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"content": "\u003cfigure class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003cimg src=\"http://u.s.kqed.net/2013/05/08/BayBridges.jpg\" alt=\"\" width=\"400\" height=\"300\">\u003cfigcaption class=\"wp-caption-text\">The old and new eastern spans of the Bay Bridge. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>OAKLAND, Calif. (AP) — The planned repair for seismic safety rods that snapped on the new span of the San Francisco-Oakland Bay Bridge could cost between $5 million to $10 million, a state transportation official said on Wednesday.\u003c/p>\n\u003cp>California Transportation Commission Executive Director Andre Boutros told a meeting of the Bay Area Toll Authority that repair officials plan to go ahead with a fix for the 32 rods that failed, which involves installing a steel saddle.\u003c/p>\n\u003cp>The saddle would be placed over the broken rods and held in place with steel cables that would be covered up with concrete so they wouldn't be seen, he said. Another repair option would have been more expensive.\u003cbr>\n\u003c!--more-->\u003cbr>\nOfficials are still hopeful they can open the bridge on schedule on Labor Day.\u003c/p>\n\u003cp>The rods connect steel earthquake safety devices called shear keys to the deck of the bridge and a large concrete cap. Shear keys would help control swaying during an earthquake.\u003c/p>\n\u003cp>The new bridge, which is replacing a span damaged during the 1989 Loma Prieta earthquake, is designed to withstand a major temblor. It is already years late in opening and billions of dollars over budget.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Documents released last month by the California Department of Transportation show its inspectors found structural integrity issues with some of the rods several years ago, before they were installed.\u003c/p>\n\u003cp>The documents were unclear about whether the problems were remedied before the rods were delivered and installed. The inspectors noted that they failed elongation tests for structural integrity and said they were concerned about the quality of work by the company that galvanized them to prevent corrosion.\u003c/p>\n\u003cp>The 32 rods that failed were among a group of 96 from 2008. Officials have blamed what's called hydrogen embrittlement, at least in part due to moisture and water from the foggy environment enveloping the bridge, for their failure.\u003c/p>\n\u003cp>Another batch of 192 bolts from 2010 has been installed. Tests of those bolts have shown no signs of weakness or hydrogen embrittlement, Steve Heminger, executive director of the Metropolitan Transportation Commission, said at the meeting on Wednesday.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We're starting to see more daylight between the 2008 bolts with the hydrogen embrittlement problem and the 2010 bolts, which do not seem to be developing this problem,\" he said.\u003c/p>\n\n",
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"description": "OAKLAND, Calif. (AP) — The planned repair for seismic safety rods that snapped on the new span of the San Francisco-Oakland Bay Bridge could cost between $5 million to $10 million, a state transportation official said on Wednesday. California Transportation Commission Executive Director Andre Boutros told a meeting of the Bay Area Toll Authority that",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003cimg src=\"http://u.s.kqed.net/2013/05/08/BayBridges.jpg\" alt=\"\" width=\"400\" height=\"300\">\u003cfigcaption class=\"wp-caption-text\">The old and new eastern spans of the Bay Bridge. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>OAKLAND, Calif. (AP) — The planned repair for seismic safety rods that snapped on the new span of the San Francisco-Oakland Bay Bridge could cost between $5 million to $10 million, a state transportation official said on Wednesday.\u003c/p>\n\u003cp>California Transportation Commission Executive Director Andre Boutros told a meeting of the Bay Area Toll Authority that repair officials plan to go ahead with a fix for the 32 rods that failed, which involves installing a steel saddle.\u003c/p>\n\u003cp>The saddle would be placed over the broken rods and held in place with steel cables that would be covered up with concrete so they wouldn't be seen, he said. Another repair option would have been more expensive.\u003cbr>\n\u003c!--more-->\u003cbr>\nOfficials are still hopeful they can open the bridge on schedule on Labor Day.\u003c/p>\n\u003cp>The rods connect steel earthquake safety devices called shear keys to the deck of the bridge and a large concrete cap. Shear keys would help control swaying during an earthquake.\u003c/p>\n\u003cp>The new bridge, which is replacing a span damaged during the 1989 Loma Prieta earthquake, is designed to withstand a major temblor. It is already years late in opening and billions of dollars over budget.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Documents released last month by the California Department of Transportation show its inspectors found structural integrity issues with some of the rods several years ago, before they were installed.\u003c/p>\n\u003cp>The documents were unclear about whether the problems were remedied before the rods were delivered and installed. The inspectors noted that they failed elongation tests for structural integrity and said they were concerned about the quality of work by the company that galvanized them to prevent corrosion.\u003c/p>\n\u003cp>The 32 rods that failed were among a group of 96 from 2008. Officials have blamed what's called hydrogen embrittlement, at least in part due to moisture and water from the foggy environment enveloping the bridge, for their failure.\u003c/p>\n\u003cp>Another batch of 192 bolts from 2010 has been installed. Tests of those bolts have shown no signs of weakness or hydrogen embrittlement, Steve Heminger, executive director of the Metropolitan Transportation Commission, said at the meeting on Wednesday.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We're starting to see more daylight between the 2008 bolts with the hydrogen embrittlement problem and the 2010 bolts, which do not seem to be developing this problem,\" he said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Map: Income Disparities Along Bay Area Public Transit Routes",
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"content": "\u003cp>Two local software developers, Dan Grover and Mike Belfrage, have designed an \u003ca href=\"http://dangrover.github.io/sf-transit-inequality/#\">interactive map\u003c/a> that allows users to view how neighborhood incomes rise and fall along the Bay Area’s public transportation routes. The data is available for all BART, Muni and Caltrain routes.\u003c/p>\n\u003cp>The relative income disparities of residents along the routes can be dramatic, rising from the $20,000 range around BART stops in the Tenderloin or the Oakland Coliseum, to about $200,000 around the Caltrain stop in Atherton, or $160,000 near a Muni stop in Pacific Heights.\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003ca href=\"http://dangrover.github.io/sf-transit-inequality/#\" rel=\"attachment wp-att-96455\">\u003cimg class=\"alignnone size-large wp-image-96455\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/05/map-1024x782.png\" alt=\"map\" width=\"640\" height=\"488\">\u003c/a>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>The developers say their inspiration for the project was a recent \u003ca href=\"http://www.newyorker.com/sandbox/business/subway.html\">feature\u003c/a> in the New Yorker that displayed similar data around New York’s subway stops.\u003c/p>\n\u003cp>“It was just a little side project we decided to do over the weekend,” Grover said. “It took about a day to pull together the data, and another day to build the visualization, and maybe a day after to tweak and polish.”\u003c/p>\n\u003cp>As provocative as the data appear, Grover cautioned that in some cases “the values can be way off because the area the train station is in is not representative of the total area.”\u003c/p>\n\u003cp>But he also has developed some tentative conclusions and interpretations from the mapping. His take:\u003c/p>\n\u003cul>\n\u003cli>\"The Tenderloin is so uncanny. It's near City Hall, and the places where the U.N. Charter and the Peace Treaty with Japan were signed. It's so well connected and central, and yet no one wants to be there. In some cities, people would pay a heavy premium to be in an area with its attributes.\"\u003c/li>\n\u003cli>\"I live on Geary Street, which is to me the demilitarized zone between the Tenderloin and Nob Hill, and it's incredible the difference between one street down and one street up. When I lived in NYC, I lived in a similar 'zone' between the Upper East Side and Spanish Harlem, and the New Yorker graph elegantly shows the cutoff at 96th St. San Francisco is even crazier, on a block-by-block basis, though.\"\u003c/li>\n\u003cli>\"The light-rail lines cut through extreme wealth and poverty, but when you look at the buses, you realize that San Francisco does still have a big middle class, and they're all out chilling in the Sunset and Richmond.\"\u003c/li>\n\u003c/ul>\n\u003cp>The \u003ca href=\"https://github.com/dangrover/sf-transit-inequality\">code\u003c/a> used to create the project is all open source and up on GitHub.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Two local software developers, Dan Grover and Mike Belfrage, have designed an \u003ca href=\"http://dangrover.github.io/sf-transit-inequality/#\">interactive map\u003c/a> that allows users to view how neighborhood incomes rise and fall along the Bay Area’s public transportation routes. The data is available for all BART, Muni and Caltrain routes.\u003c/p>\n\u003cp>The relative income disparities of residents along the routes can be dramatic, rising from the $20,000 range around BART stops in the Tenderloin or the Oakland Coliseum, to about $200,000 around the Caltrain stop in Atherton, or $160,000 near a Muni stop in Pacific Heights.\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003ca href=\"http://dangrover.github.io/sf-transit-inequality/#\" rel=\"attachment wp-att-96455\">\u003cimg class=\"alignnone size-large wp-image-96455\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/05/map-1024x782.png\" alt=\"map\" width=\"640\" height=\"488\">\u003c/a>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>The developers say their inspiration for the project was a recent \u003ca href=\"http://www.newyorker.com/sandbox/business/subway.html\">feature\u003c/a> in the New Yorker that displayed similar data around New York’s subway stops.\u003c/p>\n\u003cp>“It was just a little side project we decided to do over the weekend,” Grover said. “It took about a day to pull together the data, and another day to build the visualization, and maybe a day after to tweak and polish.”\u003c/p>\n\u003cp>As provocative as the data appear, Grover cautioned that in some cases “the values can be way off because the area the train station is in is not representative of the total area.”\u003c/p>\n\u003cp>But he also has developed some tentative conclusions and interpretations from the mapping. His take:\u003c/p>\n\u003cul>\n\u003cli>\"The Tenderloin is so uncanny. It's near City Hall, and the places where the U.N. Charter and the Peace Treaty with Japan were signed. It's so well connected and central, and yet no one wants to be there. In some cities, people would pay a heavy premium to be in an area with its attributes.\"\u003c/li>\n\u003cli>\"I live on Geary Street, which is to me the demilitarized zone between the Tenderloin and Nob Hill, and it's incredible the difference between one street down and one street up. When I lived in NYC, I lived in a similar 'zone' between the Upper East Side and Spanish Harlem, and the New Yorker graph elegantly shows the cutoff at 96th St. San Francisco is even crazier, on a block-by-block basis, though.\"\u003c/li>\n\u003cli>\"The light-rail lines cut through extreme wealth and poverty, but when you look at the buses, you realize that San Francisco does still have a big middle class, and they're all out chilling in the Sunset and Richmond.\"\u003c/li>\n\u003c/ul>\n\u003cp>The \u003ca href=\"https://github.com/dangrover/sf-transit-inequality\">code\u003c/a> used to create the project is all open source and up on GitHub.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "State Senator: Caltrans Took Unnecessary Risks With Bay Bridge",
"title": "State Senator: Caltrans Took Unnecessary Risks With Bay Bridge",
"headTitle": "News Fix | KQED News",
"content": "\u003cfigure id=\"attachment_92879\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/29/news-pix-prop-8-oral-arguments-bay-bridge-bolts-snap-devils-slide-tunnel-opens/bay-bridge-bolts/\" rel=\"attachment wp-att-92879\">\u003cimg class=\"size-medium wp-image-92879\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/bay-bridge-bolts-300x210.jpg\" alt=\"A view of the underside of the eastern side of the new Bay Bridge on March 27. Bolts can be seen in a rectangular formation in the center of the photo. Thirty-two steel rods on the new eastern span have snapped. (Deborah Svoboda/KQED)\" width=\"300\" height=\"210\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of the underside of the eastern side of the new Bay Bridge on March 27. Bolts can be seen in a rectangular formation in the center of the photo. A number of steel rods on the new eastern span have snapped. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update\u003c/strong>: KQED's Dan Brekke reports from the meeting today in which Caltrans described its intended solution for the problem of fracturing steel bolts that have plagued the building of the new eastern span of the Bay Bridge.\u003c/p>\n\u003cp>\"Caltrans engineers said they’ve developed a solution that involves a 'saddle' -- sort of a rubber band made of steel cables -- that will wrap around the area affected by these broken steel rods and will allow the shear key structures, which are designed to absorb seismic movements, to operate as intended. The saddle will be held in place by very large anchors and wrapped in concrete.\"\u003c/p>\n\u003cp>Caltrans said the fix will cost as much as $10 million. Caltrans still hopes to open the bridge as scheduled over Labor Day weekend.\u003c/p>\n\u003cp>\u003cem>Original post\u003c/em>\u003c/p>\n\u003cp>Later today, Caltrans is expected to say how it plans to deal with some flawed steel components installed in \u003ca href=\"http://baybridgeinfo.org/\" target=\"_blank\">the new eastern span\u003c/a> of the San Francisco-Oakland Bay Bridge. After a series of reports from the San Francisco Chronicle revealed the agency ordered rods made from a kind of steel not recommended for use in bridges, many Californians are asking whether the $6.4 billion bridge will be safe to drive on, let alone open for Labor Day as promised.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The California Report’s Rachael Myrow talked to state \u003ca href=\"http://sd07.senate.ca.gov/\" target=\"_blank\">Sen. Mark DeSaulnier\u003c/a> of Contra Costa County. He chairs the Senate Transportation Committee.\u003c/p>\n\u003cp>\u003cstrong>\u003cspan class=\"Apple-style-span\" style=\"color: #444444;font-weight: normal\">\u003cstrong>MARK DESAULNIER\u003c/strong>: This is the largest public works project in the history of the state -- the largest, in fact, west of the Mississippi. So, having been involved with it for a long time -- being a former Metropolitan Transportation Commissioner and having voted on this design when I was in that position -- this was always sold as a safety issue. We're trying to make sure what happened during the Loma Prieta earthquake in 1989, that when that earthquake hits again that this bridge will be able to sustain that. So it's always been about safety. At this point, having spent $5.3 billion more than what we were told we were going to spend, I think it's really important that we make sure it's safe and we quantify to some degree what we get for paying all that money.\u003c/span>\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/05/myrow-bay_bridge.mp3\" target=\"_blank\">Listen to the story.\u003c/a>\u003cbr>\n[audio:http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/05/myrow-bay_bridge.mp3]\u003cbr>\n\u003c!--more-->\u003cbr>\n\u003cstrong>MYROW\u003c/strong>: Are you confident, senator, that Caltrans knows what it's doing?\u003c/p>\n\u003cp>\u003cstrong>DESAULNIER\u003c/strong>: No.\u003c/p>\n\u003cp>\u003cstrong>MYROW\u003c/strong>: Because?\u003c/p>\n\u003cp>\u003cstrong>DESAULNIER\u003c/strong>: Obviously, there was a mistake made on the fasteners that The Chronicle has talked about. There was a mistake made on the bolts, and they have pretty much admitted those mistakes. So, both of those things certainly erode your level of confidence.\u003c/p>\n\u003cp>\u003cstrong>MYROW\u003c/strong>: Do you think this agency has a systemic problem with quality control?\u003c/p>\n\u003cp>\u003cstrong>DESAULNIER\u003c/strong>: I think there's a definite cultural problem at Caltrans. I've run a number of bills, including one last year to create an inspector general's division, which other states have. New York has had one for some time, and it's just had the ability to have outside experts keep a close eye on the Department of Transportation. I was not able to convince the administration to sign that bill. I have another one this year that would move some existing audit functions from under the director of Caltrans to the California Transportation Commission that would, I believe, provide a greater level of accountability and more transparency.\u003c/p>\n\u003cp>\u003cstrong>MYROW\u003c/strong>: Are you at all worried that basically we're going to have a $6.5 billion bike path in a few months?