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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"They are definitely making it hard to get access to this area,\" she said.\u003c/p>\n\u003caside class=\"pullquote alignleft\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/12/the-bird-vs-the-bypass-tree-sitter-fights-mendocino-highway-project/\">Warbler slideshow\u003c/a>\u003c/aside>\n\u003cp>Caltrans is building the bypass around downtown Willits where the highway currently slows down. Opponents say it will damage wetlands, bird habitat and rivers where coho salmon swim.\u003c/p>\n\u003cp>Warbler has perched 71 feet in the tree for the past 53 days, she said, and has no intention of coming down until Caltrans agrees to consider alternatives to the bypass.\u003c/p>\n\u003cp>The protests have delayed the project, the Ukiah Daily Journal \u003ca href=\"http://www.ukiahdailyjournal.com/ci_22837785/update-showdown-likely-between-protesters-and-caltrans\">reports\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Some anti-bypass activists had called for an \"occupy-style\" encampment starting Sunday night for the area along Highway 101 near the site of the ongoing protest tree-sit, but there was little sign of this activity. More than 50 protesters gathered at the Warbler tree sit protest on Monday. Early Tuesday morning, a number of protesters gathered again at the site, waving signs and singing songs.\u003c/p>\n\u003cp>Caltrans has already fallen behind in its construction schedule since the first field work started and then stopped Feb. 25 at the request of the California Department of Fish and Wildlife. The CDFW requested Caltrans improve its bird monitoring protocols before disturbing more vegetation.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>SACRAMENTO, Calif. (AP) — A majority of California voters say improving the state's water systems and creating a high-speed rail network are important, but they want to see smaller price tags attached to those projects.\u003c/p>\n\u003cfigure id=\"attachment_49259\" class=\"wp-caption alignright\" style=\"max-width: 288px\">\u003ca href=\"http://ww2.kqed.org/news/2011/12/07/as-the-high-speed-rail-debate-rages-on-stanford-historian-becomes-a-critic/high-speed-rail-5/\" rel=\"attachment wp-att-49259\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/12/high-speed-rail.jpg\" alt=\"Photo: California High-Speed Rail Authority\" width=\"288\" height=\"162\" class=\"size-full wp-image-49259\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: California High-Speed Rail Authority\u003c/figcaption>\u003c/figure>\n\u003cp>That's according to a poll released Wednesday by the Public Policy Institute of California. The survey found that 51 percent of likely voters would vote against the $11.1 billion water bond that is scheduled for a vote next year.\u003c/p>\n\u003cp>Asked how they would feel about a less costly proposal, support for the water bond increased to 55 percent. Likely voters expressed a similar view toward the state's $68 billion high-speed rail project.\u003c/p>\n\u003cp>Mark Baldassare, chief executive of the institute and the poll's director, said caution about increased state spending is a result of the recession's effects on California.\u003c/p>\n\u003cp>The poll also found a majority of Californians have negative impressions of the Republican Party. Nearly six in 10 Californians said the Democratic Party is more concerned about their needs, while one-quarter chose the Republican Party.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>SACRAMENTO, Calif. (AP) — A majority of California voters say improving the state's water systems and creating a high-speed rail network are important, but they want to see smaller price tags attached to those projects.\u003c/p>\n\u003cfigure id=\"attachment_49259\" class=\"wp-caption alignright\" style=\"max-width: 288px\">\u003ca href=\"http://ww2.kqed.org/news/2011/12/07/as-the-high-speed-rail-debate-rages-on-stanford-historian-becomes-a-critic/high-speed-rail-5/\" rel=\"attachment wp-att-49259\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/12/high-speed-rail.jpg\" alt=\"Photo: California High-Speed Rail Authority\" width=\"288\" height=\"162\" class=\"size-full wp-image-49259\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: California High-Speed Rail Authority\u003c/figcaption>\u003c/figure>\n\u003cp>That's according to a poll released Wednesday by the Public Policy Institute of California. The survey found that 51 percent of likely voters would vote against the $11.1 billion water bond that is scheduled for a vote next year.\u003c/p>\n\u003cp>Asked how they would feel about a less costly proposal, support for the water bond increased to 55 percent. Likely voters expressed a similar view toward the state's $68 billion high-speed rail project.\u003c/p>\n\u003cp>Mark Baldassare, chief executive of the institute and the poll's director, said caution about increased state spending is a result of the recession's effects on California.\u003c/p>\n\u003cp>The poll also found a majority of Californians have negative impressions of the Republican Party. Nearly six in 10 Californians said the Democratic Party is more concerned about their needs, while one-quarter chose the Republican Party.