road,\u003c/strong> passing traffic signals at 14th Street and 21st Street/Bataan Avenue on the way. Burma Road is well marked with a traffic signal. The path is not clearly marked as you approach from the south, but the path access point is to your left, at the northwest corner of the intersection. \u003cstrong>Total mileage: 1.9 miles. \u003c/strong>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://mapsengine.google.com/map/embed?mid=zVCsuLGcsLog.kGpE33ie6xR0\" width=\"640\" height=\"480\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cstrong>Driving directions: \u003c/strong>\u003cbr>\n\u003cem>From San Francisco:\u003c/em>\u003cbr>\n1. \u003cstrong>At east end of Bay Bridge, \u003c/strong>follow signs for exit to Interstate 880 south (to Alameda/San Jose)\u003cbr>\n2. \u003cstrong>Take exit on the right\u003c/strong> for I-880 south.\u003cbr>\n3. \u003cstrong>From the I-880 exit,\u003c/strong> take the first exit: West Grand Avenue/Maritime Street.\u003cbr>\n4. \u003cstrong>Turn right (south) on Maritime Street\u003c/strong> (the first traffic signal)/\u003cbr>\n5. \u003cstrong>Go 400 feet south on Maritime\u003c/strong> to Burma Road. Path access is on your right at the corner.\u003cbr>\n6. A few on-street parking spaces are available along Burma Road. More on-street parking is available along the west side (northbound side) of Maritime Street.\u003cbr>\n\u003cem>\u003cbr>\nFrom Oakland (Grand Avenue and Broadway): \u003c/em>\u003cbr>\n1. \u003cstrong>Head west\u003c/strong> onto West Grand Avenue.\u003cbr>\n2. \u003cstrong>Continue west on West Grand\u003c/strong> across major intersections at San Pablo Avenue (.3 mile), Market Street (.7 mile) and Mandela Parkway (1.2 miles).\u003cbr>\n3. \u003cstrong>Continue west 1.0 mile\u003c/strong> to Maritime Street; get in left-turn lane. Total mileage: 2.2 miles.\u003cbr>\n4. \u003cstrong>Turn left on Maritime Street.\u003c/strong> Total mileage: 2.3 miles.\u003cbr>\n5. \u003cstrong>Go 400 feet south on Maritime Street to Burma Road.\u003c/strong> Path access is on your right at the corner.\u003cbr>\n6. A few on-street parking spaces are available along Burma Road. More on-street parking is available along the west side (northbound side) of Maritime Street.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "News Pix: Bay Bridge East Span Opens, Lusty Lady Closes and Hunger Strike Ends",
"title": "News Pix: Bay Bridge East Span Opens, Lusty Lady Closes and Hunger Strike Ends",
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"content": "\u003cp>\u003ca href=\"http://www.berkeleyside.com/2013/09/04/new-bay-bridge-span-its-for-bikes-and-pedestrians-too/\">\u003cimg class=\"aligncenter size-full wp-image-110266\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/09/PhotoWeek130906bikepath.jpg\" alt=\"PhotoWeek130906bikepath\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nThe new eastern span of the Bay Bridge is not just for vehicles. There's a \u003ca href=\"http://www.berkeleyside.com/2013/09/04/new-bay-bridge-span-its-for-bikes-and-pedestrians-too/\">bicycle and pedestrian path\u003c/a>, too. People came out in droves on Tuesday to check it out and get a different view of the bay. (Nancy Rubin/\u003ca href=\"http://www.berkeleyside.com/\">Berkeleyside\u003c/a>)\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2013/09/02/109509/bay-bridge-update\">\u003cimg class=\"aligncenter size-full wp-image-110269\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/09/east-span-opens.jpg\" alt=\"east span opens\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nOakland Mayor Jean Quan, Lt. Gov. Gavin Newsom and other dignitaries cut a bicycle chain to mark the \u003ca href=\"http://ww2.kqed.org/news/2013/09/02/109509/bay-bridge-update\">official opening\u003c/a> of the Alexander Zuckermann Bicycle-Pedestrian Path. Even though it won't go all the way to Yerba Buena Island until 2015, Quan said, \"Just enjoying that will become the experience that people all over the area, and probably the world, will want to have.\" (Deborah Svoboda/KQED)\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>\u003ca href=\"http://www.berkeleyside.com/2013/09/05/after-the-fire-what-next-for-berkeley-tuolumne-camp/\">\u003cimg class=\"aligncenter size-full wp-image-110267\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/09/PhotoWeek130906fireplace.jpg\" alt=\"PhotoWeek130906fireplace\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nA photograph taken at the site of the \u003ca href=\"http://www.berkeleyside.com/2013/09/05/after-the-fire-what-next-for-berkeley-tuolumne-camp/\">Berkeley Tuolumne Family Camp\u003c/a> on Aug. 28, three days after the Rim Fire swept through it, shows the extent of the destruction. Berkeley officials are assessing the damage and working with the community on possible next steps, which could include sharing space with another city camp. (\u003ca href=\"http://www.berkeleyside.com/\">Berkeleyside\u003c/a>/U.S. Forest Service)\u003c!--more-->\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2013/09/05/110028/california-prison-hunger-strike-ends\">\u003cimg class=\"aligncenter size-full wp-image-110268\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/09/solitary.jpg\" alt=\"solitary\" width=\"640\" height=\"450\">\u003c/a>\u003cbr>\nThe conditions in cells like this one were at the heart of a \u003ca href=\"http://ww2.kqed.org/news/2013/09/05/110028/california-prison-hunger-strike-ends\">two-month hunger strike \u003c/a>state inmates ended on Wednesday, Sept. 5, after lawmakers promised to hold hearings over California’s use of special security units. Some leaders of the protest have been held in isolation for years and in some cases decades. (Monica Lam/KQED)\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cimg class=\"aligncenter size-full wp-image-110271\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/09/Lusty-lady.jpg\" alt=\"Lusty lady\" width=\"640\" height=\"450\">\u003cbr>\nSan Francisco's only worker-owned co-op strip club, the Lusty Lady, gave its last show Monday, Sept. 2. The Lusty Lady was the only unionized strip club in the country, but rising rents and online adult entertainment have hurt the business. (Sara Bloomberg/KQED)\u003c/p>\n\n",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"marketplace": {
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
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"masters-of-scale": {
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},
"mindshift": {
"id": "mindshift",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"morning-edition": {
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"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
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"onourwatch": {
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"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"order": 11
},
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"on-the-media": {
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"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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},
"link": "/radio/program/on-the-media",
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},
"pbs-newshour": {
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"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
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},
"perspectives": {
"id": "perspectives",
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"order": 14
},
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"planet-money": {
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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},
"link": "/radio/program/planet-money",
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
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},
"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"order": 5
},
"link": "/podcasts/politicalbreakdown",
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"amazon": "https://music.amazon.com/podcasts/e0c2d153-ad36-4c8d-901d-f1da6a724824/political-breakdown",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
"meta": {
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"source": "Possible"
},
"link": "/radio/program/possible",
"subscribe": {
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
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