\u003c/p>\n\u003cp>\u003cstrong>DESAULNIER\u003c/strong>: There is a joke, which I don't find too funny, about the world's longest and most expensive fishing pier. My hope is that we will get this bridge open on time, or close to on time. We do know that the existing bridge is not safe. This has always been a race against time since 1989, when \u003ca href=\"http://abclocal.go.com/kgo/story?section=news/local&id=7050920\" target=\"_blank\">Loma Prieta\u003c/a> happened. So, it's really important that we focus on safety.\u003c/p>\n\u003cp>\u003cstrong>MYROW\u003c/strong>: Beyond the global embarrassment of the media coverage and the questions being asked about the safety of the new bridge, do you see any sanctions in the future for Caltrans employees or leadership?\u003c/p>\n\u003cp>\u003cstrong>DESAULNIER\u003c/strong>: I think people have to be held accountable. We all expect that in our own jobs, whatever they may be. So, we need to make sure the bridge is safe. Then we have to go back and find out why these mistakes were made and make sure there's corrective action, and part of that corrective action is to hold people accountable.\u003c/p>\n\u003cp>\u003cstrong>MYROW\u003c/strong>: You've had the opportunity, sitting on the Senate Transportation Committee, to really dig into the details in a way that a lot of civilians really haven't. Is there a particular question that's burning for you about how the decision to use this kind of steel was made and then how it wasn't questioned as folks rolled forward with it?\u003c/p>\n\u003cp>\u003cstrong>DESAULNIER\u003c/strong>: I think there's a really interesting analogy in the aerospace field. After the Challenger disaster the Reagan administration put something together called the Rogers Commission -- very, really interesting for discovering that sometimes there's an acceptance institutionalized in these large organizations for safety risks that you shouldn't take, and I think that that's analogous to this situation. I think a lot of good people took risks that they probably shouldn't have. They didn't follow written protocol, and now we are at the end of this long road -- hopefully close to the end -- and we're finding out that it's going to cost more than it ever should have, and we're not certain of the safety. So I think the larger issue is: What happens in these large public institutions? And transparency, I think, is the most important thing. The public should know what they're doing and why they make changes.\u003c/p>\n\u003cp>\u003cstrong>MYROW\u003c/strong>: Senator, thank you for talking with us.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>DESAULNIER\u003c/strong>: You're welcome. Thank you for asking.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_92879\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/29/news-pix-prop-8-oral-arguments-bay-bridge-bolts-snap-devils-slide-tunnel-opens/bay-bridge-bolts/\" rel=\"attachment wp-att-92879\">\u003cimg class=\"size-medium wp-image-92879\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/bay-bridge-bolts-300x210.jpg\" alt=\"A view of the underside of the eastern side of the new Bay Bridge on March 27. Bolts can be seen in a rectangular formation in the center of the photo. Thirty-two steel rods on the new eastern span have snapped. (Deborah Svoboda/KQED)\" width=\"300\" height=\"210\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of the underside of the eastern side of the new Bay Bridge on March 27. Bolts can be seen in a rectangular formation in the center of the photo. A number of steel rods on the new eastern span have snapped. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update\u003c/strong>: KQED's Dan Brekke reports from the meeting today in which Caltrans described its intended solution for the problem of fracturing steel bolts that have plagued the building of the new eastern span of the Bay Bridge.\u003c/p>\n\u003cp>\"Caltrans engineers said they’ve developed a solution that involves a 'saddle' -- sort of a rubber band made of steel cables -- that will wrap around the area affected by these broken steel rods and will allow the shear key structures, which are designed to absorb seismic movements, to operate as intended. The saddle will be held in place by very large anchors and wrapped in concrete.\"\u003c/p>\n\u003cp>Caltrans said the fix will cost as much as $10 million. Caltrans still hopes to open the bridge as scheduled over Labor Day weekend.\u003c/p>\n\u003cp>\u003cem>Original post\u003c/em>\u003c/p>\n\u003cp>Later today, Caltrans is expected to say how it plans to deal with some flawed steel components installed in \u003ca href=\"http://baybridgeinfo.org/\" target=\"_blank\">the new eastern span\u003c/a> of the San Francisco-Oakland Bay Bridge. After a series of reports from the San Francisco Chronicle revealed the agency ordered rods made from a kind of steel not recommended for use in bridges, many Californians are asking whether the $6.4 billion bridge will be safe to drive on, let alone open for Labor Day as promised.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The California Report’s Rachael Myrow talked to state \u003ca href=\"http://sd07.senate.ca.gov/\" target=\"_blank\">Sen. Mark DeSaulnier\u003c/a> of Contra Costa County. He chairs the Senate Transportation Committee.\u003c/p>\n\u003cp>\u003cstrong>\u003cspan class=\"Apple-style-span\" style=\"color: #444444;font-weight: normal\">\u003cstrong>MARK DESAULNIER\u003c/strong>: This is the largest public works project in the history of the state -- the largest, in fact, west of the Mississippi. So, having been involved with it for a long time -- being a former Metropolitan Transportation Commissioner and having voted on this design when I was in that position -- this was always sold as a safety issue. We're trying to make sure what happened during the Loma Prieta earthquake in 1989, that when that earthquake hits again that this bridge will be able to sustain that. So it's always been about safety. At this point, having spent $5.3 billion more than what we were told we were going to spend, I think it's really important that we make sure it's safe and we quantify to some degree what we get for paying all that money.\u003c/span>\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/05/myrow-bay_bridge.mp3\" target=\"_blank\">Listen to the story.\u003c/a>\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\n\u003c!--more-->\u003cbr>\n\u003cstrong>MYROW\u003c/strong>: Are you confident, senator, that Caltrans knows what it's doing?\u003c/p>\n\u003cp>\u003cstrong>DESAULNIER\u003c/strong>: No.\u003c/p>\n\u003cp>\u003cstrong>MYROW\u003c/strong>: Because?\u003c/p>\n\u003cp>\u003cstrong>DESAULNIER\u003c/strong>: Obviously, there was a mistake made on the fasteners that The Chronicle has talked about. There was a mistake made on the bolts, and they have pretty much admitted those mistakes. So, both of those things certainly erode your level of confidence.\u003c/p>\n\u003cp>\u003cstrong>MYROW\u003c/strong>: Do you think this agency has a systemic problem with quality control?\u003c/p>\n\u003cp>\u003cstrong>DESAULNIER\u003c/strong>: I think there's a definite cultural problem at Caltrans. I've run a number of bills, including one last year to create an inspector general's division, which other states have. New York has had one for some time, and it's just had the ability to have outside experts keep a close eye on the Department of Transportation. I was not able to convince the administration to sign that bill. I have another one this year that would move some existing audit functions from under the director of Caltrans to the California Transportation Commission that would, I believe, provide a greater level of accountability and more transparency.\u003c/p>\n\u003cp>\u003cstrong>MYROW\u003c/strong>: Are you at all worried that basically we're going to have a $6.5 billion bike path in a few months?\u003c/p>\n\u003cp>\u003cstrong>DESAULNIER\u003c/strong>: There is a joke, which I don't find too funny, about the world's longest and most expensive fishing pier. My hope is that we will get this bridge open on time, or close to on time. We do know that the existing bridge is not safe. This has always been a race against time since 1989, when \u003ca href=\"http://abclocal.go.com/kgo/story?section=news/local&id=7050920\" target=\"_blank\">Loma Prieta\u003c/a> happened. So, it's really important that we focus on safety.\u003c/p>\n\u003cp>\u003cstrong>MYROW\u003c/strong>: Beyond the global embarrassment of the media coverage and the questions being asked about the safety of the new bridge, do you see any sanctions in the future for Caltrans employees or leadership?\u003c/p>\n\u003cp>\u003cstrong>DESAULNIER\u003c/strong>: I think people have to be held accountable. We all expect that in our own jobs, whatever they may be. So, we need to make sure the bridge is safe. Then we have to go back and find out why these mistakes were made and make sure there's corrective action, and part of that corrective action is to hold people accountable.\u003c/p>\n\u003cp>\u003cstrong>MYROW\u003c/strong>: You've had the opportunity, sitting on the Senate Transportation Committee, to really dig into the details in a way that a lot of civilians really haven't. Is there a particular question that's burning for you about how the decision to use this kind of steel was made and then how it wasn't questioned as folks rolled forward with it?\u003c/p>\n\u003cp>\u003cstrong>DESAULNIER\u003c/strong>: I think there's a really interesting analogy in the aerospace field. After the Challenger disaster the Reagan administration put something together called the Rogers Commission -- very, really interesting for discovering that sometimes there's an acceptance institutionalized in these large organizations for safety risks that you shouldn't take, and I think that that's analogous to this situation. I think a lot of good people took risks that they probably shouldn't have. They didn't follow written protocol, and now we are at the end of this long road -- hopefully close to the end -- and we're finding out that it's going to cost more than it ever should have, and we're not certain of the safety. So I think the larger issue is: What happens in these large public institutions? And transparency, I think, is the most important thing. The public should know what they're doing and why they make changes.\u003c/p>\n\u003cp>\u003cstrong>MYROW\u003c/strong>: Senator, thank you for talking with us.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>SAN FRANCISCO (AP) — A San Francisco lawmaker said Tuesday that he has abandoned a proposal to rename San Francisco International Airport after slain gay rights leader Harvey Milk and instead plans to pursue getting an airport terminal named in Milk's honor.\u003c/p>\n\u003cp>Supervisor David Campos said he gave up on the idea of putting a question on the city ballot asking voters to approve the name change after the plan generated a fair amount of opposition, including from the city's daily newspaper and Mayor Edwin Lee.\u003c/p>\n\u003cp>Some fellow politicians, business leaders and members of the public wanted the airport renamed after someone else or no one at all, Campos said.\u003c/p>\n\u003cp>Campos now plans to introduce an ordinance establishing a committee that would recommend which of San Francisco International's four passenger terminals should be named for Milk. \u003c!--more-->\u003c/p>\n\u003cp>The committee, to be appointed by the mayor and the San Francisco Board of Supervisors, will have three months to come back with its recommendation. It also will be asked to suggest other airport structures that could be named in honor of other prominent San Franciscans.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"We wanted to do it in a way that was a unifying thing as opposed to having a political fight,\" Campos said of the compromise. \"And we believe that is the best way to honor Harvey.\"\u003c/p>\n\u003cp>Milk's nephew, Stuart Milk, who travels the world talking about gay rights as the head of a foundation named for his late uncle, said he thinks the airport's international terminal would be the most meaningful choice. Harvey Milk already is recognized abroad, with a gay community center named for him in Italy and a gay rights celebration observed in his honor in Chile.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We have work to do in the U.S., don't get me wrong, but where Harvey was 35 years ago is where so much of the world is today, so I think that is what resonates the most,\" Stuart Milk said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"We wanted to do it in a way that was a unifying thing as opposed to having a political fight,\" Campos said of the compromise. \"And we believe that is the best way to honor Harvey.\"\u003c/p>\n\u003cp>Milk's nephew, Stuart Milk, who travels the world talking about gay rights as the head of a foundation named for his late uncle, said he thinks the airport's international terminal would be the most meaningful choice. Harvey Milk already is recognized abroad, with a gay community center named for him in Italy and a gay rights celebration observed in his honor in Chile.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We have work to do in the U.S., don't get me wrong, but where Harvey was 35 years ago is where so much of the world is today, so I think that is what resonates the most,\" Stuart Milk said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "The Train-Hopping 'Polaroid Kidd' Settles in Oakland, Publishes Book of Life on the Rails",
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"content": "\u003cfigure id=\"attachment_95436\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/04/26/mike-brodie-the-train-hopping-polaroid-kidd/mike-brodie-619/\" rel=\"attachment wp-att-95436\">\u003cimg class=\"size-medium wp-image-95436\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/Mike-Brodie-619-300x225.jpg\" alt=\"Mike Brodie is famous for his photography, an recently published a book of his life as a train hopper.\" width=\"300\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Mike Brodie is famous for his photos documenting his life train hopping across the United States. (Shuka Kalantari/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Mike Brodie has earned the nickname \"Polaroid Kidd\" by winning prestigious photography awards for his \u003ca href=\"http://mikebrodie.net/\" target=\"_blank\">pictures\u003c/a> documenting the lives of freight train hoppers across the United States. Now, while also working as a car mechanic in Oakland, he has just published his first book of photography, \"A Period of Juvenile Prosperity,\" which chronicles his years on the rails.\u003c/p>\n\u003cp>Brodie said that when he caught his first freight train out of town at the age of 17 in 2004, he didn't know a thing about train hopping. He was trying to go from Pensacola, Fla., to Mobile, Ala., but ended up in Jacksonville instead.\u003c/p>\n\u003cp>\"I just took like two or three stale bagels and put them in my backpack and that’s all I brought,\" said Brodie during in an interview at Oakland's Fifth Avenue Marina. \"I don’t think I even brought water. Maybe like I brought like a Gatorade bottle full of water. But it was like summer. It was like 95 degrees. So I didn’t bring much.\"\u003c/p>\n\u003cp>\u003cstrong>\u003c/strong>Brodie didn't go back home for three days. After that first train ride, he said he was hooked on the practice, which can be \u003ca href=\"http://www.startribune.com/local/north/139576493.html?refer=y\" target=\"_blank\">extremely dangerous\u003c/a>. On each trip, he brought along an old Polaroid Spectra that he had found in the backseat of a friend’s car. \u003c!--more-->\u003c/p>\n\u003cp>Brodie would spend months traveling, often sleeping on the side of railroad tracks or in the woods. Occasionally, he'd go home to Florida to visit his mother.\u003c/p>\n\u003cfigure id=\"attachment_95439\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/Mike-Brodie-623.jpg\">\u003cimg class=\"size-medium wp-image-95439\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/Mike-Brodie-623-300x225.jpg\" alt='Mike Brodie shows one of his tags at the 5th Avenue Marina in Oakland. He says he sometimes goes by \"Mesa Mike,\" because he was born in Mesa, Arizona. ' width=\"300\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Mike Brodie also goes by the name \"Mesa Mike,\" because he was born in Mesa, Ariz. (Shuka Kalantari/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\"For years I’d come home and every time I would see my mom I would be wearing the same dirty shirt, have really bad B.O., I’d have the same pants with all the patches on them. Wouldn’t change my socks or underwear, not often, you know? So my mom just got annoyed. She was like, 'Mike! You’re such a good-looking man! Why are you dressed like this!?' And I was like, 'I don’t care!' \"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Brodie began posting photos from journeys on a website he created under the moniker \"The Polaroid Kidd.\" He said he wanted to document a culture of people considered \"punks\" and \"hobos\" – people whom Brodie knew as writers, musicians, artists.\u003c/p>\n\u003cp>\"I think I was seeing a lot of really unique and creative people and I wanted to capture them on film. I felt like, man, this is not going to last. I’m not going to live like this forever and[n] either are those people. I feel like I should photograph this. Like, this is like my job, I gotta do this.\"\u003c/p>\n\u003cp>Brodie's artist friends started spreading the word about his pictures online, and they immediately starting attracting attention. In 2007, Brodie won the Baum Award for American Emerging Artists in San Francisco, a $10,000 payday. He quickly called his mom, who was working at Wal-Mart.