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>SAN FRANCISCO (BCN) — The San Francisco Municipal Transportation Agency Board of Directors voted on Tuesday to work towards a mobile phone application connecting passengers to taxis throughout the city.\u003c/p>\n\u003cfigure id=\"attachment_91859\" class=\"wp-caption alignright\" style=\"max-width: 250px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/20/san-francisco-muni-to-build-taxi-app-for-smart-phones/taxi-flickr-2/\" rel=\"attachment wp-att-91859\">\u003cimg class=\"size-full wp-image-91859\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/taxi-flickr.jpg\" alt=\"Photo: Flickr\" width=\"250\" height=\"188\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: Flickr\u003c/figcaption>\u003c/figure>\n\u003cp>The legislation would create an electronic taxi access network that would track data while forming an Internet accessible centralized dispatch service.\u003c/p>\n\u003cp>The board voted unanimously to amend the transportation code in part to allow the mobile phone service to be implemented, MTA spokesman Paul Rose said.\u003c/p>\n\u003cp>The legislation stems from the growing competition from other rideshare and car service programs, such as Lyft, Sidecar and Uber that take advantage of the connectivity of smartphone customers.\u003c/p>\n\u003cp>Support for the city's proposed taxi application appears split within the cab industry, longtime driver Brad Newsham said.\u003c!--more-->\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>At today's board meeting, cab drivers filled board chambers and an overflow room at City Hall, with several voicing concerns about the proposed legislation.\u003c/p>\n\u003cp>Newsham is in favor of a smartphone app, calling it a \"wonderful thing,\" especially if it will improve customer experience.\u003c/p>\n\u003cp>However he said he understands qualms other drivers have about the agency collecting data through the service, such as the length of rides, pick-up and destination locations, fares and number of passengers of driver's trips.\u003c/p>\n\u003cp>\"A lot of cab drivers like myself have been clamoring for a dispatch system that would be integrated fleet-wide,\" Newsham said.\u003c/p>\n\u003cp>On the other hand, Newsham said, \"I am completely in support of the people who are concerned with privacy invasion.\"\u003c/p>\n\u003cp>He said there is reluctance within the cab industry to give such detailed information about whereabouts and other activity.\u003c/p>\n\u003cp>Another contingent of cab drivers appear to be neutral on the technological changes, Newsham said.\u003c/p>\n\u003cp>Across the board, however, cabs are feeling the effects of smartphone-based companies, who take potential customers and do not have the same regulations and fees mandated by the city.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"When you have someone from the outside taking those fares,\" Newsham said. \"It's really a problem.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>SAN FRANCISCO (BCN) — The San Francisco Municipal Transportation Agency Board of Directors voted on Tuesday to work towards a mobile phone application connecting passengers to taxis throughout the city.\u003c/p>\n\u003cfigure id=\"attachment_91859\" class=\"wp-caption alignright\" style=\"max-width: 250px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/20/san-francisco-muni-to-build-taxi-app-for-smart-phones/taxi-flickr-2/\" rel=\"attachment wp-att-91859\">\u003cimg class=\"size-full wp-image-91859\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/taxi-flickr.jpg\" alt=\"Photo: Flickr\" width=\"250\" height=\"188\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: Flickr\u003c/figcaption>\u003c/figure>\n\u003cp>The legislation would create an electronic taxi access network that would track data while forming an Internet accessible centralized dispatch service.\u003c/p>\n\u003cp>The board voted unanimously to amend the transportation code in part to allow the mobile phone service to be implemented, MTA spokesman Paul Rose said.\u003c/p>\n\u003cp>The legislation stems from the growing competition from other rideshare and car service programs, such as Lyft, Sidecar and Uber that take advantage of the connectivity of smartphone customers.\u003c/p>\n\u003cp>Support for the city's proposed taxi application appears split within the cab industry, longtime driver Brad Newsham said.\u003c!--more-->\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>At today's board meeting, cab drivers filled board chambers and an overflow room at City Hall, with several voicing concerns about the proposed legislation.\u003c/p>\n\u003cp>Newsham is in favor of a smartphone app, calling it a \"wonderful thing,\" especially if it will improve customer experience.\u003c/p>\n\u003cp>However he said he understands qualms other drivers have about the agency collecting data through the service, such as the length of rides, pick-up and destination locations, fares and number of passengers of driver's trips.\u003c/p>\n\u003cp>\"A lot of cab drivers like myself have been clamoring for a dispatch system that would be integrated fleet-wide,\" Newsham said.\u003c/p>\n\u003cp>On the other hand, Newsham said, \"I am completely in support of the people who are concerned with privacy invasion.\"\u003c/p>\n\u003cp>He said there is reluctance within the cab industry to give such detailed information about whereabouts and other activity.\u003c/p>\n\u003cp>Another contingent of cab drivers appear to be neutral on the technological changes, Newsham said.\u003c/p>\n\u003cp>Across the board, however, cabs are feeling the effects of smartphone-based companies, who take potential customers and do not have the same regulations and fees mandated by the city.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"When you have someone from the outside taking those fares,\" Newsham said. \"It's really a problem.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "How Joe McConnell Sorts Out Bay Area Traffic (Archival Video)",