\u003c/p>\n\u003cfigure id=\"attachment_95443\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/Mike-Brodie-632.jpg\">\u003cimg class=\"size-medium wp-image-95443\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/Mike-Brodie-632-300x225.jpg\" alt=\"Mike Brodie says rule number #1 for train hopping is that you DON'T actually hop off the train. You hold onto the handles and run alongside the train until it's safe to let go.\" width=\"300\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Mike Brodie says he chose to settle in West Oakland so that he could always hear the sounds of trains. (Shuka Kalantari/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\"I didn’t really know what to do with the money. I was like, '$10,000. Oh my God. What am I gonna do with this!?' So I put all the money in my bank account and I called [my mom] and I told her to write herself a check. And she was like, “Are you serious, Mike?” And I was like, “Yeah. Just put: one, zero, comma, zero, zero, zero.' \"\u003c/p>\n\u003cp>Brodie was happy to be able to help out his mother, but said he also hated the attention he was getting in the art world. So he took down his photography website and went back to riding trains. That is, until he found himself in prison in Sullivan, Ill. - for train hopping.\u003c/p>\n\u003cp>\"I was in jail for only 10 days, but I [was] bored as hell. I was like, 'Man, this is no way to live. I’m just going to end up going to jail more. I don’t want to live in paranoia for the rest of my life, you know. Just traveling and doing this.' \"\u003c/p>\n\u003cp>So he decided that instead of hopping trains, he'd learn how to work on them. He enrolled in diesel mechanic school, and after he graduated Brodie settled down in Oakland, because he said he has friends here and wanted to live near West Oakland's big train yard. Today Brodie rents out a large garage space with a few friends in West Oakland. In the front is his small mechanic shop.\u003c/p>\n\u003cp>In between working cars, Brodie recently \u003ca href=\"http://www.twinpalms.com/?p=forthcoming&bookID=185\">published his first photography book\u003c/a>. He said he was on the fence about making the book, because he hates the fame. But he wants future generations to know there was a unique culture of people called train hoppers.\u003c/p>\n\u003cfigure id=\"attachment_95447\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/Mike-Brodie-6281.jpg\">\u003cimg class=\"size-medium wp-image-95447\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/Mike-Brodie-6281-300x225.jpg\" alt=\""The Polaroid Kidd" makes his mark at Oakland's 5th Avenue Marina. \" width=\"300\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">\"The Polaroid Kidd\" makes his mark at Oakland's Fifth Avenue Marina. (Shuka Kalantari/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\"One hundred years from now, people will look back and look at this historical document and be like, ‘Wow, this was this time in history,’ \" said Brodie. \"That's meaningful. That goes beyond popular culture and being a popular person. It’s more like this is information that should be shared and saved for the future.\"\u003c/p>\n\u003cp>Brodie said he probably could have train-hopped indefinitely, taking pictures along the way. But that idea actually frightens him, as much as it entices him.\u003c/p>\n\u003cp>\"You could kind of live that way forever, and that’s the scary part. I don’t really want to. I got to settle down and get a place of my own and make things happen. You can’t do those things if you’re traveling around the road. You can’t set down any roots and develop good relationships with people because every relationship is just so fleeting. It lasts a couple of days and then you’re gone.\"\u003c/p>\n\u003cp>Since settling down, Brodie has bought a dog and a car -- and he’s looking for a full-time job as a mechanic. But sometimes when he hears the freight train horns from his home in West Oakland, he says he thinks about jumping on the next train out of town.\u003c/p>\n\u003cp>\u003ciframe src=\"http://www.kqed.org/assets/slideshow/polaroid-kidd/_files/iframe.html\" frameborder=\"0\" scrolling=\"no\" width=\"640\" height=\"520\">\u003c/iframe>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003ciframe src=\"https://w.soundcloud.com/player/?url=http%3A%2F%2Fapi.soundcloud.com%2Ftracks%2F91131926\" frameborder=\"no\" scrolling=\"no\" width=\"100%\" height=\"166\">\u003c/iframe>\u003c/p>\n\n",
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"title": "The Train-Hopping 'Polaroid Kidd' Settles in Oakland, Publishes Book of Life on the Rails | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_95436\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/04/26/mike-brodie-the-train-hopping-polaroid-kidd/mike-brodie-619/\" rel=\"attachment wp-att-95436\">\u003cimg class=\"size-medium wp-image-95436\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/Mike-Brodie-619-300x225.jpg\" alt=\"Mike Brodie is famous for his photography, an recently published a book of his life as a train hopper.\" width=\"300\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Mike Brodie is famous for his photos documenting his life train hopping across the United States. (Shuka Kalantari/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Mike Brodie has earned the nickname \"Polaroid Kidd\" by winning prestigious photography awards for his \u003ca href=\"http://mikebrodie.net/\" target=\"_blank\">pictures\u003c/a> documenting the lives of freight train hoppers across the United States. Now, while also working as a car mechanic in Oakland, he has just published his first book of photography, \"A Period of Juvenile Prosperity,\" which chronicles his years on the rails.\u003c/p>\n\u003cp>Brodie said that when he caught his first freight train out of town at the age of 17 in 2004, he didn't know a thing about train hopping. He was trying to go from Pensacola, Fla., to Mobile, Ala., but ended up in Jacksonville instead.\u003c/p>\n\u003cp>\"I just took like two or three stale bagels and put them in my backpack and that’s all I brought,\" said Brodie during in an interview at Oakland's Fifth Avenue Marina. \"I don’t think I even brought water. Maybe like I brought like a Gatorade bottle full of water. But it was like summer. It was like 95 degrees. So I didn’t bring much.\"\u003c/p>\n\u003cp>\u003cstrong>\u003c/strong>Brodie didn't go back home for three days. After that first train ride, he said he was hooked on the practice, which can be \u003ca href=\"http://www.startribune.com/local/north/139576493.html?refer=y\" target=\"_blank\">extremely dangerous\u003c/a>. On each trip, he brought along an old Polaroid Spectra that he had found in the backseat of a friend’s car. \u003c!--more-->\u003c/p>\n\u003cp>Brodie would spend months traveling, often sleeping on the side of railroad tracks or in the woods. Occasionally, he'd go home to Florida to visit his mother.\u003c/p>\n\u003cfigure id=\"attachment_95439\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/Mike-Brodie-623.jpg\">\u003cimg class=\"size-medium wp-image-95439\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/Mike-Brodie-623-300x225.jpg\" alt='Mike Brodie shows one of his tags at the 5th Avenue Marina in Oakland. He says he sometimes goes by \"Mesa Mike,\" because he was born in Mesa, Arizona. ' width=\"300\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Mike Brodie also goes by the name \"Mesa Mike,\" because he was born in Mesa, Ariz. (Shuka Kalantari/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\"For years I’d come home and every time I would see my mom I would be wearing the same dirty shirt, have really bad B.O., I’d have the same pants with all the patches on them. Wouldn’t change my socks or underwear, not often, you know? So my mom just got annoyed. She was like, 'Mike! You’re such a good-looking man! Why are you dressed like this!?' And I was like, 'I don’t care!' \"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Brodie began posting photos from journeys on a website he created under the moniker \"The Polaroid Kidd.\" He said he wanted to document a culture of people considered \"punks\" and \"hobos\" – people whom Brodie knew as writers, musicians, artists.\u003c/p>\n\u003cp>\"I think I was seeing a lot of really unique and creative people and I wanted to capture them on film. I felt like, man, this is not going to last. I’m not going to live like this forever and[n] either are those people. I feel like I should photograph this. Like, this is like my job, I gotta do this.\"\u003c/p>\n\u003cp>Brodie's artist friends started spreading the word about his pictures online, and they immediately starting attracting attention. In 2007, Brodie won the Baum Award for American Emerging Artists in San Francisco, a $10,000 payday. He quickly called his mom, who was working at Wal-Mart.\u003c/p>\n\u003cfigure id=\"attachment_95443\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/Mike-Brodie-632.jpg\">\u003cimg class=\"size-medium wp-image-95443\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/Mike-Brodie-632-300x225.jpg\" alt=\"Mike Brodie says rule number #1 for train hopping is that you DON'T actually hop off the train. You hold onto the handles and run alongside the train until it's safe to let go.\" width=\"300\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Mike Brodie says he chose to settle in West Oakland so that he could always hear the sounds of trains. (Shuka Kalantari/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\"I didn’t really know what to do with the money. I was like, '$10,000. Oh my God. What am I gonna do with this!?' So I put all the money in my bank account and I called [my mom] and I told her to write herself a check. And she was like, “Are you serious, Mike?” And I was like, “Yeah. Just put: one, zero, comma, zero, zero, zero.' \"\u003c/p>\n\u003cp>Brodie was happy to be able to help out his mother, but said he also hated the attention he was getting in the art world. So he took down his photography website and went back to riding trains. That is, until he found himself in prison in Sullivan, Ill. - for train hopping.\u003c/p>\n\u003cp>\"I was in jail for only 10 days, but I [was] bored as hell. I was like, 'Man, this is no way to live. I’m just going to end up going to jail more. I don’t want to live in paranoia for the rest of my life, you know. Just traveling and doing this.' \"\u003c/p>\n\u003cp>So he decided that instead of hopping trains, he'd learn how to work on them. He enrolled in diesel mechanic school, and after he graduated Brodie settled down in Oakland, because he said he has friends here and wanted to live near West Oakland's big train yard. Today Brodie rents out a large garage space with a few friends in West Oakland. In the front is his small mechanic shop.\u003c/p>\n\u003cp>In between working cars, Brodie recently \u003ca href=\"http://www.twinpalms.com/?p=forthcoming&bookID=185\">published his first photography book\u003c/a>. He said he was on the fence about making the book, because he hates the fame. But he wants future generations to know there was a unique culture of people called train hoppers.\u003c/p>\n\u003cfigure id=\"attachment_95447\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/Mike-Brodie-6281.jpg\">\u003cimg class=\"size-medium wp-image-95447\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/Mike-Brodie-6281-300x225.jpg\" alt=\""The Polaroid Kidd" makes his mark at Oakland's 5th Avenue Marina. \" width=\"300\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">\"The Polaroid Kidd\" makes his mark at Oakland's Fifth Avenue Marina. (Shuka Kalantari/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\"One hundred years from now, people will look back and look at this historical document and be like, ‘Wow, this was this time in history,’ \" said Brodie. \"That's meaningful. That goes beyond popular culture and being a popular person. It’s more like this is information that should be shared and saved for the future.\"\u003c/p>\n\u003cp>Brodie said he probably could have train-hopped indefinitely, taking pictures along the way. But that idea actually frightens him, as much as it entices him.\u003c/p>\n\u003cp>\"You could kind of live that way forever, and that’s the scary part. I don’t really want to. I got to settle down and get a place of my own and make things happen. You can’t do those things if you’re traveling around the road. You can’t set down any roots and develop good relationships with people because every relationship is just so fleeting. It lasts a couple of days and then you’re gone.\"\u003c/p>\n\u003cp>Since settling down, Brodie has bought a dog and a car -- and he’s looking for a full-time job as a mechanic. But sometimes when he hears the freight train horns from his home in West Oakland, he says he thinks about jumping on the next train out of town.\u003c/p>\n\u003cp>\u003ciframe src=\"http://www.kqed.org/assets/slideshow/polaroid-kidd/_files/iframe.html\" frameborder=\"0\" scrolling=\"no\" width=\"640\" height=\"520\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Video: Interview With Driver in San Mateo Bridge Limo Fire",
"headTitle": "Video: Interview With Driver in San Mateo Bridge Limo Fire | KQED",
"content": "\u003cp>\u003cstrong>Update 1:23 p.m.\u003c/strong> CNN has posted its \u003ca href=\"http://www.cnn.com/video/data/2.0/video/us/2013/05/06/sot-nr-limo-fire-driver-orville-brown.cnn.html\">interview with the driver of the limo, Orville Brown\u003c/a> …\u003c/p>\n\u003cp>\u003cstrong>Update 10: 35 a.m.\u003c/strong> Here’s a rundown from today’s press conference on the limousine fire that killed five women on their way to a bridal shower Saturday night. The five died when the back of the vehicle burst into flames while crossing the San Mateo Bridge westbound. Four other women and the driver escaped. The bride, Neriza Fojas, did not survive.\u003c/p>\n\u003cp>From the press conference, in which officials from the California Highway Patrol, Foster City and San Mateo County coroner’s office spoke:\u003c/p>\n\u003cul>\n\u003cli>No cause of the fire has yet to be determined.\u003c/li>\n\u003cli>The vehicle was authorized to carry eight passengers or fewer, not the nine that were traveling that night.\u003c/li>\n\u003cli>An examination of the victims will be undertaken today in order to positively identify them and notify the families.\u003c/li>\n\u003cli>The investigation, by CHP and the Foster City Fire Department, will take up to two weeks to complete.\u003c/li>\n\u003cli>An inspection of the vehicle has not been completed yet.\u003c/li>\n\u003cli>The vehicle’s maintenance record and the record of the driver will be part of the investigation.\u003c/li>\n\u003cli>The professions of the victims, reported in the media as nurses, have not been verified yet.\u003c/li>\n\u003cli>The victims were found up against the partition between the back and front, where, the assumption is, they were trying to escape the fire.\u003c/li>\n\u003c/ul>\n\u003cp>Here’s \u003ca href=\"http://www.youtube.com/watch?v=OfP4PvmJ3H4\" target=\"_blank\" rel=\"noopener\">video of the complete press conference\u003c/a>.\u003c/p>\n\u003cp>You can read more about the accident in the \u003ca href=\"http://www.sfgate.com/bayarea/article/Five-killed-in-limousine-fire-4489847.php\" target=\"_blank\" rel=\"noopener\">Chronicle\u003c/a> and the \u003ca href=\"http://www.mercurynews.com/breaking-news/ci_23178591/california-limo-fire-five-killed-bride-shower\" target=\"_blank\" rel=\"noopener\">Mercury News\u003c/a>. “This is one of the most horrific things I’ve seen in 21 years with this office,” San Mateo County’s medical examiner, \u003ca href=\"http://www.sfgate.com/?controllerName=search&action=search&channel=bayarea&search=1&inlineLink=1&query=%22Robert+Foucrault%22\">Robert Foucrault\u003c/a>, told the Chronicle. “Looking at it, they were on top of each other and doing what they could to get out.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"description": "Update 1:23 p.m. CNN has posted its interview with the driver of the limo, Orville Brown ... Update 10: 35 a.m. Here's a rundown from today's press conference on the limousine fire that killed five women on their way to a bridal shower Saturday night. The five died when the back of the vehicle burst",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update 1:23 p.m.\u003c/strong> CNN has posted its \u003ca href=\"http://www.cnn.com/video/data/2.0/video/us/2013/05/06/sot-nr-limo-fire-driver-orville-brown.cnn.html\">interview with the driver of the limo, Orville Brown\u003c/a> …\u003c/p>\n\u003cp>\u003cstrong>Update 10: 35 a.m.\u003c/strong> Here’s a rundown from today’s press conference on the limousine fire that killed five women on their way to a bridal shower Saturday night. The five died when the back of the vehicle burst into flames while crossing the San Mateo Bridge westbound. Four other women and the driver escaped. The bride, Neriza Fojas, did not survive.\u003c/p>\n\u003cp>From the press conference, in which officials from the California Highway Patrol, Foster City and San Mateo County coroner’s office spoke:\u003c/p>\n\u003cul>\n\u003cli>No cause of the fire has yet to be determined.\u003c/li>\n\u003cli>The vehicle was authorized to carry eight passengers or fewer, not the nine that were traveling that night.\u003c/li>\n\u003cli>An examination of the victims will be undertaken today in order to positively identify them and notify the families.\u003c/li>\n\u003cli>The investigation, by CHP and the Foster City Fire Department, will take up to two weeks to complete.\u003c/li>\n\u003cli>An inspection of the vehicle has not been completed yet.\u003c/li>\n\u003cli>The vehicle’s maintenance record and the record of the driver will be part of the investigation.\u003c/li>\n\u003cli>The professions of the victims, reported in the media as nurses, have not been verified yet.