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"content": "\u003cp>On March 27th the Golden Gate Bridge will convert to all-electronic tolling. That’s big news to people who drive between Marin County and San Francisco. But it’s just one piece of the Bay Area’s traffic puzzle to traffic reporter Joe McConnell, a man who knows these highways better than just about anyone.\u003c/p>\n\u003cfigure id=\"attachment_91760\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/19/how-joe-mcconnell-sorts-out-bay-area-traffic-archival-video/joe-mcconnell/\" rel=\"attachment wp-att-91760\">\u003cimg class=\"size-medium wp-image-91760\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/Joe-McConnell-300x224.jpg\" alt=\"Joe McConnell\" width=\"300\" height=\"224\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Joe McConnell in his office at Total Traffic. (Joshua Johnson/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>McConnell has worked in radio since 1982, including traffic updates on KQED Public Radio. What does it take to do one of the toughest jobs in broadcasting for so many years?\u003c/p>\n\u003cp>These days McConnell works from a small studio (about the size of a handicapped restroom stall) at the San Francisco offices of Total Traffic. It’s the service formerly known as Metro Traffic and Shadow Traffic, now owned by Clear Channel.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/mccconnell_feature.mp3\" target=\"_blank\">Listen to the story.\u003c/a>\u003cbr>\n[audio:http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/mcconnell_feature.mp3]His studio is simple, almost Spartan: just two computer screens, a microphone and a small console to connect with different stations. One screen contains various apps for writing reports, researching news and checking the roads, including a real-time map of highway sensors.\u003c!--more-->\u003c/p>\n\u003cp>“It’s kind of like looking at a big ant farm,” he laughs. “You’ll watch something happen and you’ll see it back up and see the streams change.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The highway-as-ant-farm appeals to McConnell’s background. He came to the Bay Area from his native Omaha, Neb. to get a Ph. D. in psychology from UC Berkeley.\u003c/p>\n\u003cp>“How people react and what they do and the decisions they make, are all evident right here on the traffic map. You can also watch the economy change by watching the traffic patterns…. traffic gets bad when the economy gets better, and traffic does actually improve when people lose their jobs.”\u003c/p>\n\u003cp>\u003cstrong>Here's what McConnell's job looked like in 1992\u003c/strong>\u003cbr>\n\u003cobject width=\"420\" height=\"315\" classid=\"d27cdb6e-ae6d-11cf-96b8-444553540000\" codebase=\"http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=6,0,40,0\">\u003cparam name=\"allowFullScreen\" value=\"true\">\u003cparam name=\"allowscriptaccess\" value=\"always\">\u003cparam name=\"src\" value=\"http://www.youtube.com/v/nbtFQrywH2k?version=3&hl=en_US&rel=0\">\u003cparam name=\"allowfullscreen\" value=\"true\">\u003cembed width=\"420\" height=\"315\" type=\"application/x-shockwave-flash\" src=\"http://www.youtube.com/v/nbtFQrywH2k?version=3&hl=en_US&rel=0\" allowfullscreen=\"true\" allowscriptaccess=\"always\">\u003c/embed>\u003c/object>\u003c/p>\n\u003cp>These days we can get traffic info from smartphone programs like Google Maps or Waze. But broadcast reports combine data from the public, law enforcement, road sensors, online maps and aircraft surveillance. After more than 25 years in the traffic business, McConnell says radio is still the ultimate, hands-free app.\u003c/p>\n\u003cp>“There are other ways to find out what’s going on, but you have to take your eyes off the road to figure them out,” McConnell says. A radio report is \"free; you don’t have to pay for it. And it’s the most immediate. We can tell you exactly what’s going on from all possible sources, the best we can possibly tell you. It’s still going to be the most up-to-date information you can get.”\u003c/p>\n\u003cp>Today McConnell's workload is mostly news, feeding Total Traffic’s national radio service. He records news updates for stations in Tennessee, Wisconsin and South Carolina, as well as a national news update. Stations download these reports from a server, though it’s unclear so far how many listeners receive this relatively new service. And the workload keeps growing, now including business and consumer news updates for Clear Channel’s streaming service iHeartRadio.\u003c/p>\n\u003cp>“I think over the years there have been some people who have run out of this job screaming,” McConnell laughs, “but I’ve stayed. I guess I’m just one of these people who, once I find a comfortable niche and I find something I’m really good at I just tend to do it. Because there's not that many things that I am good at. I’m not very good with a screwdriver or a hammer, and I’m no great business genius. But I’m good at this stuff. I enjoy the craft of it.”\u003c/p>\n\u003cp>On a typical weekday morning, there’s almost no way for any traffic report to mention every single incident or accident. But the information available to McConnell and other traffic reporters is far richer than is once was.\u003c/p>\n\u003cp>“People would be listening to their radios in 1988, not hearing me (not mention a major incident) and they would say, ‘What’s wrong with him? Why doesn’t he know that?’” McConnell recalls. “Well, it’s because there’s no plane that happened to be flying over at that moment. ... I would not have known that without an airplane flying over it in the olden days.”\u003c/p>\n\u003cp>These days McConnell lives in Sonoma: a good place to unwind from the frantic pace of his job. He says he has no plans to retire, though he wouldn’t turn down a winning lottery ticket. Until then, at least his ever-more-hectic job lets him fully be himself these days – he used to do radio traffic under three different names.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I was Joe Vincent on KGO,” McConnell says, “and I was Rocky Dolemite on (what is now) KNBR 1050. But now these days I’m just Joe McConnell. Just plain old Joe.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>On March 27th the Golden Gate Bridge will convert to all-electronic tolling. That’s big news to people who drive between Marin County and San Francisco. But it’s just one piece of the Bay Area’s traffic puzzle to traffic reporter Joe McConnell, a man who knows these highways better than just about anyone.\u003c/p>\n\u003cfigure id=\"attachment_91760\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/19/how-joe-mcconnell-sorts-out-bay-area-traffic-archival-video/joe-mcconnell/\" rel=\"attachment wp-att-91760\">\u003cimg class=\"size-medium wp-image-91760\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/Joe-McConnell-300x224.jpg\" alt=\"Joe McConnell\" width=\"300\" height=\"224\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Joe McConnell in his office at Total Traffic. (Joshua Johnson/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>McConnell has worked in radio since 1982, including traffic updates on KQED Public Radio. What does it take to do one of the toughest jobs in broadcasting for so many years?\u003c/p>\n\u003cp>These days McConnell works from a small studio (about the size of a handicapped restroom stall) at the San Francisco offices of Total Traffic. It’s the service formerly known as Metro Traffic and Shadow Traffic, now owned by Clear Channel.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/mccconnell_feature.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>His studio is simple, almost Spartan: just two computer screens, a microphone and a small console to connect with different stations. One screen contains various apps for writing reports, researching news and checking the roads, including a real-time map of highway sensors.\u003c!--more-->\u003c/p>\n\u003cp>“It’s kind of like looking at a big ant farm,” he laughs. “You’ll watch something happen and you’ll see it back up and see the streams change.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The highway-as-ant-farm appeals to McConnell’s background. He came to the Bay Area from his native Omaha, Neb. to get a Ph. D. in psychology from UC Berkeley.\u003c/p>\n\u003cp>“How people react and what they do and the decisions they make, are all evident right here on the traffic map. You can also watch the economy change by watching the traffic patterns…. traffic gets bad when the economy gets better, and traffic does actually improve when people lose their jobs.”\u003c/p>\n\u003cp>\u003cstrong>Here's what McConnell's job looked like in 1992\u003c/strong>\u003cbr>\n\u003cobject width=\"420\" height=\"315\" classid=\"d27cdb6e-ae6d-11cf-96b8-444553540000\" codebase=\"http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=6,0,40,0\">\u003cparam name=\"allowFullScreen\" value=\"true\">\u003cparam name=\"allowscriptaccess\" value=\"always\">\u003cparam name=\"src\" value=\"http://www.youtube.com/v/nbtFQrywH2k?version=3&hl=en_US&rel=0\">\u003cparam name=\"allowfullscreen\" value=\"true\">\u003cembed width=\"420\" height=\"315\" type=\"application/x-shockwave-flash\" src=\"http://www.youtube.com/v/nbtFQrywH2k?version=3&hl=en_US&rel=0\" allowfullscreen=\"true\" allowscriptaccess=\"always\">\u003c/embed>\u003c/object>\u003c/p>\n\u003cp>These days we can get traffic info from smartphone programs like Google Maps or Waze. But broadcast reports combine data from the public, law enforcement, road sensors, online maps and aircraft surveillance. After more than 25 years in the traffic business, McConnell says radio is still the ultimate, hands-free app.\u003c/p>\n\u003cp>“There are other ways to find out what’s going on, but you have to take your eyes off the road to figure them out,” McConnell says. A radio report is \"free; you don’t have to pay for it. And it’s the most immediate. We can tell you exactly what’s going on from all possible sources, the best we can possibly tell you. It’s still going to be the most up-to-date information you can get.”