\u003c/li>\n\u003cli>The victims were found up against the partition between the back and front, where, the assumption is, they were trying to escape the fire.\u003c/li>\n\u003c/ul>\n\u003cp>Here’s \u003ca href=\"http://www.youtube.com/watch?v=OfP4PvmJ3H4\" target=\"_blank\" rel=\"noopener\">video of the complete press conference\u003c/a>.\u003c/p>\n\u003cp>You can read more about the accident in the \u003ca href=\"http://www.sfgate.com/bayarea/article/Five-killed-in-limousine-fire-4489847.php\" target=\"_blank\" rel=\"noopener\">Chronicle\u003c/a> and the \u003ca href=\"http://www.mercurynews.com/breaking-news/ci_23178591/california-limo-fire-five-killed-bride-shower\" target=\"_blank\" rel=\"noopener\">Mercury News\u003c/a>. “This is one of the most horrific things I’ve seen in 21 years with this office,” San Mateo County’s medical examiner, \u003ca href=\"http://www.sfgate.com/?controllerName=search&action=search&channel=bayarea&search=1&inlineLink=1&query=%22Robert+Foucrault%22\">Robert Foucrault\u003c/a>, told the Chronicle. “Looking at it, they were on top of each other and doing what they could to get out.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>On my way to KQED the other day, I pulled up next to a fellow bicyclist who shot me a quizzical glance. “Do you know whether we have to follow traffic regulations?” she asked.\u003c/p>\n\u003cp>Umm….Yeah.\u003c/p>\n\u003cp>I’d like to say her ignorance surprised me. But it was hardly the first time I stumbled across gross confusion about the place of bicycles on the road and in the law.\u003c/p>\n\u003cfigure id=\"attachment_95964\" class=\"wp-caption alignright\" style=\"max-width: 248px\">\u003ca href=\"http://ww2.kqed.org/news/2013/04/29/five-surprising-bicycle-safety-rules-for-the-bay-area/bicycling-in-traffic-6/\" rel=\"attachment wp-att-95964\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-95964 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/05/Bicycling-in-traffic.jpg\" alt=\"(Flickr)\" width=\"248\" height=\"140\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">(Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>A couple of years ago, my son reported that one of his friends thought bicyclists weren’t allowed on streets at all — only sidewalks.\u003c/p>\n\u003cp>Then there was the guy in the truck who stopped me on Brannan Street to direct me to a bike lane two blocks over. And nearly every week a motorist honks at me for no apparent reason.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Such confusion is all the most important these days because, as the \u003ca href=\"http://www.sfmta.com/cms/rbikes/documents/2012StateofCyclingReport8_9_12.pdf\">number of bicyclists increases\u003c/a> in the Bay Area, so does the potential for accidents.\u003c!--more-->\u003c/p>\n\u003cp>On Tuesday, Chris Bucchere, a cyclist accused of killing a 71-year-old pedestrian who was crossing the street in the Castro district in March 2012, appeared in court on manslaughter charges.\u003c/p>\n\u003cp>The hearing was mostly procedural, but the San Francisco district attorney’s office has emphasized the importance of traffic regulations in the case. “… Multiple witnesses took the stand, and court testimony indicated that Mr. Bucchere ran three red lights and a stop sign at over 30 mph before killing Mr. Sutchi Hui,” the San Francisco district attorney’s office said in a March 22 statement.\u003c/p>\n\u003cp>Bucchere’s attorney did not return my call, but earlier he told the\u003ca href=\"http://www.sfgate.com/crime/article/Cyclist-in-pedestrian-s-death-says-he-obeyed-laws-3465497.php\"> San Francisco Chronicle\u003c/a> that Bucchere thought he had obeyed all the rules.\u003c/p>\n\u003cp>It might take a jury to ultimately sort out what happened in the accident. So, in the meantime, here are some important — and perhaps surprising — facts for cyclists, motorists and pedestrians to keep in mind on Bay Area streets.\u003c/p>\n\u003cp>1) Bicyclists \u003ca href=\"http://www.dmv.ca.gov/pubs/vctop/d11/vc21208.htm\" target=\"_blank\" rel=\"noopener\">don’t have to ride in bike lanes\u003c/a>, or \u003ca href=\"http://www.dmv.ca.gov/pubs/vctop/d11/vc21202.htm\" target=\"_blank\" rel=\"noopener\">even stay to the right\u003c/a>.\u003c/p>\n\u003cp>In general, California law calls on cyclists to stay to the right and use bike lanes when available, but cyclists can ride elsewhere if they find it safer to do so.\u003c/p>\n\u003cp>Specifically cyclists can ride in the left part of a lane to make a left turn or on the left side of a multi-lane, one-way street.\u003c/p>\n\u003cp>They can move into the middle of the lane to avoid obstacles — including when cars are parked along the curb, because motorists often open car doors and can knock cyclists down.\u003c/p>\n\u003cp>Bicyclists also can move away from the right side of the lane near intersections where motorists might want to make right turns in front of them.\u003c/p>\n\u003cp>2) Bicyclists are \u003ca href=\"http://www.dmv.ca.gov/pubs/vctop/d11/vc21201.htm\" target=\"_blank\" rel=\"noopener\">required to use a light and reflectors \u003c/a>at night. They must have a headlight and reflectors to the rear, on each “pedal, shoe or ankle,” and on the sides of the bike.\u003c/p>\n\u003cp>3) Cyclists must \u003ca href=\"http://www.dmv.ca.gov/pubs/vctop/d11/vc21954.htm\" target=\"_blank\" rel=\"noopener\">yield to pedestrians\u003c/a>. In California, unlike many other states, bicyclists have to stop for people crossing the street on foot, just as motorists do. Bicyclists can take advantage of the same right of way by dismounting. As long as they are only walking their bikes, they become pedestrians for the purpose of the law.\u003c/p>\n\u003cp>4) Bikes have to \u003ca href=\"http://www.dmv.ca.gov/pubs/vctop/d11/vc21200.htm\" target=\"_blank\" rel=\"noopener\">stop at stop signs and traffic lights\u003c/a>. As frustrating as it might feel when you’ve pumped your way to a beautiful speed, you can’t just sail through a stop sign, even if there’s no one else in the intersection. Bicyclists can’t go the wrong way on a one-way street either.\u003c/p>\n\u003cp>5) Bicyclists can ride on sidewalks, but the rules vary from one community to another in California. In \u003ca href=\"http://www.sfmta.com/cms/cmta/documents/6-1-10Item10.8bikesonsidewalks.htm\" target=\"_blank\" rel=\"noopener\">San Francisco\u003c/a>, you can’t ride on a sidewalk after you reach age 14. In \u003ca href=\"http://library.municode.com/HTML/16308/level2/TIT10VETR_CH10.16MITRCORE.html#TIT10VETR_CH10.16MITRCORE_10.16.150BIPREN\">Oakland\u003c/a>, you can ride on a sidewalk if your bicycle has wheels of less than 20 inches in diameter or a frame of less than 14 inches in length.\u003c/p>\n\u003cp>How about Silicon Valley? Here’s what the \u003ca href=\"http://peninsulapress.com/2013/01/07/san-jose-sidewalks-become-places-of-contention-for-bicyclists-and-pedestrians/\">Peninsula Press\u003c/a> found out in researching that question:\u003c/p>\n\u003cblockquote>\u003cp>Sidewalk cycling laws vary by jurisdiction in the South Bay. Riding on the sidewalk is legal everywhere in San Jose but illegal in other cities, including nearby Campbell. Other neighboring cities, like Sunnyvale and Gilroy, allow cyclists on sidewalks everywhere except business districts as defined by a city’s municipal code. Mountain View has the same restrictions, but in business districts as defined by the California Vehicular Code.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>You have a week to bone up: bicycle groups are celebrating \u003ca href=\"http://www.sfbike.org/?btwd\">Bike to Work Day\u003c/a> May 9 around the Bay Area.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>On my way to KQED the other day, I pulled up next to a fellow bicyclist who shot me a quizzical glance. “Do you know whether we have to follow traffic regulations?” she asked.\u003c/p>\n\u003cp>Umm….Yeah.\u003c/p>\n\u003cp>I’d like to say her ignorance surprised me. But it was hardly the first time I stumbled across gross confusion about the place of bicycles on the road and in the law.\u003c/p>\n\u003cfigure id=\"attachment_95964\" class=\"wp-caption alignright\" style=\"max-width: 248px\">\u003ca href=\"http://ww2.kqed.org/news/2013/04/29/five-surprising-bicycle-safety-rules-for-the-bay-area/bicycling-in-traffic-6/\" rel=\"attachment wp-att-95964\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-95964 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/05/Bicycling-in-traffic.jpg\" alt=\"(Flickr)\" width=\"248\" height=\"140\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">(Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>A couple of years ago, my son reported that one of his friends thought bicyclists weren’t allowed on streets at all — only sidewalks.\u003c/p>\n\u003cp>Then there was the guy in the truck who stopped me on Brannan Street to direct me to a bike lane two blocks over. And nearly every week a motorist honks at me for no apparent reason.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Such confusion is all the most important these days because, as the \u003ca href=\"http://www.sfmta.com/cms/rbikes/documents/2012StateofCyclingReport8_9_12.pdf\">number of bicyclists increases\u003c/a> in the Bay Area, so does the potential for accidents.\u003c!--more-->\u003c/p>\n\u003cp>On Tuesday, Chris Bucchere, a cyclist accused of killing a 71-year-old pedestrian who was crossing the street in the Castro district in March 2012, appeared in court on manslaughter charges.\u003c/p>\n\u003cp>The hearing was mostly procedural, but the San Francisco district attorney’s office has emphasized the importance of traffic regulations in the case. “… Multiple witnesses took the stand, and court testimony indicated that Mr. Bucchere ran three red lights and a stop sign at over 30 mph before killing Mr. Sutchi Hui,” the San Francisco district attorney’s office said in a March 22 statement.\u003c/p>\n\u003cp>Bucchere’s attorney did not return my call, but earlier he told the\u003ca href=\"http://www.sfgate.com/crime/article/Cyclist-in-pedestrian-s-death-says-he-obeyed-laws-3465497.php\"> San Francisco Chronicle\u003c/a> that Bucchere thought he had obeyed all the rules.\u003c/p>\n\u003cp>It might take a jury to ultimately sort out what happened in the accident. So, in the meantime, here are some important — and perhaps surprising — facts for cyclists, motorists and pedestrians to keep in mind on Bay Area streets.\u003c/p>\n\u003cp>1) Bicyclists \u003ca href=\"http://www.dmv.ca.gov/pubs/vctop/d11/vc21208.htm\" target=\"_blank\" rel=\"noopener\">don’t have to ride in bike lanes\u003c/a>, or \u003ca href=\"http://www.dmv.ca.gov/pubs/vctop/d11/vc21202.htm\" target=\"_blank\" rel=\"noopener\">even stay to the right\u003c/a>.\u003c/p>\n\u003cp>In general, California law calls on cyclists to stay to the right and use bike lanes when available, but cyclists can ride elsewhere if they find it safer to do so.\u003c/p>\n\u003cp>Specifically cyclists can ride in the left part of a lane to make a left turn or on the left side of a multi-lane, one-way street.\u003c/p>\n\u003cp>They can move into the middle of the lane to avoid obstacles — including when cars are parked along the curb, because motorists often open car doors and can knock cyclists down.\u003c/p>\n\u003cp>Bicyclists also can move away from the right side of the lane near intersections where motorists might want to make right turns in front of them.\u003c/p>\n\u003cp>2) Bicyclists are \u003ca href=\"http://www.dmv.ca.gov/pubs/vctop/d11/vc21201.htm\" target=\"_blank\" rel=\"noopener\">required to use a light and reflectors \u003c/a>at night. They must have a headlight and reflectors to the rear, on each “pedal, shoe or ankle,” and on the sides of the bike.\u003c/p>\n\u003cp>3) Cyclists must \u003ca href=\"http://www.dmv.ca.gov/pubs/vctop/d11/vc21954.htm\" target=\"_blank\" rel=\"noopener\">yield to pedestrians\u003c/a>. In California, unlike many other states, bicyclists have to stop for people crossing the street on foot, just as motorists do. Bicyclists can take advantage of the same right of way by dismounting. As long as they are only walking their bikes, they become pedestrians for the purpose of the law.\u003c/p>\n\u003cp>4) Bikes have to \u003ca href=\"http://www.dmv.ca.gov/pubs/vctop/d11/vc21200.htm\" target=\"_blank\" rel=\"noopener\">stop at stop signs and traffic lights\u003c/a>. As frustrating as it might feel when you’ve pumped your way to a beautiful speed, you can’t just sail through a stop sign, even if there’s no one else in the intersection. Bicyclists can’t go the wrong way on a one-way street either.\u003c/p>\n\u003cp>5) Bicyclists can ride on sidewalks, but the rules vary from one community to another in California. In \u003ca href=\"http://www.sfmta.com/cms/cmta/documents/6-1-10Item10.8bikesonsidewalks.htm\" target=\"_blank\" rel=\"noopener\">San Francisco\u003c/a>, you can’t ride on a sidewalk after you reach age 14. In \u003ca href=\"http://library.municode.com/HTML/16308/level2/TIT10VETR_CH10.16MITRCORE.html#TIT10VETR_CH10.16MITRCORE_10.16.150BIPREN\">Oakland\u003c/a>, you can ride on a sidewalk if your bicycle has wheels of less than 20 inches in diameter or a frame of less than 14 inches in length.\u003c/p>\n\u003cp>How about Silicon Valley? Here’s what the \u003ca href=\"http://peninsulapress.com/2013/01/07/san-jose-sidewalks-become-places-of-contention-for-bicyclists-and-pedestrians/\">Peninsula Press\u003c/a> found out in researching that question:\u003c/p>\n\u003cblockquote>\u003cp>Sidewalk cycling laws vary by jurisdiction in the South Bay. Riding on the sidewalk is legal everywhere in San Jose but illegal in other cities, including nearby Campbell. Other neighboring cities, like Sunnyvale and Gilroy, allow cyclists on sidewalks everywhere except business districts as defined by a city’s municipal code. Mountain View has the same restrictions, but in business districts as defined by the California Vehicular Code.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>You have a week to bone up: bicycle groups are celebrating \u003ca href=\"http://www.sfbike.org/?btwd\">Bike to Work Day\u003c/a> May 9 around the Bay Area.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "SF Churchgoers Complain About Sunday Meter Enforcement",
"title": "SF Churchgoers Complain About Sunday Meter Enforcement",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>\u003cem>by Emily Green\u003c/em>\u003c/p>\n\u003cp>On Thursday, San Francisco once again takes up the controversial issue of parking meter expansion at a committee hearing. One issue will be Sunday meter enforcement, which took effect in late February. The change has angered many churchgoers, who say it is undermining community bonding and forcing people to pay money to worship.\u003c/p>\n\u003cfigure id=\"attachment_95856\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/05/01/sf-parking-meter-expansion/rs4687_002/\" rel=\"attachment wp-att-95856\">\u003cimg class=\"size-medium wp-image-95856\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/05/RS4687_002-300x200.jpg\" alt=\"Floyd Jones has attended the Jones Memorial United Methodist Church for the last 60 years. (Deborah Svoboda/KQED)\" width=\"300\" height=\"200\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Floyd Jones has attended the Jones Memorial United Methodist Church for the last 60 years. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Floyd Jones is one of those people. He has been coming to the Jones Memorial United Methodist Church in San Francisco’s Japantown neighborhood every Sunday for the past 60 years.\u003c/p>\n\u003cp>Jones is 88 years old, dapper and witty. He used to come here with his wife, Ruby. She died 5½ years ago. Now he comes alone, waving to friends as the service gets under way and singing along to the songs.\u003c/p>\n\u003cp>\"With the way that things are going, the social hour after church that we used to have -- people stayed 20, 30 minutes and had little servings in here sometime,\" said Floyd, standing outside the church. \"But that’s all out.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>When services ended around 11:30, Jones headed to the church’s multipurpose room to catch up with friends over coffee and cookies. \u003c!--more-->\u003c/p>\n\u003cp>Jones is part of a group of about 20 friends who gather in the church community room to exchange news about themselves and the neighborhood. Just about everyone here laments that the gatherings are getting smaller and not lasting as long. They blame Sunday parking.\u003c/p>\n\u003cp>LeVell McClain said congregants don’t stay around to socialize because they have to start feeding the meters outside the church at noon. It costs $1 an hour.\u003c/p>\n\u003cp>“Normally this room would be full,\" McClain said. \"But everybody [has] to leave because of the meters.”\u003c/p>\n\u003cp>McClain, a retired Muni operator who has attended the church for 25 years, said, “The fact that the church is kind of like the backbone of the average community – I would think the city could kind of back off a little bit on making you pay to come to church.”\u003c/p>\n\u003caside class=\"pullquote alignleft\">A lot of members are not coming because they are on fixed income and they don’t have the money to pay for parking.\"\u003c/aside>\n\u003cp>The San Francisco Municipal Transportation Agency regulates the meters. Its spokesman, Paul Rose, said, \"In the 1940s when most of the businesses were closed on Sundays, Sundays may have been sacred. It’s not sacred at this point, as far as parking is concerned.\"\u003c/p>\n\u003cp>Rose said the Sunday meters should generate around $2 million annually, but contended that the change is not driven by money.\u003c/p>\n\u003cp>“There was a need for better parking management on Sundays,\" Rose said. \"There were very few parking spaces available. There was a lot of congestion, due to people circling or looking for parking throughout the city. They say that 33 percent of all congestion in San Francisco is due to circling or double parking or looking for that perfect parking space. And this will help with that.”