\u003c/p>\n\u003cp>Today McConnell's workload is mostly news, feeding Total Traffic’s national radio service. He records news updates for stations in Tennessee, Wisconsin and South Carolina, as well as a national news update. Stations download these reports from a server, though it’s unclear so far how many listeners receive this relatively new service. And the workload keeps growing, now including business and consumer news updates for Clear Channel’s streaming service iHeartRadio.\u003c/p>\n\u003cp>“I think over the years there have been some people who have run out of this job screaming,” McConnell laughs, “but I’ve stayed. I guess I’m just one of these people who, once I find a comfortable niche and I find something I’m really good at I just tend to do it. Because there's not that many things that I am good at. I’m not very good with a screwdriver or a hammer, and I’m no great business genius. But I’m good at this stuff. I enjoy the craft of it.”\u003c/p>\n\u003cp>On a typical weekday morning, there’s almost no way for any traffic report to mention every single incident or accident. But the information available to McConnell and other traffic reporters is far richer than is once was.\u003c/p>\n\u003cp>“People would be listening to their radios in 1988, not hearing me (not mention a major incident) and they would say, ‘What’s wrong with him? Why doesn’t he know that?’” McConnell recalls. “Well, it’s because there’s no plane that happened to be flying over at that moment. ... I would not have known that without an airplane flying over it in the olden days.”\u003c/p>\n\u003cp>These days McConnell lives in Sonoma: a good place to unwind from the frantic pace of his job. He says he has no plans to retire, though he wouldn’t turn down a winning lottery ticket. Until then, at least his ever-more-hectic job lets him fully be himself these days – he used to do radio traffic under three different names.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I was Joe Vincent on KGO,” McConnell says, “and I was Rocky Dolemite on (what is now) KNBR 1050. But now these days I’m just Joe McConnell. Just plain old Joe.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco BART Stations Reopen After Investigation of Suspicious Object",
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"content": "\u003cp>The Powell Street BART station in downtown San Francisco has reopened after the investigation of a suspicious object led to its closure, forcing passengers to seek alternative transportation.\u003c/p>\n\u003cp>The incident caused delays throughout the BART system and in Muni on Tuesday morning. Fifth Street and Ellis Street were closed in San Francisco as well.\u003c/p>\n\u003cp>From the \u003ca href=\"http://www.sfgate.com/crime/article/Powell-BART-Market-closed-by-S-F-police-4366684.php\">San Francisco Chronicle\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>A Muni passenger reported finding a gray, shoe box-size device with a blinking light and wire near a stop at the intersection of Eddy and \u003ca href=\"http://www.sfgate.com/?controllerName=search&action=search&channel=crime&search=1&inlineLink=1&query=%22Cyril+Magnin%22\">Cyril Magnin\u003c/a> streets at 7:20 a.m., authorities said. ...\u003c/p>\n\u003cp>The police bomb squad used a robot to examine the box and concluded it was harmless. The station and Market Street reopened just after 8 a.m.\u003c/p>\u003c/blockquote>\n\u003cp>BART tweeted the all-clear at 8:00 a.m:\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\u003cp>BART recovering: svc has resumed to normal operations on SF line and POWL stn has now reopened.\u003c/p>\n\u003cp>— SFBARTalert (@SFBARTalert) \u003ca href=\"https://twitter.com/SFBARTalert/status/314028698267443200\">March 19, 2013\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>That came 17 minutes after the announcement of major delays throughout the system.\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\u003cp>Major delay system wide due to police activity at POWL stn.trains are not running through POWL -.\u003c/p>\n\u003cp>— SFBARTalert (@SFBARTalert) \u003ca href=\"https://twitter.com/SFBARTalert/status/314024419775377408\">March 19, 2013\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>BART first announced the closure at about 7:30 a.m.\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\u003cp>Stn closure at POWL due to police activity.\u003c/p>\n\u003cp>— SFBARTalert (@SFBARTalert) \u003ca href=\"https://twitter.com/SFBARTalert/status/314021650205122560\">March 19, 2013\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>Here's Bay City News' report:\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The discovery of a suspicious object near the Powell Street BART station in San Francisco has shut down streets and stopped BART service through the area.\u003c/p>\n\u003cp>The object was found outside the BART station, police said.\u003c/p>\n\u003cp>A BART employee said police have asked the transit agency not to allow trains to run through the station.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Trains in both directions are being turned around before they reach Powell Street, and riders are advised to expect major delays.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Powell Street BART station in downtown San Francisco has reopened after the investigation of a suspicious object led to its closure, forcing passengers to seek alternative transportation.\u003c/p>\n\u003cp>The incident caused delays throughout the BART system and in Muni on Tuesday morning. Fifth Street and Ellis Street were closed in San Francisco as well.\u003c/p>\n\u003cp>From the \u003ca href=\"http://www.sfgate.com/crime/article/Powell-BART-Market-closed-by-S-F-police-4366684.php\">San Francisco Chronicle\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>A Muni passenger reported finding a gray, shoe box-size device with a blinking light and wire near a stop at the intersection of Eddy and \u003ca href=\"http://www.sfgate.com/?controllerName=search&action=search&channel=crime&search=1&inlineLink=1&query=%22Cyril+Magnin%22\">Cyril Magnin\u003c/a> streets at 7:20 a.m., authorities said. ...\u003c/p>\n\u003cp>The police bomb squad used a robot to examine the box and concluded it was harmless. The station and Market Street reopened just after 8 a.m.\u003c/p>\u003c/blockquote>\n\u003cp>BART tweeted the all-clear at 8:00 a.m:\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\u003cp>BART recovering: svc has resumed to normal operations on SF line and POWL stn has now reopened.\u003c/p>\n\u003cp>— SFBARTalert (@SFBARTalert) \u003ca href=\"https://twitter.com/SFBARTalert/status/314028698267443200\">March 19, 2013\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>That came 17 minutes after the announcement of major delays throughout the system.\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\u003cp>Major delay system wide due to police activity at POWL stn.trains are not running through POWL -.\u003c/p>\n\u003cp>— SFBARTalert (@SFBARTalert) \u003ca href=\"https://twitter.com/SFBARTalert/status/314024419775377408\">March 19, 2013\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>BART first announced the closure at about 7:30 a.m.\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\u003cp>Stn closure at POWL due to police activity.\u003c/p>\n\u003cp>— SFBARTalert (@SFBARTalert) \u003ca href=\"https://twitter.com/SFBARTalert/status/314021650205122560\">March 19, 2013\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>Here's Bay City News' report:\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Get Ready, Bay Area: BART Launching Rush-Hour Bike Trial",
"title": "Get Ready, Bay Area: BART Launching Rush-Hour Bike Trial",
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"content": "\u003cp>\u003cem>\u003c/em>You could call it BART's Great Rush-Hour Bike Experiment.\u003c/p>\n\u003cp>For five days starting Monday, the transit agency will be open to bikes on all lines, all day long. It's a long way from the days when to ride on BART, cyclists had to go down and apply in person for a permit at the Lake Merritt Station--but only during certain hours. When you paid your fee, you got a little green BART bike permit. To ride a train, you had to show the permit to the station agent before you went through the fare gates. And it seemed like the agents would always find a reason to bark at you about something: \"Use the stairs! Not the escalator!\" Oh, yeah—those were the days.\u003c/p>\n\u003cp>The system has become much friendlier to cyclists since then. No permits, no fees, no scoldings from the agents. And next week's rush-hour bike trial aims to answer questions about what will happen if cyclists can get on any train any time they want, even when BART is crammed with commuters. Not to get too carried away, the rush-hour bike trial \u003cem>will\u003c/em> have some rules. Perhaps most important: no bikes in the first \u003cem>three\u003c/em> cars of a train during the heaviest commute hours (the usual rule is the lead car is off-limits on all trains).\u003c/p>\n\u003cfigure id=\"attachment_91541\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/bikesonbart.jpg\">\u003cimg class=\"size-medium wp-image-91541\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/bikesonbart-300x225.jpg\" alt='A bicyclist during the first \"bikes on BART\" trial program on Aug. 10, 2012. (Courtesy of sfbike/Flickr)' width=\"300\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bicyclist during the first \"bikes on BART\" trial program on Aug. 10, 2012. (Courtesy of sfbike/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>BART also suggests bicyclists use common sense: Don't try to board cars that are already jam-packed with commuters.\u003c/p>\n\u003cp>Ridership has risen steadily and is near an all-time high, with about 400,000 commuter trips per weekday. So gauging rider feedback on attitudes towards bicyclists trying to squeeze into standing-room-only train cars during rush hour will be a key measure of success, and BART will ask passengers to take a survey (on the agency's \u003ca href=\"http://www.bart.gov/news/articles/2013/news20130306.aspx\">website\u003c/a>)about their experience during the pilot week.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>BART ran a \u003ca href=\"http://ww2.kqed.org/news/2013/02/15/should-bart-end-its-commuter-hour-blackout-for-bikes/\">similar test\u003c/a> allowing bikes on trains during rush hour during Fridays last August, and said feedback was 90 percent positive.