\u003c/p>\n\u003cp>Only a handful of other cities in the country enforce parking meters on Sundays, including Sausalito and Los Angeles. Just this week, Chicago backed away from enforcing parking meters in residential areas on Sundays following a public outcry. In announcing the return of free Sunday parking, Chicago Mayor Rahm Emanuel quoted one resident who said, “You shouldn’t have to pay to go to church.”\u003c/p>\n\u003cp>In San Francisco, businesses are split on the issue. A merchants' association in the Castro neighborhood says it’s bad for business. But the San Francisco Chamber of Commerce supports it, as does the San Francisco Council of District Merchants. The council’s president, Henry Karnilowicz, says it’s all about turnover.\u003c/p>\n\u003cp>“We want to be able to have turnover traffic, so we don’t have people coming over and they are parking for the whole day,\" Karnilowicz said. \"Going to some sort of event, some sort of party and all that. And in the meantime, people who want to come to their business don’t have nowhere to park because these folks are parked for the full day.”\u003c/p>\n\u003cp>The Sunday meters start ticking at noon. So the churches that really feel the squeeze are those with afternoon services, such as St. Mark’s Institutional Baptist Church, located in the heart of the Mission District.\u003c/p>\n\u003cp>In midafternoon, Deacon Theodore Bennett stood outside in the street waiting to welcome guests for the 3 p.m. service. The city lets the church’s members park in the middle of the street, but Bennett said there is not enough space for everyone.\u003c/p>\n\u003cp>“A lot of members are not coming because they are on fixed income and they don’t have the money to pay for parking,\" Bennett said.\u003c/p>\n\u003cp>In this neighborhood, the meter costs $4.50 an hour. That’s $9 for two hours. Bennett said he’s thinking about complaining but, like most churchgoers in the city, he hasn't yet -- even though he got a $65 ticket for a meter violation last month.\u003c/p>\n\u003cp>And with that said, he headed into church and began singing.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Listen to the story:\u003cbr>\n\u003ciframe width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=http%3A%2F%2Fapi.soundcloud.com%2Ftracks%2F90465236\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>by Emily Green\u003c/em>\u003c/p>\n\u003cp>On Thursday, San Francisco once again takes up the controversial issue of parking meter expansion at a committee hearing. One issue will be Sunday meter enforcement, which took effect in late February. The change has angered many churchgoers, who say it is undermining community bonding and forcing people to pay money to worship.\u003c/p>\n\u003cfigure id=\"attachment_95856\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/05/01/sf-parking-meter-expansion/rs4687_002/\" rel=\"attachment wp-att-95856\">\u003cimg class=\"size-medium wp-image-95856\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/05/RS4687_002-300x200.jpg\" alt=\"Floyd Jones has attended the Jones Memorial United Methodist Church for the last 60 years. (Deborah Svoboda/KQED)\" width=\"300\" height=\"200\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Floyd Jones has attended the Jones Memorial United Methodist Church for the last 60 years. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Floyd Jones is one of those people. He has been coming to the Jones Memorial United Methodist Church in San Francisco’s Japantown neighborhood every Sunday for the past 60 years.\u003c/p>\n\u003cp>Jones is 88 years old, dapper and witty. He used to come here with his wife, Ruby. She died 5½ years ago. Now he comes alone, waving to friends as the service gets under way and singing along to the songs.\u003c/p>\n\u003cp>\"With the way that things are going, the social hour after church that we used to have -- people stayed 20, 30 minutes and had little servings in here sometime,\" said Floyd, standing outside the church. \"But that’s all out.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>When services ended around 11:30, Jones headed to the church’s multipurpose room to catch up with friends over coffee and cookies. \u003c!--more-->\u003c/p>\n\u003cp>Jones is part of a group of about 20 friends who gather in the church community room to exchange news about themselves and the neighborhood. Just about everyone here laments that the gatherings are getting smaller and not lasting as long. They blame Sunday parking.\u003c/p>\n\u003cp>LeVell McClain said congregants don’t stay around to socialize because they have to start feeding the meters outside the church at noon. It costs $1 an hour.\u003c/p>\n\u003cp>“Normally this room would be full,\" McClain said. \"But everybody [has] to leave because of the meters.”\u003c/p>\n\u003cp>McClain, a retired Muni operator who has attended the church for 25 years, said, “The fact that the church is kind of like the backbone of the average community – I would think the city could kind of back off a little bit on making you pay to come to church.”\u003c/p>\n\u003caside class=\"pullquote alignleft\">A lot of members are not coming because they are on fixed income and they don’t have the money to pay for parking.\"\u003c/aside>\n\u003cp>The San Francisco Municipal Transportation Agency regulates the meters. Its spokesman, Paul Rose, said, \"In the 1940s when most of the businesses were closed on Sundays, Sundays may have been sacred. It’s not sacred at this point, as far as parking is concerned.\"\u003c/p>\n\u003cp>Rose said the Sunday meters should generate around $2 million annually, but contended that the change is not driven by money.\u003c/p>\n\u003cp>“There was a need for better parking management on Sundays,\" Rose said. \"There were very few parking spaces available. There was a lot of congestion, due to people circling or looking for parking throughout the city. They say that 33 percent of all congestion in San Francisco is due to circling or double parking or looking for that perfect parking space. And this will help with that.”\u003c/p>\n\u003cp>Only a handful of other cities in the country enforce parking meters on Sundays, including Sausalito and Los Angeles. Just this week, Chicago backed away from enforcing parking meters in residential areas on Sundays following a public outcry. In announcing the return of free Sunday parking, Chicago Mayor Rahm Emanuel quoted one resident who said, “You shouldn’t have to pay to go to church.”\u003c/p>\n\u003cp>In San Francisco, businesses are split on the issue. A merchants' association in the Castro neighborhood says it’s bad for business. But the San Francisco Chamber of Commerce supports it, as does the San Francisco Council of District Merchants. The council’s president, Henry Karnilowicz, says it’s all about turnover.\u003c/p>\n\u003cp>“We want to be able to have turnover traffic, so we don’t have people coming over and they are parking for the whole day,\" Karnilowicz said. \"Going to some sort of event, some sort of party and all that. And in the meantime, people who want to come to their business don’t have nowhere to park because these folks are parked for the full day.”\u003c/p>\n\u003cp>The Sunday meters start ticking at noon. So the churches that really feel the squeeze are those with afternoon services, such as St. Mark’s Institutional Baptist Church, located in the heart of the Mission District.\u003c/p>\n\u003cp>In midafternoon, Deacon Theodore Bennett stood outside in the street waiting to welcome guests for the 3 p.m. service. The city lets the church’s members park in the middle of the street, but Bennett said there is not enough space for everyone.\u003c/p>\n\u003cp>“A lot of members are not coming because they are on fixed income and they don’t have the money to pay for parking,\" Bennett said.\u003c/p>\n\u003cp>In this neighborhood, the meter costs $4.50 an hour. That’s $9 for two hours. Bennett said he’s thinking about complaining but, like most churchgoers in the city, he hasn't yet -- even though he got a $65 ticket for a meter violation last month.\u003c/p>\n\u003cp>And with that said, he headed into church and began singing.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Listen to the story:\u003cbr>\n\u003ciframe width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=http%3A%2F%2Fapi.soundcloud.com%2Ftracks%2F90465236\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "how-bay-area-street-designs-can-kill-pedestrians",
"title": "How Bay Area Street Designs Can Kill Pedestrians",
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"content": "\u003cp>by Zusha Elinson, \u003ca href=\"http://cironline.org/reports/car-king-street-design-detriment-pedestrians-4441\">Center for Investigative Reporting\u003c/a>\u003c/p>\n\u003cp>After Jose Flores Miguel, 65, was killed in 2010 crossing a busy Concord boulevard, city officials took action: They scraped off the crosswalk where he took his last steps and installed a metal gate with a sign warning walkers not to cross there.\u003c/p>\n\u003cp>But that didn’t solve the problem. With the next crosswalk 460 feet away, people still cut across the five lanes of Clayton Road at Barbis Way, where Flores is remembered with a wooden cross decorated with rosaries and surrounded by yellow tulips. The draws are a bus stop and shopping center on the north side of the street.\u003c/p>\n\u003cp>\u003cstrong>This Center for Investigative Reporting video examines the prosecution of drivers who kill pedestrians:\u003cbr>\n\u003c/strong>\u003cbr>\n[youtube http://www.youtube.com/watch?v=3RJMKk6NmHM?rel=0]\u003c/p>\n\u003cp>Flores’ daughter, Maria Banjos, said the city should have improved the crosswalk, perhaps with signs or lights, instead of getting rid of it.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“If I was going to sue the city, it wouldn’t have been for money – it would have been for injustice and so that there wouldn’t be so many accidents like the one with my father,” Banjos said. “We have seen people crossing there so many times since then.”\u003c!--more-->\u003c/p>\n\u003caside class=\"pullquote alignleft\">\n\u003cul>\n\u003cli>\u003ca href=\"http://cironline.org/reports/bay-area-drivers-who-kill-pedestrians-rarely-face-punishment-analysis-finds-4420\" target=\"_blank\" rel=\"noopener\">Why motorists rarely face prosecution for killing pedestrians\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"http://cironline.org/reports/map-bay-area-fatal-pedestrian-crossings-4439\">A map of pedestrian deaths in the Bay Area\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"http://cironline.org/reports/how-we-analyzed-pedestrian-fatalities-4421\" target=\"_blank\" rel=\"noopener\">How the Center for Investigative Reporting analyzed pedestrian deaths\u003c/a>\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>The stretch of Clayton Road embodies many of the ways American street design can be hostile to pedestrians: wide roadways with fast-moving traffic and long stretches between crosswalks at traffic signals. Such thoroughfares are particularly dangerous for the elderly.\u003c/p>\n\u003cp>In retirement, Flores, a punctual man, relied on public transit. He would cross the street nearly every day to catch the bus or pick up groceries – as he was doing the evening he was killed.\u003c/p>\n\u003cp>In each of the Bay Area’s five largest counties, the roads with the most pedestrian deaths were multilane thoroughfares where traffic reaches 35 mph or more, according to a Center for Investigative Reporting review of fatalities from 2007 through 2011.\u003c/p>\n\u003cp>State Route 82, the historic El Camino Real that runs from San Jose to San Francisco, was the most deadly in the Bay Area, claiming 18 lives in five years. San Jose’s Capitol Expressway saw six deaths. Five people died on Fremont’s Mowry Avenue, another suburban thoroughfare with long stretches between crosswalks. In San Francisco, Geary Boulevard, 19th Avenue and Mission Street were the most deadly streets. Three pedestrians died on Clayton Road, the most of any street in Concord.\u003c/p>\n\u003cfigure id=\"attachment_95775\" class=\"wp-caption alignleft\" style=\"max-width: 328px\">\u003ca href=\"http://ww2.kqed.org/news/2013/05/01/bay-area-drivers-who-kill-pedestrians-rarely-face-punishment-analysis-finds/wooden-cross/\" rel=\"attachment wp-att-95775\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-95775 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/05/wooden-cross.jpg\" alt=\"A wooden cross at the intersection of Clayton Road and Barbis Way in Concord memorializes the death of Jose Flores Miguel. (Adithya Sambamurthy/Center for Investigative Reporting)\" width=\"328\" height=\"219\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A wooden cross at the intersection of Clayton Road and Barbis Way in Concord memorializes the death of Jose Flores Miguel. (Adithya Sambamurthy/Center for Investigative Reporting)\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area also stands out from the rest of the country in pedestrians being killed in crosswalks. More than a third of the 434 who died during those five years were hit in legal crossing spots, CIR found – about three times the national average.\u003c/p>\n\u003cp>More than a third of those deadly crosswalks are marked only with paint on the pavement, lacking any additional warning for drivers, such as a stoplight, stop sign or flashing lights.\u003c/p>\n\u003cp>Streets sometimes favor cars in subtle ways. CIR found that some crosswalk signals where pedestrians were killed were not timed to federal standards – and therefore not giving people enough time to cross.\u003c/p>\n\u003cp>Traffic engineering for so many years was just not mindful of pedestrians; for so many years, it was just about moving cars,” said Michelle Ernst, lead author of “Dangerous by Design,” the national pedestrian fatality study by research and advocacy group Transportation for America.\u003c/p>\n\u003cp>To be sure, the urban Bay Area is better designed for walkers than more suburban parts of the country where sidewalks are rare and crosswalks even rarer. But officials are reluctant to make improvements even after fatal crashes, CIR found.\u003c/p>\n\u003cp>After repeated deaths in Atherton, Councilman Bill Widmer implored the California Department of Transportation to add flashing lights at some crosswalks on El Camino Real. He said a state official told him it could happen – in three to six years.\u003c/p>\n\u003cp>“I thought he was joking,” Widmer said. “There is a mile-and-a-quarter stretch where there are no lights, so the vehicles speed up to make up some time. It’s residential there, so people are trying to get across – it’s a mess that needs to be fixed.”\u003c/p>\n\u003cp>Caltrans spokesman Robert Haus responded in an email that his agency is working with cities to improve pedestrian safety along El Camino Real: Signs will be installed and white triangles painted on the pavement to warn drivers of upcoming crosswalks. Some crossings also will get pedestrian-activated flashing lights, he said.\u003c/p>\n\u003cp>“We want to provide the safest facilities and are always looking for ways to improve them,” Haus wrote. “Every life lost is serious to Caltrans whether caused by an impaired, inattentive or inexperienced driver. Every road is only as safe as the drivers who use them.”\u003c/p>\n\u003cp>On city streets, local leaders have let crosswalks fade and failed to reset crosswalk signals to the slower federal standards. And by removing the crosswalk in Concord where Jose Flores Miguel died, along with another crosswalk 800 feet away with no traffic signal, the city might have made things worse on Clayton Road, some experts said.\u003c/p>\n\u003cp>The city did add a new traffic light down the road at the same time, but the gap between lights is now nearly one-third of a mile.\u003c/p>\n\u003cp>“Too often, the spacing of the walks with better controls are too far apart,” said Michael Moule, a transportation engineer with the San Francisco-based consulting firm Nelson\\Nygaard. “The question should not be to mark or not to mark, but the question should be, ‘How do we best help pedestrians to cross?’ ”\u003c/p>\n\u003cfigure id=\"attachment_95776\" class=\"wp-caption alignright\" style=\"max-width: 328px\">\u003ca href=\"http://ww2.kqed.org/news/2013/05/01/bay-area-drivers-who-kill-pedestrians-rarely-face-punishment-analysis-finds/seniors-crossing-the-street/\" rel=\"attachment wp-att-95776\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-95776\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/05/seniors-crossing-the-street.jpg\" alt=\"Seniors cross Alum Rock Avenue near the Eastside Neighborhood Center in San Jose.(Noah Berger/Center for Investigative Reporting)\" width=\"328\" height=\"209\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Seniors cross Alum Rock Avenue near the Eastside Neighborhood Center in San Jose.(Noah Berger/Center for Investigative Reporting) \u003ccite>(Noah Berger/Center for Investigative Reporting)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ray Kuzbari, Concord’s transportation manager, said the changes made the road safer for walkers.\u003c/p>\n\u003cp>“It’s safer to direct pedestrians to cross at the signalized intersections,” Kuzbari said. “There’s many arterials where the distance could be more than half a mile between traffic signals. I think, to the contrary, this is a very walkable distance.”\u003c/p>\n\u003cp>Six pedestrians were hit along that stretch from 2007 to the day Flores was killed, Feb. 15, 2010. Crash data since then is incomplete, but at least one more pedestrian has been hit there.