\u003c/p>\n\u003cp>BART Bike Program Manager Steve Beroldo says the system has practical reasons to encourage more biking to and from stations.\u003c/p>\n\u003cp>\"We know our ridership's going to be increasing in the future, and our parking lots are full,\" Beroldo said. \"Folks are going to need a way to get to BART. A bike's an ideal way to do that.\"\u003c/p>\n\u003cp>The transit system has been upgrading train cars to create more space for bikes and their owners.\u003c!--more-->\u003c/p>\n\u003cp>\u003ca href=\"http://www.sfbike.org/\">San Francisco Bicycle Coalition\u003c/a> Director Leah Shahum said her organization is putting boots on the ground to guide cyclists to the proper train cars and make the week go as smoothly as possible.\u003c/p>\n\u003cp>\"We will literally have hundreds of people who are volunteering their time to help make this program a success,\" she said.\u003c/p>\n\u003cp>\u003cstrong>BART Riders Weigh in on the Pilot Program\u003c/strong>\u003c/p>\n\u003cp>Jim Smith avoids running afoul of commuter-period restrictions by bringing a folding bike on BART, which he takes every weekday to and from his home in Lafayette.\u003c/p>\n\u003cp>\"I think that it's so busy, a lot of these maximal commute hours, that it'd be tough to bring on a full-size bike,\" Smith said. \"So, I would rather people just get folding bikes and tuck them away.\"\u003c/p>\n\u003cp>Occasional BART rider and Hayward resident Karen Bauermeister said she's not opposed to the pilot program, but she thinks BART can improve to accommodate all passengers.\u003c/p>\n\u003cp>\"It could be made more realistic in offering real solutions around getting on and off and where to put your bike when you're on the train,\" she said.\u003c/p>\n\u003cp>Burlingame resident Ryan Hanke got stuck with his bike at Powell Street Station in San Francisco on March 14, during the no-bikes afternoon rush. He's for lifting the commute time bike restrictions, for obvious reasons.\u003c/p>\n\u003cp>\"I'm just trying to find a way home,\" Hanke said.\u003c/p>\n\u003cp>\"A lot of people need to get to work, and a lot of people, after they get off at their station, need to go really, really far afterwards,\" Hanke said. \"Biking is pretty much one of my only ways around besides that [the train], so I really need it. I'm pretty sure other people do too.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Hanke eventually left the station after realizing he still had more than 30 minutes to wait. He was thinking of Caltrain or a bus to make his way back home.\u003c/p>\n\n",
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"description": "You could call it BART's Great Rush-Hour Bike Experiment. For five days starting Monday, the transit agency will be open to bikes on all lines, all day long. It's a long way from the days when to ride on BART, cyclists had to go down and apply in person for a permit at the Lake",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>\u003c/em>You could call it BART's Great Rush-Hour Bike Experiment.\u003c/p>\n\u003cp>For five days starting Monday, the transit agency will be open to bikes on all lines, all day long. It's a long way from the days when to ride on BART, cyclists had to go down and apply in person for a permit at the Lake Merritt Station--but only during certain hours. When you paid your fee, you got a little green BART bike permit. To ride a train, you had to show the permit to the station agent before you went through the fare gates. And it seemed like the agents would always find a reason to bark at you about something: \"Use the stairs! Not the escalator!\" Oh, yeah—those were the days.\u003c/p>\n\u003cp>The system has become much friendlier to cyclists since then. No permits, no fees, no scoldings from the agents. And next week's rush-hour bike trial aims to answer questions about what will happen if cyclists can get on any train any time they want, even when BART is crammed with commuters. Not to get too carried away, the rush-hour bike trial \u003cem>will\u003c/em> have some rules. Perhaps most important: no bikes in the first \u003cem>three\u003c/em> cars of a train during the heaviest commute hours (the usual rule is the lead car is off-limits on all trains).\u003c/p>\n\u003cfigure id=\"attachment_91541\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/bikesonbart.jpg\">\u003cimg class=\"size-medium wp-image-91541\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/bikesonbart-300x225.jpg\" alt='A bicyclist during the first \"bikes on BART\" trial program on Aug. 10, 2012. (Courtesy of sfbike/Flickr)' width=\"300\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bicyclist during the first \"bikes on BART\" trial program on Aug. 10, 2012. (Courtesy of sfbike/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>BART also suggests bicyclists use common sense: Don't try to board cars that are already jam-packed with commuters.\u003c/p>\n\u003cp>Ridership has risen steadily and is near an all-time high, with about 400,000 commuter trips per weekday. So gauging rider feedback on attitudes towards bicyclists trying to squeeze into standing-room-only train cars during rush hour will be a key measure of success, and BART will ask passengers to take a survey (on the agency's \u003ca href=\"http://www.bart.gov/news/articles/2013/news20130306.aspx\">website\u003c/a>)about their experience during the pilot week.