\u003c/p>\n\u003cp>\u003cstrong>Risk Rises With Speeds\u003c/strong>\u003c/p>\n\u003cp>Speed kills. The odds of being killed by a car traveling 40 mph are more than five times greater than by a car going 30 mph, according to a 2010 study by the London Department for Transport.\u003c/p>\n\u003cp>About 60 percent of pedestrian deaths in the United States between 2000 and 2009 took place on roads with a speed limit of 40 mph or more, according to “Dangerous by Design.” Meanwhile, 1 percent of the deaths in which the speed limit could be determined happened on roads with a 20 mph limit or less.\u003c/p>\n\u003cp>In Concord, Marie Judy Jensen told police she was traveling about 40 mph on Clayton Road as she approached Barbis Way in the lane closest to the center around 6 p.m. The speed limit there is 35.\u003c/p>\n\u003cp>Jensen, a retired bus driver, told police she saw a “shadow or blur” of a white jacket – but it was too late. The right side of her 2003 Buick slammed into Flores and sent him about 50 feet into the farthest lane.\u003c/p>\n\u003cp>Banjos, Flores’ daughter, ran out of the family’s home a half-block away. She saw traffic stopped and her father on the ground, his shoes and groceries scattered in the street. Banjos rushed to Flores’ side and heard him take a last breath, full of blood, she said.\u003c/p>\n\u003cp>The impact fractured Flores’ skull, sternum, ribs and tibia, the coroner found. It caused his brain to hemorrhage. He was pronounced dead on arrival at the hospital. The cause of death: “blunt force head and chest injury.”\u003c/p>\n\u003cp>The speed limit on El Camino Real as it passes through Santa Clara also is 35 mph. Kim Chinh Wilson was in that zone, driving between 27 and 36 mph, when she hit Santosh Racherla, 22, as he crossed the thoroughfare Jan. 16, 2009, police later would conclude.\u003c/p>\n\u003cp>As the Indian exchange student entered the third lane, witnesses said he “put out his right hand in an attempt to deflect” Wilson’s Chevrolet.\u003c/p>\n\u003cp>Racherla flipped into the air, his head hit the windshield, and he was carried on the hood for 51 feet before the car stopped and he rolled to the ground. Racherla suffered major head trauma and brain swelling. He was pronounced brain dead within an hour.\u003c/p>\n\u003cp>Caltrans should find ways to lower the speed on El Camino Real, said Dan Burden, a former Florida Department of Transportation official who runs the Washington state-based nonprofit Walkable and Livable Communities Institute.\u003c/p>\n\u003cp>“I would say that the biggest factor to look at is the dominant speed,” Burden said. “The higher speed, the more likely the fatality.”\u003c/p>\n\u003cp>Haus, the Caltrans spokesman, said any speed limits under the maximum 65 mph for freeways and 55 mph for conventional highways must be supported with engineering and traffic surveys.\u003c/p>\n\u003cp>“Further, the American Automobile Association published a study that says an artificially-low speed limit can actually increase the accident rate,” Haus wrote.\u003c/p>\n\u003cp>But a 2011 AAA Foundation for Traffic Safety report on pedestrian fatalities also found that the risk of death increased markedly with speed, rising from 10 percent at 23 mph to 25 percent at 32 mph and up to 90 percent at 58 mph.\u003c/p>\n\u003cp>\u003cstrong> Marking Crosswalks\u003c/strong>\u003c/p>\n\u003cp>The erased crosswalk in Concord illustrates the ongoing debate about the safety of crosswalks without traffic lights or signs to stop traffic. Some traffic planners say they pose more of a danger to pedestrians than no crosswalks, giving a false sense of security amid swift-moving traffic.\u003c/p>\n\u003cp>A recent study on the subject for the Federal Highway Administration found no difference between crash rates at marked and unmarked crosswalks on two-lane roads. But on streets with more than two lanes, the study found that a marked crosswalk “was associated with a higher pedestrian crash rate.”\u003c/p>\n\u003cp>The author of the federally funded study, Charles Zegeer of the University of North Carolina at Chapel Hill, wrote that simple improvements such as raised medians could “significantly lower pedestrian crash rates on multilane roads.”\u003c/p>\n\u003cp>Flashing lights on the sides and middle – and embedded in the roadbed – are potential improvements missing from many crosswalks in the Bay Area.\u003c/p>\n\u003cp>Lacking those, pedestrians sometimes take matters into their own hands. Millbrae resident Jean Escobar, who was hit in an El Camino Real crosswalk with her 13-year-old son last fall, has taken to carrying glow sticks to alert motorists during the evening.\u003c/p>\n\u003cp>Even at crossings with full traffic lights, pedestrians don’t always have enough time to cross the street. In 2009, the federal standard for crosswalk signals was changed from 4 feet per second to 3.5 feet per second to give people more time to cross. But compliance is uneven.\u003c/p>\n\u003cp>Morena Torres, 59, was killed in 2010 while crossing Tasman Drive at Calle Del Sol near a shopping center, a long walk across seven lanes and two light-rail tracks in Santa Clara. CIR found that the length of that crosswalk, 127 feet, would require more than 36 seconds to cross. But on a recent afternoon, the crosswalk signal allowed less than 32 seconds – the out-of-date rate of 4 feet per second.\u003c/p>\n\u003cp>Investigators concluded that the pedestrian was at fault for walking on a “don’t walk” signal, but it is unclear if the signal changed too quickly that day because authorities don’t make full collision reports available in cases in which no charges are filed or arrests are made.\u003c/p>\n\u003cp>Fred Laigo, a Santa Clara traffic operations engineer, acknowledged that the timing there was not set at the new slower standard. He said the city is in the process of updating all its intersections.\u003c/p>\n\u003cp>In San Francisco, 500 – or about half – of the city’s intersections have been updated, according to Paul Rose, spokesman for the San Francisco Municipal Transportation Agency. In San Jose, public works crews have retimed 600 of the 900, said Lily Lim-Tsao, a program manager for the city.\u003c/p>\n\u003cp>\u003cstrong>Inconvenient Bus Stops\u003c/strong>\u003c/p>\n\u003cp>Because cars are given priority in street design, bus stops can land in inconvenient locations – far from crosswalks or traffic lights. And, CIR’s analysis shows, transit-dependent senior citizens tend to suffer most.\u003c/p>\n\u003cp>Teresita Malixi, 68, was on her way to catch a bus in San Jose when she was hit and killed by a Land Rover in 2008. The following year, Thalia Hsiung, 74, was walking to another San Jose bus stop when she was struck and killed.\u003c/p>\n\u003cp>Roads in San Jose’s Alum Rock corridor are in poor condition. Many of the seniors who visit the Eastside Neighborhood Center on Alum Rock Avenue for meals and activities are immigrants who come on the bus. For years, the closest bus stop was midblock on the opposite side of the street, across four lanes of traffic.\u003c/p>\n\u003cp>“We knew what was going to happen,” said Milton Cadena, who runs the center for Catholic Charities. “That’s such a temptation. They just jaywalk.”\u003c/p>\n\u003cp>In 2011, a senior citizen who had come to the center for a meal was seriously injured while cutting across the street to the bus stop. The seniors protested, and the city moved the bus stop closer to an intersection with a stoplight and slowed the crosswalk signal to allow more time to cross.\u003c/p>\n\u003cp>But last May, Trinidad Cruz, 63, was killed nearby, on Jackson Avenue as it approaches Alum Rock Avenue. Cruz’s death reignited the outcry from seniors, who Cadena said now are pushing to lower area speed limits, too.\u003c/p>\n\u003cp>“We say thank you for the change,” Cadena said, “and we say hopefully we will see other changes, too.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>This story was edited by Amy Pyle and copy edited by Nikki Frick and Christine Lee.\u003c/p>\n\n",
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"title": "How Bay Area Street Designs Can Kill Pedestrians | KQED",
"description": "by Zusha Elinson, Center for Investigative Reporting After Jose Flores Miguel, 65, was killed in 2010 crossing a busy Concord boulevard, city officials took action: They scraped off the crosswalk where he took his last steps and installed a metal gate with a sign warning walkers not to cross there. But that didn’t solve the problem. With the next crosswalk 460 feet away, people still cut across the five lanes of Clayton Road at Barbis Way, where Flores is remembered with a wooden cross decorated with rosaries and surrounded by yellow tulips. The draws are a bus stop and shopping",
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"headline": "How Bay Area Street Designs Can Kill Pedestrians",
"datePublished": "2013-05-01T10:43:17-07:00",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>by Zusha Elinson, \u003ca href=\"http://cironline.org/reports/car-king-street-design-detriment-pedestrians-4441\">Center for Investigative Reporting\u003c/a>\u003c/p>\n\u003cp>After Jose Flores Miguel, 65, was killed in 2010 crossing a busy Concord boulevard, city officials took action: They scraped off the crosswalk where he took his last steps and installed a metal gate with a sign warning walkers not to cross there.\u003c/p>\n\u003cp>But that didn’t solve the problem. With the next crosswalk 460 feet away, people still cut across the five lanes of Clayton Road at Barbis Way, where Flores is remembered with a wooden cross decorated with rosaries and surrounded by yellow tulips. The draws are a bus stop and shopping center on the north side of the street.\u003c/p>\n\u003cp>\u003cstrong>This Center for Investigative Reporting video examines the prosecution of drivers who kill pedestrians:\u003cbr>\n\u003c/strong>\u003cbr>\n\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/3RJMKk6NmHM?rel=0'\n title='//www.youtube.com/embed/3RJMKk6NmHM?rel=0'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Flores’ daughter, Maria Banjos, said the city should have improved the crosswalk, perhaps with signs or lights, instead of getting rid of it.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“If I was going to sue the city, it wouldn’t have been for money – it would have been for injustice and so that there wouldn’t be so many accidents like the one with my father,” Banjos said. “We have seen people crossing there so many times since then.”\u003c!--more-->\u003c/p>\n\u003caside class=\"pullquote alignleft\">\n\u003cul>\n\u003cli>\u003ca href=\"http://cironline.org/reports/bay-area-drivers-who-kill-pedestrians-rarely-face-punishment-analysis-finds-4420\" target=\"_blank\" rel=\"noopener\">Why motorists rarely face prosecution for killing pedestrians\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"http://cironline.org/reports/map-bay-area-fatal-pedestrian-crossings-4439\">A map of pedestrian deaths in the Bay Area\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"http://cironline.org/reports/how-we-analyzed-pedestrian-fatalities-4421\" target=\"_blank\" rel=\"noopener\">How the Center for Investigative Reporting analyzed pedestrian deaths\u003c/a>\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>The stretch of Clayton Road embodies many of the ways American street design can be hostile to pedestrians: wide roadways with fast-moving traffic and long stretches between crosswalks at traffic signals. Such thoroughfares are particularly dangerous for the elderly.\u003c/p>\n\u003cp>In retirement, Flores, a punctual man, relied on public transit. He would cross the street nearly every day to catch the bus or pick up groceries – as he was doing the evening he was killed.\u003c/p>\n\u003cp>In each of the Bay Area’s five largest counties, the roads with the most pedestrian deaths were multilane thoroughfares where traffic reaches 35 mph or more, according to a Center for Investigative Reporting review of fatalities from 2007 through 2011.\u003c/p>\n\u003cp>State Route 82, the historic El Camino Real that runs from San Jose to San Francisco, was the most deadly in the Bay Area, claiming 18 lives in five years. San Jose’s Capitol Expressway saw six deaths. Five people died on Fremont’s Mowry Avenue, another suburban thoroughfare with long stretches between crosswalks. In San Francisco, Geary Boulevard, 19th Avenue and Mission Street were the most deadly streets. Three pedestrians died on Clayton Road, the most of any street in Concord.\u003c/p>\n\u003cfigure id=\"attachment_95775\" class=\"wp-caption alignleft\" style=\"max-width: 328px\">\u003ca href=\"http://ww2.kqed.org/news/2013/05/01/bay-area-drivers-who-kill-pedestrians-rarely-face-punishment-analysis-finds/wooden-cross/\" rel=\"attachment wp-att-95775\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-95775 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/05/wooden-cross.jpg\" alt=\"A wooden cross at the intersection of Clayton Road and Barbis Way in Concord memorializes the death of Jose Flores Miguel. (Adithya Sambamurthy/Center for Investigative Reporting)\" width=\"328\" height=\"219\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A wooden cross at the intersection of Clayton Road and Barbis Way in Concord memorializes the death of Jose Flores Miguel. (Adithya Sambamurthy/Center for Investigative Reporting)\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area also stands out from the rest of the country in pedestrians being killed in crosswalks. More than a third of the 434 who died during those five years were hit in legal crossing spots, CIR found – about three times the national average.\u003c/p>\n\u003cp>More than a third of those deadly crosswalks are marked only with paint on the pavement, lacking any additional warning for drivers, such as a stoplight, stop sign or flashing lights.\u003c/p>\n\u003cp>Streets sometimes favor cars in subtle ways. CIR found that some crosswalk signals where pedestrians were killed were not timed to federal standards – and therefore not giving people enough time to cross.\u003c/p>\n\u003cp>Traffic engineering for so many years was just not mindful of pedestrians; for so many years, it was just about moving cars,” said Michelle Ernst, lead author of “Dangerous by Design,” the national pedestrian fatality study by research and advocacy group Transportation for America.\u003c/p>\n\u003cp>To be sure, the urban Bay Area is better designed for walkers than more suburban parts of the country where sidewalks are rare and crosswalks even rarer. But officials are reluctant to make improvements even after fatal crashes, CIR found.\u003c/p>\n\u003cp>After repeated deaths in Atherton, Councilman Bill Widmer implored the California Department of Transportation to add flashing lights at some crosswalks on El Camino Real. He said a state official told him it could happen – in three to six years.\u003c/p>\n\u003cp>“I thought he was joking,” Widmer said. “There is a mile-and-a-quarter stretch where there are no lights, so the vehicles speed up to make up some time. It’s residential there, so people are trying to get across – it’s a mess that needs to be fixed.”\u003c/p>\n\u003cp>Caltrans spokesman Robert Haus responded in an email that his agency is working with cities to improve pedestrian safety along El Camino Real: Signs will be installed and white triangles painted on the pavement to warn drivers of upcoming crosswalks. Some crossings also will get pedestrian-activated flashing lights, he said.\u003c/p>\n\u003cp>“We want to provide the safest facilities and are always looking for ways to improve them,” Haus wrote. “Every life lost is serious to Caltrans whether caused by an impaired, inattentive or inexperienced driver. Every road is only as safe as the drivers who use them.”\u003c/p>\n\u003cp>On city streets, local leaders have let crosswalks fade and failed to reset crosswalk signals to the slower federal standards. And by removing the crosswalk in Concord where Jose Flores Miguel died, along with another crosswalk 800 feet away with no traffic signal, the city might have made things worse on Clayton Road, some experts said.\u003c/p>\n\u003cp>The city did add a new traffic light down the road at the same time, but the gap between lights is now nearly one-third of a mile.\u003c/p>\n\u003cp>“Too often, the spacing of the walks with better controls are too far apart,” said Michael Moule, a transportation engineer with the San Francisco-based consulting firm Nelson\\Nygaard. “The question should not be to mark or not to mark, but the question should be, ‘How do we best help pedestrians to cross?’ ”\u003c/p>\n\u003cfigure id=\"attachment_95776\" class=\"wp-caption alignright\" style=\"max-width: 328px\">\u003ca href=\"http://ww2.kqed.org/news/2013/05/01/bay-area-drivers-who-kill-pedestrians-rarely-face-punishment-analysis-finds/seniors-crossing-the-street/\" rel=\"attachment wp-att-95776\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-95776\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/05/seniors-crossing-the-street.jpg\" alt=\"Seniors cross Alum Rock Avenue near the Eastside Neighborhood Center in San Jose.(Noah Berger/Center for Investigative Reporting)\" width=\"328\" height=\"209\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Seniors cross Alum Rock Avenue near the Eastside Neighborhood Center in San Jose.(Noah Berger/Center for Investigative Reporting) \u003ccite>(Noah Berger/Center for Investigative Reporting)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ray Kuzbari, Concord’s transportation manager, said the changes made the road safer for walkers.\u003c/p>\n\u003cp>“It’s safer to direct pedestrians to cross at the signalized intersections,” Kuzbari said. “There’s many arterials where the distance could be more than half a mile between traffic signals. I think, to the contrary, this is a very walkable distance.”\u003c/p>\n\u003cp>Six pedestrians were hit along that stretch from 2007 to the day Flores was killed, Feb. 15, 2010. Crash data since then is incomplete, but at least one more pedestrian has been hit there.\u003c/p>\n\u003cp>\u003cstrong>Risk Rises With Speeds\u003c/strong>\u003c/p>\n\u003cp>Speed kills. The odds of being killed by a car traveling 40 mph are more than five times greater than by a car going 30 mph, according to a 2010 study by the London Department for Transport.\u003c/p>\n\u003cp>About 60 percent of pedestrian deaths in the United States between 2000 and 2009 took place on roads with a speed limit of 40 mph or more, according to “Dangerous by Design.” Meanwhile, 1 percent of the deaths in which the speed limit could be determined happened on roads with a 20 mph limit or less.\u003c/p>\n\u003cp>In Concord, Marie Judy Jensen told police she was traveling about 40 mph on Clayton Road as she approached Barbis Way in the lane closest to the center around 6 p.m. The speed limit there is 35.\u003c/p>\n\u003cp>Jensen, a retired bus driver, told police she saw a “shadow or blur” of a white jacket – but it was too late. The right side of her 2003 Buick slammed into Flores and sent him about 50 feet into the farthest lane.\u003c/p>\n\u003cp>Banjos, Flores’ daughter, ran out of the family’s home a half-block away. She saw traffic stopped and her father on the ground, his shoes and groceries scattered in the street. Banjos rushed to Flores’ side and heard him take a last breath, full of blood, she said.\u003c/p>\n\u003cp>The impact fractured Flores’ skull, sternum, ribs and tibia, the coroner found. It caused his brain to hemorrhage. He was pronounced dead on arrival at the hospital. The cause of death: “blunt force head and chest injury.”\u003c/p>\n\u003cp>The speed limit on El Camino Real as it passes through Santa Clara also is 35 mph. Kim Chinh Wilson was in that zone, driving between 27 and 36 mph, when she hit Santosh Racherla, 22, as he crossed the thoroughfare Jan. 16, 2009, police later would conclude.\u003c/p>\n\u003cp>As the Indian exchange student entered the third lane, witnesses said he “put out his right hand in an attempt to deflect” Wilson’s Chevrolet.\u003c/p>\n\u003cp>Racherla flipped into the air, his head hit the windshield, and he was carried on the hood for 51 feet before the car stopped and he rolled to the ground. Racherla suffered major head trauma and brain swelling. He was pronounced brain dead within an hour.\u003c/p>\n\u003cp>Caltrans should find ways to lower the speed on El Camino Real, said Dan Burden, a former Florida Department of Transportation official who runs the Washington state-based nonprofit Walkable and Livable Communities Institute.\u003c/p>\n\u003cp>“I would say that the biggest factor to look at is the dominant speed,” Burden said. “The higher speed, the more likely the fatality.”\u003c/p>\n\u003cp>Haus, the Caltrans spokesman, said any speed limits under the maximum 65 mph for freeways and 55 mph for conventional highways must be supported with engineering and traffic surveys.\u003c/p>\n\u003cp>“Further, the American Automobile Association published a study that says an artificially-low speed limit can actually increase the accident rate,” Haus wrote.\u003c/p>\n\u003cp>But a 2011 AAA Foundation for Traffic Safety report on pedestrian fatalities also found that the risk of death increased markedly with speed, rising from 10 percent at 23 mph to 25 percent at 32 mph and up to 90 percent at 58 mph.\u003c/p>\n\u003cp>\u003cstrong> Marking Crosswalks\u003c/strong>\u003c/p>\n\u003cp>The erased crosswalk in Concord illustrates the ongoing debate about the safety of crosswalks without traffic lights or signs to stop traffic. Some traffic planners say they pose more of a danger to pedestrians than no crosswalks, giving a false sense of security amid swift-moving traffic.\u003c/p>\n\u003cp>A recent study on the subject for the Federal Highway Administration found no difference between crash rates at marked and unmarked crosswalks on two-lane roads. But on streets with more than two lanes, the study found that a marked crosswalk “was associated with a higher pedestrian crash rate.”\u003c/p>\n\u003cp>The author of the federally funded study, Charles Zegeer of the University of North Carolina at Chapel Hill, wrote that simple improvements such as raised medians could “significantly lower pedestrian crash rates on multilane roads.”\u003c/p>\n\u003cp>Flashing lights on the sides and middle – and embedded in the roadbed – are potential improvements missing from many crosswalks in the Bay Area.\u003c/p>\n\u003cp>Lacking those, pedestrians sometimes take matters into their own hands. Millbrae resident Jean Escobar, who was hit in an El Camino Real crosswalk with her 13-year-old son last fall, has taken to carrying glow sticks to alert motorists during the evening.\u003c/p>\n\u003cp>Even at crossings with full traffic lights, pedestrians don’t always have enough time to cross the street. In 2009, the federal standard for crosswalk signals was changed from 4 feet per second to 3.5 feet per second to give people more time to cross. But compliance is uneven.\u003c/p>\n\u003cp>Morena Torres, 59, was killed in 2010 while crossing Tasman Drive at Calle Del Sol near a shopping center, a long walk across seven lanes and two light-rail tracks in Santa Clara. CIR found that the length of that crosswalk, 127 feet, would require more than 36 seconds to cross. But on a recent afternoon, the crosswalk signal allowed less than 32 seconds – the out-of-date rate of 4 feet per second.\u003c/p>\n\u003cp>Investigators concluded that the pedestrian was at fault for walking on a “don’t walk” signal, but it is unclear if the signal changed too quickly that day because authorities don’t make full collision reports available in cases in which no charges are filed or arrests are made.\u003c/p>\n\u003cp>Fred Laigo, a Santa Clara traffic operations engineer, acknowledged that the timing there was not set at the new slower standard. He said the city is in the process of updating all its intersections.\u003c/p>\n\u003cp>In San Francisco, 500 – or about half – of the city’s intersections have been updated, according to Paul Rose, spokesman for the San Francisco Municipal Transportation Agency. In San Jose, public works crews have retimed 600 of the 900, said Lily Lim-Tsao, a program manager for the city.\u003c/p>\n\u003cp>\u003cstrong>Inconvenient Bus Stops\u003c/strong>\u003c/p>\n\u003cp>Because cars are given priority in street design, bus stops can land in inconvenient locations – far from crosswalks or traffic lights. And, CIR’s analysis shows, transit-dependent senior citizens tend to suffer most.\u003c/p>\n\u003cp>Teresita Malixi, 68, was on her way to catch a bus in San Jose when she was hit and killed by a Land Rover in 2008. The following year, Thalia Hsiung, 74, was walking to another San Jose bus stop when she was struck and killed.\u003c/p>\n\u003cp>Roads in San Jose’s Alum Rock corridor are in poor condition. Many of the seniors who visit the Eastside Neighborhood Center on Alum Rock Avenue for meals and activities are immigrants who come on the bus. For years, the closest bus stop was midblock on the opposite side of the street, across four lanes of traffic.\u003c/p>\n\u003cp>“We knew what was going to happen,” said Milton Cadena, who runs the center for Catholic Charities. “That’s such a temptation. They just jaywalk.”\u003c/p>\n\u003cp>In 2011, a senior citizen who had come to the center for a meal was seriously injured while cutting across the street to the bus stop. The seniors protested, and the city moved the bus stop closer to an intersection with a stoplight and slowed the crosswalk signal to allow more time to cross.\u003c/p>\n\u003cp>But last May, Trinidad Cruz, 63, was killed nearby, on Jackson Avenue as it approaches Alum Rock Avenue. Cruz’s death reignited the outcry from seniors, who Cadena said now are pushing to lower area speed limits, too.\u003c/p>\n\u003cp>“We say thank you for the change,” Cadena said, “and we say hopefully we will see other changes, too.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cfigure id=\"attachment_95580\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/04/29/95579/img_0966/\" rel=\"attachment wp-att-95580\">\u003cimg class=\"size-medium wp-image-95580\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/IMG_0966-300x225.jpg\" alt=\"A new plan seeks to cut the Bay Area's greenhouse gas emissions while the region continues to grow. (Photo: Craig Miller/KQED)\" width=\"300\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A new plan seeks to cut the Bay Area's greenhouse gas emissions while the region continues to grow. (Craig Miller/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>This won’t come as a surprise to Bay Area residents: the region is still growing. By one estimate, the Bay Area will add two million people by 2040, a 30 percent increase over today’s population of about seven million.\u003c/p>\n\u003cp>More people means more housing and more traffic. But regional planning agencies have another target to contend with: by 2040, the Bay Area must cut its greenhouse gas emission by 15 percent. It’s part of SB 375, a state law requiring local communities to help meet California’s climate change goals through land use and transit planning.\u003c/p>\n\u003cp>The Bay Area’s effort is being coordinated with \u003ca href=\"http://onebayarea.org/regional-initiatives/plan-bay-area.html\">Plan Bay Area\u003c/a>, a region wide development plan being put together by the \u003ca href=\"http://www.abag.ca.gov/\">Association of Bay Area Governments\u003c/a> (ABAG) and the \u003ca href=\"http://www.mtc.ca.gov/\">Metropolitan Transportation Commission\u003c/a> (MTC).\u003c/p>\n\u003cp>“We have had a pattern in the past of extending our development and urban frontiers into our open space and green space,” says Miriam Chion, Planning and Research Director at ABAG. “And that resulted in a lot more driving.”\u003c/p>\n\u003cp>Chion says the key to cutting greenhouse gas emissions is giving residents more options for public transit or walking. Plan Bay Area identifies “Priority Development Areas,” where 80 percent of new housing and 60 percent of new jobs would be located in walkable neighborhoods that are close to transit and series.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>This continues an existing trend, says Chion. “Many of our knowledge-base workers and businesses are choosing urban settings over traditional office park locations,” she says.\u003c!--more-->\u003c/p>\n\u003cp>The plan also seeks to minimize sprawl by keeping future growth within existing urban boundaries. “That’s a huge statement,” says Stephanie Reyes of the \u003ca href=\"http://www.greenbelt.org/\">Greenbelt Alliance\u003c/a>. “No other region comes even close to achieving that level of in-fill development and open space protection.”\u003c/p>\n\u003cp>Meeting these goals will be up to cities and counties, however. “There’s good news and bad news,” says Reyes. “Here in the Bay Area, many communities, though not all, are supportive of protecting our iconic landscapes and open spaces and are generally looking to build inward instead of outward.\u003c/p>\n\u003cp>“That said, some communities are more willing and enthusiastic than others to actually do that work of planning for and building homes for folks at all income levels,” Reyes says.\u003c/p>\n\u003cp>Cities and counties rely on their own general plans to guide development. “What changes might be made over the next 10, 20, 30 years, that is going to be decided locally,” says Linda Jackson, planning manager Transportation Authority of Marin.\u003c/p>\n\u003cp>The planning process has raised concerns from some communities over how much growth is included in the plan. “To the extent that Plan Bay Area in their projections for 2040 is higher than what a general plan or a town is currently planning for, there is some concern and awareness of having to discuss that kind of increased growth for their community,” says Jackson.\u003c/p>\n\u003cp>Local jurisdictions that adopt the plan’s goals will receive prioritized funding through the One Bay Area grant program. It provides $14 billion over the next several decades for transportation projects.\u003c/p>\n\u003cp>Still, supporters of the plan say it’s brought about much-needed conversations about the Bay Area’s future growth. “While the law is not full of lots of sticks and punishments, it has really had an enormous effect on the dialogue and conversation about growth in the region,” Reyes.\u003c/p>\n\u003cp>A \u003ca href=\"http://onebayarea.org/misc/open-town-hall.html\">public comment period\u003c/a> on the plan is open until May 16th. Marin, San Mateo, Santa Clara and Alameda Counties are \u003ca href=\"http://onebayarea.org/regional-initiatives/plan-bay-area/meetings-events/Public-Workshops-Public-Hearings.html\">holding public meetings this week\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Areas of Priority Development in Plan Bay Area:\u003c/strong>\u003cbr>\n\u003ciframe src=\"https://www.google.com/fusiontables/embedviz?viz=MAP&q=select+col11+from+1SpdnZntbc_gMzJoNe96Qwv6pnw6AntwWT0PEAZ8&h=false&lat=37.80686032250714&lng=-122.0846837548828&z=9&t=1&l=col11&y=2&tmplt=2\" frameborder=\"no\" scrolling=\"no\" width=\"600\" height=\"500\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_95580\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/04/29/95579/img_0966/\" rel=\"attachment wp-att-95580\">\u003cimg class=\"size-medium wp-image-95580\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/IMG_0966-300x225.jpg\" alt=\"A new plan seeks to cut the Bay Area's greenhouse gas emissions while the region continues to grow. (Photo: Craig Miller/KQED)\" width=\"300\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A new plan seeks to cut the Bay Area's greenhouse gas emissions while the region continues to grow. (Craig Miller/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>This won’t come as a surprise to Bay Area residents: the region is still growing. By one estimate, the Bay Area will add two million people by 2040, a 30 percent increase over today’s population of about seven million.\u003c/p>\n\u003cp>More people means more housing and more traffic. But regional planning agencies have another target to contend with: by 2040, the Bay Area must cut its greenhouse gas emission by 15 percent. It’s part of SB 375, a state law requiring local communities to help meet California’s climate change goals through land use and transit planning.\u003c/p>\n\u003cp>The Bay Area’s effort is being coordinated with \u003ca href=\"http://onebayarea.org/regional-initiatives/plan-bay-area.html\">Plan Bay Area\u003c/a>, a region wide development plan being put together by the \u003ca href=\"http://www.abag.ca.gov/\">Association of Bay Area Governments\u003c/a> (ABAG) and the \u003ca href=\"http://www.mtc.ca.gov/\">Metropolitan Transportation Commission\u003c/a> (MTC).\u003c/p>\n\u003cp>“We have had a pattern in the past of extending our development and urban frontiers into our open space and green space,” says Miriam Chion, Planning and Research Director at ABAG. “And that resulted in a lot more driving.”\u003c/p>\n\u003cp>Chion says the key to cutting greenhouse gas emissions is giving residents more options for public transit or walking. Plan Bay Area identifies “Priority Development Areas,” where 80 percent of new housing and 60 percent of new jobs would be located in walkable neighborhoods that are close to transit and series.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>This continues an existing trend, says Chion. “Many of our knowledge-base workers and businesses are choosing urban settings over traditional office park locations,” she says.\u003c!--more-->\u003c/p>\n\u003cp>The plan also seeks to minimize sprawl by keeping future growth within existing urban boundaries. “That’s a huge statement,” says Stephanie Reyes of the \u003ca href=\"http://www.greenbelt.org/\">Greenbelt Alliance\u003c/a>. “No other region comes even close to achieving that level of in-fill development and open space protection.”\u003c/p>\n\u003cp>Meeting these goals will be up to cities and counties, however. “There’s good news and bad news,” says Reyes. “Here in the Bay Area, many communities, though not all, are supportive of protecting our iconic landscapes and open spaces and are generally looking to build inward instead of outward.\u003c/p>\n\u003cp>“That said, some communities are more willing and enthusiastic than others to actually do that work of planning for and building homes for folks at all income levels,” Reyes says.\u003c/p>\n\u003cp>Cities and counties rely on their own general plans to guide development. “What changes might be made over the next 10, 20, 30 years, that is going to be decided locally,” says Linda Jackson, planning manager Transportation Authority of Marin.\u003c/p>\n\u003cp>The planning process has raised concerns from some communities over how much growth is included in the plan. “To the extent that Plan Bay Area in their projections for 2040 is higher than what a general plan or a town is currently planning for, there is some concern and awareness of having to discuss that kind of increased growth for their community,” says Jackson.\u003c/p>\n\u003cp>Local jurisdictions that adopt the plan’s goals will receive prioritized funding through the One Bay Area grant program. It provides $14 billion over the next several decades for transportation projects.\u003c/p>\n\u003cp>Still, supporters of the plan say it’s brought about much-needed conversations about the Bay Area’s future growth. “While the law is not full of lots of sticks and punishments, it has really had an enormous effect on the dialogue and conversation about growth in the region,” Reyes.\u003c/p>\n\u003cp>A \u003ca href=\"http://onebayarea.org/misc/open-town-hall.html\">public comment period\u003c/a> on the plan is open until May 16th. Marin, San Mateo, Santa Clara and Alameda Counties are \u003ca href=\"http://onebayarea.org/regional-initiatives/plan-bay-area/meetings-events/Public-Workshops-Public-Hearings.html\">holding public meetings this week\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Areas of Priority Development in Plan Bay Area:\u003c/strong>\u003cbr>\n\u003ciframe src=\"https://www.google.com/fusiontables/embedviz?viz=MAP&q=select+col11+from+1SpdnZntbc_gMzJoNe96Qwv6pnw6AntwWT0PEAZ8&h=false&lat=37.80686032250714&lng=-122.0846837548828&z=9&t=1&l=col11&y=2&tmplt=2\" frameborder=\"no\" scrolling=\"no\" width=\"600\" height=\"500\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>By The Associated Press\u003c/em>\u003c/p>\n\u003cp>SAN FRANCISCO — The new eastern span of the San Francisco-Oakland Bay Bridge has more than 1,200 bolts made from galvanized steel that is virtually identical to a high-strength alloy that a nationwide group of transportation officials banned for use on bridges because the bolts can crack, the \u003ca href=\"http://bit.ly/10LOYCl\">San Francisco Chronicle\u003c/a> reported Sunday.\u003c/p>\n\u003cfigure id=\"attachment_92879\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/29/news-pix-prop-8-oral-arguments-bay-bridge-bolts-snap-devils-slide-tunnel-opens/bay-bridge-bolts/\" rel=\"attachment wp-att-92879\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/bay-bridge-bolts-300x210.jpg\" alt=\"A view of the underside of the eastern side of the new Bay Bridge on March 27. Bolts can be seen in a rectangular formation in the center of the photo. Thirty-two steel rods on the new eastern span have snapped. (Deborah Svoboda/KQED)\" width=\"300\" height=\"210\" class=\"size-medium wp-image-92879\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of the underside of the eastern side of the new Bay Bridge on March 27. Bolts can be seen in a rectangular formation in the center of the photo. Thirty-two steel rods on the new eastern span have snapped. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The bolts are used to anchor structures designed to keep the bridge stable in an earthquake, band the main cables together, hold the cables down at the top of the tower and bind them to the road decks.\u003c/p>\n\u003cp>Caltrans said last week that it was testing 192 bolts on the bridge that are similar to 32 galvanized bolts that cracked when workers tightened them in March.\u003c/p>\n\u003cp>The failed bolts were among 96 supplied in 2008 by Ohio-based Dyson Corp., the same firm that delivered the batch of 192 bolts two years later, The Chronicle said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Documents examined by the Chronicle show the state has purchased 932 other fasteners for the bridge in the past five years that—like the failed bolts—were made of high-strength, galvanized steel.\u003c/p>\n\u003cp>“This is completely the wrong material for use in this application,” Charles McMahon, emeritus professor of materials science at the University of Pennsylvania, told the Chronicle. “I have devoted decades of my career to studying this. This steel is almost guaranteed to give you cracking under these conditions.”\u003c/p>\n\u003cp>The \u003ca href=\"http://www.transportation.org/Pages/default.aspx\" target=\"_blank\" rel=\"noopener\">American Association of State Highway Transportation Officials\u003c/a>, a national organization that sets standards for steel used in large highway structures, bans high-strength, galvanized bolts for bridges, the Chronicle said.\u003c/p>\n\u003cp>Last year, the \u003ca href=\"https://www.fhwa.dot.gov/\" target=\"_blank\" rel=\"noopener\">Federal Highway Administration\u003c/a> warned the state highway officials group about galvanizing such hardened steel for bridge use. Such bolts “are susceptible to possible stress corrosion cracking and embrittlement during galvanizing,” the federal agency said.\u003c/p>\n\u003cp>But Caltrans said in a statement to the Associated Press said that it used standards set by the \u003ca href=\"http://www.astm.org/\" target=\"_blank\" rel=\"noopener\">American Society for Testing and Materials\u003c/a>, an organization that, according to its website, develops and disseminates high-quality standards and technical information.\u003c/p>\n\u003cp>“The design team determined that in this application, American Society for Testing and Materials standards were appropriate. We ordered the steel consistent with those standards and in a way to guard against hydrogen embrittlement,” Caltrans Director Malcolm Dougherty said in the statement.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“In March, bolts broke at one location and we’re going to solve that problem. If that means replacing more rods, that’s what we’ll do. We’re taking a very thorough and methodical approach that is based on scientific evidence and rigorous testing,” the statement said.\u003c/p>\n\n",
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"description": "By The Associated Press SAN FRANCISCO — The new eastern span of the San Francisco-Oakland Bay Bridge has more than 1,200 bolts made from galvanized steel that is virtually identical to a high-strength alloy that a nationwide group of transportation officials banned for use on bridges because the bolts can crack, the San Francisco Chronicle",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>By The Associated Press\u003c/em>\u003c/p>\n\u003cp>SAN FRANCISCO — The new eastern span of the San Francisco-Oakland Bay Bridge has more than 1,200 bolts made from galvanized steel that is virtually identical to a high-strength alloy that a nationwide group of transportation officials banned for use on bridges because the bolts can crack, the \u003ca href=\"http://bit.ly/10LOYCl\">San Francisco Chronicle\u003c/a> reported Sunday.\u003c/p>\n\u003cfigure id=\"attachment_92879\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/29/news-pix-prop-8-oral-arguments-bay-bridge-bolts-snap-devils-slide-tunnel-opens/bay-bridge-bolts/\" rel=\"attachment wp-att-92879\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/bay-bridge-bolts-300x210.jpg\" alt=\"A view of the underside of the eastern side of the new Bay Bridge on March 27. Bolts can be seen in a rectangular formation in the center of the photo. Thirty-two steel rods on the new eastern span have snapped. (Deborah Svoboda/KQED)\" width=\"300\" height=\"210\" class=\"size-medium wp-image-92879\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of the underside of the eastern side of the new Bay Bridge on March 27. Bolts can be seen in a rectangular formation in the center of the photo. Thirty-two steel rods on the new eastern span have snapped. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The bolts are used to anchor structures designed to keep the bridge stable in an earthquake, band the main cables together, hold the cables down at the top of the tower and bind them to the road decks.\u003c/p>\n\u003cp>Caltrans said last week that it was testing 192 bolts on the bridge that are similar to 32 galvanized bolts that cracked when workers tightened them in March.\u003c/p>\n\u003cp>The failed bolts were among 96 supplied in 2008 by Ohio-based Dyson Corp., the same firm that delivered the batch of 192 bolts two years later, The Chronicle said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Documents examined by the Chronicle show the state has purchased 932 other fasteners for the bridge in the past five years that—like the failed bolts—were made of high-strength, galvanized steel.\u003c/p>\n\u003cp>“This is completely the wrong material for use in this application,” Charles McMahon, emeritus professor of materials science at the University of Pennsylvania, told the Chronicle. “I have devoted decades of my career to studying this. This steel is almost guaranteed to give you cracking under these conditions.”\u003c/p>\n\u003cp>The \u003ca href=\"http://www.transportation.org/Pages/default.aspx\" target=\"_blank\" rel=\"noopener\">American Association of State Highway Transportation Officials\u003c/a>, a national organization that sets standards for steel used in large highway structures, bans high-strength, galvanized bolts for bridges, the Chronicle said.\u003c/p>\n\u003cp>Last year, the \u003ca href=\"https://www.fhwa.dot.gov/\" target=\"_blank\" rel=\"noopener\">Federal Highway Administration\u003c/a> warned the state highway officials group about galvanizing such hardened steel for bridge use. Such bolts “are susceptible to possible stress corrosion cracking and embrittlement during galvanizing,” the federal agency said.\u003c/p>\n\u003cp>But Caltrans said in a statement to the Associated Press said that it used standards set by the \u003ca href=\"http://www.astm.org/\" target=\"_blank\" rel=\"noopener\">American Society for Testing and Materials\u003c/a>, an organization that, according to its website, develops and disseminates high-quality standards and technical information.\u003c/p>\n\u003cp>“The design team determined that in this application, American Society for Testing and Materials standards were appropriate. We ordered the steel consistent with those standards and in a way to guard against hydrogen embrittlement,” Caltrans Director Malcolm Dougherty said in the statement.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“In March, bolts broke at one location and we’re going to solve that problem. If that means replacing more rods, that’s what we’ll do. We’re taking a very thorough and methodical approach that is based on scientific evidence and rigorous testing,” the statement said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"http://richmondconfidential.org/2013/04/23/richmond-tales-fest-turns-page-on-literacy-and-healthy-living/\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-95408\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/PhotoWeek130426healthfair.jpg\" alt=\"PhotoWeek130426healthfair\" width=\"640\" height=\"450\">\u003c/a>Jose Fernandez, 6, left, and Samantha Tovar, 6, hula-hoop prior to the start of the fifth annual \u003ca href=\"http://richmondconfidential.org/2013/04/23/richmond-tales-fest-turns-page-on-literacy-and-healthy-living/\">Richmond Tales Fest\u003c/a>: An Afternoon of Family Literacy and Healthy Living. (Tyler Orsburn/\u003ca href=\"http://richmondconfidential.org/\">Richmond Confidential\u003c/a>)\u003c/p>\n\u003cp>\u003ca href=\"http://www.berkeleyside.com/2013/04/22/post-office-says-it-will-sell-its-downtown-berkeley-building/\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-95409\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/PhotoWeek130426postoffice.jpg\" alt=\"PhotoWeek130426postoffice\" width=\"640\" height=\"450\">\u003c/a>On April 22, the U.S. Postal Service \u003ca href=\"http://www.berkeleyside.com/2013/04/22/post-office-says-it-will-sell-its-downtown-berkeley-building/\">confirmed it would sell its historic downtown Berkeley building\u003c/a> at 2000 Allston Way and relocate to another location nearby. This happened despite an appeal made in March by the Berkeley City Council that USPS wait a year before making a final decision on the relocation, and vocal opposition from a group of local residents. The move is prompted by financial necessity, said USPS. (Keoki Seu/\u003ca href=\"http://www.berkeleyside.com/\">Berkeleyside\u003c/a>)\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-95410\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/PhotoWeek130426solarplane.jpg\" alt=\"PhotoWeek130426solarplane\" width=\"640\" height=\"450\">Members of the public were invited to see the first \u003ca href=\"http://ww2.kqed.org/news/2013/04/23/where-and-when-to-catch-a-glimpse-of-first-night-flying-solar-plane-today/\" target=\"_blank\" rel=\"noopener\">solar-powered airplane\u003c/a>, Solar Impulse, at a public open house event at Moffett Field in Mountain View on Saturday, April 20. More than 1,000 people showed up to hear from Solar Impulse pilot André Borschberg and chairman Bertrand Piccard. The solar plane is scheduled to depart from Moffett on its Across America tour on May 1. (Caroline Davis/\u003ca href=\"http://peninsulapress.com/\">Peninsula Press\u003c/a>)\u003c!--more-->\u003c/p>\n\u003cp>\u003ca href=\"http://science.kqed.org/quest/2013/04/22/two-local-kids-are-semi-finalists-in-a-national-wildlife-art-contest/?utm_source=rss&utm_medium=rss&utm_campaign=two-local-kids-are-semi-finalists-in-a-national-wildlife-art-contest\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-95411\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/PhotoWeek130426gartersnake.jpg\" alt=\"PhotoWeek130426gartersnake\" width=\"640\" height=\"450\">\u003c/a>Two Bay Area kids are semi-finalists in a \u003ca href=\"http://science.kqed.org/quest/2013/04/22/two-local-kids-are-semi-finalists-in-a-national-wildlife-art-contest/?utm_source=rss&utm_medium=rss&utm_campaign=two-local-kids-are-semi-finalists-in-a-national-wildlife-art-contest\">national art contest celebrating endangered species\u003c/a>. First-grader Hannah Chacko, of San Francisco, turned in this colorful drawing of the endangered San Francisco garter snake. (Amy Standen/KQED)\u003c/p>\n\u003cp>\u003ca href=\"http://richmondconfidential.org/2013/04/19/swett-defeat-oilers-move-into-first-place-tie/\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-95412\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/PhotoWeek130426baseball.jpg\" alt=\"PhotoWeek130426baseball\" width=\"640\" height=\"450\">\u003c/a>Richmond High Oilers’ third baseman Chris Lopez flies out to center field in the bottom of the first inning of a \u003ca href=\"http://richmondconfidential.org/2013/04/26/oilers-take-season-series-defeat-eagles-7-6/\">game against crosstown rivals the Kennedy Eagles\u003c/a>. Richmond stranded two base runners in the inning, but managed to squeak out a win, 7-6. (Tyler Orsburn / \u003ca href=\"http://richmondconfidential.org/\">Richmond Confidential\u003c/a>)\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://www.berkeleyside.com/2013/04/23/cal-day-when-uc-berkeley-opens-its-doors-to-the-world/\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-95414\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/PhotoWeek130426CALday.jpg\" alt=\"PhotoWeek130426CALday\" width=\"640\" height=\"450\">\u003c/a>Every year, UC Berkeley throws its campus open to showcase what the university has to offer. On Saturday, April 20, an estimated 45,000 current and prospective students and their families attended \u003ca href=\"http://www.berkeleyside.com/2013/04/23/cal-day-when-uc-berkeley-opens-its-doors-to-the-world/\">Cal Day 2013\u003c/a>, the school’s official open house. (\u003ca href=\"http://www.flickr.com/photos/boofood/\">Siciliana Trevin\u003c/a>o/\u003ca href=\"http://www.berkeleyside.com\">Berkeleyside\u003c/a>)\u003c/p>\n\n",
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"order": 9
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"meta": {
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"id": "fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"hidden-brain": {
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"airtime": "SUN 7pm-8pm",
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"hyphenacion": {
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"order": 15
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"jerrybrown": {
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"order": 18
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},
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"title": "Latino USA",
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
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"source": "American Public Media"
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"meta": {
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"rss": "https://rss.art19.com/masters-of-scale"
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},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
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"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/onourwatch",
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"order": 11
},
"link": "/podcasts/onourwatch",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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},
"on-the-media": {
"id": "on-the-media",
"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",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
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},
"pbs-newshour": {
"id": "pbs-newshour",
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"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
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},
"link": "/radio/program/pbs-newshour",
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"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
"info": "KQED's series of daily listener commentaries since 1991.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
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"officialWebsiteLink": "/perspectives/",
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
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"npr": "https://www.npr.org/podcasts/432309616/perspectives",
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"planet-money": {
"id": "planet-money",
"title": "Planet Money",
"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",
"officialWebsiteLink": "https://www.npr.org/sections/money/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/planet-money",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
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"rss": "https://feeds.npr.org/510289/podcast.xml"
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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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"source": "kqed",
"order": 5
},
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