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BART ran a \u003ca href=\"http://ww2.kqed.org/news/2013/02/15/should-bart-end-its-commuter-hour-blackout-for-bikes/\">similar test\u003c/a> allowing bikes on trains during rush hour during Fridays last August, and said feedback was 90 percent positive.\u003c/p>\n\u003cp>BART Bike Program Manager Steve Beroldo says the system has practical reasons to encourage more biking to and from stations.\u003c/p>\n\u003cp>\"We know our ridership's going to be increasing in the future, and our parking lots are full,\" Beroldo said. \"Folks are going to need a way to get to BART. A bike's an ideal way to do that.\"\u003c/p>\n\u003cp>The transit system has been upgrading train cars to create more space for bikes and their owners.\u003c!--more-->\u003c/p>\n\u003cp>\u003ca href=\"http://www.sfbike.org/\">San Francisco Bicycle Coalition\u003c/a> Director Leah Shahum said her organization is putting boots on the ground to guide cyclists to the proper train cars and make the week go as smoothly as possible.\u003c/p>\n\u003cp>\"We will literally have hundreds of people who are volunteering their time to help make this program a success,\" she said.\u003c/p>\n\u003cp>\u003cstrong>BART Riders Weigh in on the Pilot Program\u003c/strong>\u003c/p>\n\u003cp>Jim Smith avoids running afoul of commuter-period restrictions by bringing a folding bike on BART, which he takes every weekday to and from his home in Lafayette.\u003c/p>\n\u003cp>\"I think that it's so busy, a lot of these maximal commute hours, that it'd be tough to bring on a full-size bike,\" Smith said. \"So, I would rather people just get folding bikes and tuck them away.\"\u003c/p>\n\u003cp>Occasional BART rider and Hayward resident Karen Bauermeister said she's not opposed to the pilot program, but she thinks BART can improve to accommodate all passengers.\u003c/p>\n\u003cp>\"It could be made more realistic in offering real solutions around getting on and off and where to put your bike when you're on the train,\" she said.\u003c/p>\n\u003cp>Burlingame resident Ryan Hanke got stuck with his bike at Powell Street Station in San Francisco on March 14, during the no-bikes afternoon rush. He's for lifting the commute time bike restrictions, for obvious reasons.\u003c/p>\n\u003cp>\"I'm just trying to find a way home,\" Hanke said.\u003c/p>\n\u003cp>\"A lot of people need to get to work, and a lot of people, after they get off at their station, need to go really, really far afterwards,\" Hanke said. \"Biking is pretty much one of my only ways around besides that [the train], so I really need it. I'm pretty sure other people do too.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Hanke eventually left the station after realizing he still had more than 30 minutes to wait. He was thinking of Caltrain or a bus to make his way back home.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Golden Gate Bridge Says Goodbye to Toll-Takers — and to a Personal Touch for Travelers",
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"content": "\u003cp>\u003cstrong>\u003cem>By Danielle Venton\u003c/em>\u003c/strong>\u003c/p>\n\u003cp>Dawnette Reed started working at the Golden Gate Bridge gift shop one summer when she was 17. Now, at 43, she's a toll collector, and loves it. She’s even got her favorite lanes, Number 1 and 2.\u003c/p>\n\u003cfigure id=\"attachment_91142\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/12/golden-gate-bridge-says-goodbye-to-toll-takers-and-to-a-personal-touch-for-travelers/dawnette-toll/\" rel=\"attachment wp-att-91142\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/dawnette-toll-300x256.jpeg\" alt=\"Courtesy Dawnette Reed\" width=\"300\" height=\"256\" class=\"size-medium wp-image-91142\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Courtesy Dawnette Reed\u003c/figcaption>\u003c/figure>\n\u003cp>But by the morning commute on Wednesday, March 27, Reed and the other eight full-time toll-takers and 29 part-time workers will be out of a job when the bridge goes to all-electronic tolling. The Golden Gate Highway and Transportation District estimates the change will save $16 million during the first eight years. And, they expect traffic to move much faster.\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/tolltakers.mp3\" target=\"_blank\">Listen to the story.\u003c/a>\u003c/em>\u003cbr>\n[audio:http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/tolltakers.mp3]\u003c/p>\n\u003cp>But for Reed, the change is like losing a loved one.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"We've grown to become a family at the bridge. And we loved coming to work. We won't actually believe it until we see it, \" Reed says. \"There's so many reasons customers still need us there for.\"\u003cbr>\n\u003c!--more-->\u003cbr>\nDrivers ask toll collectors for help during health emergencies, like heart attacks or diabetic shock. Toll plaza personnel routinely report accidents and drunk drivers, and they give directions to the many out-of-towners who get lost.\u003c/p>\n\u003cp>Golden Gate spokeswoman Mary Currie says while it might be true that the toll-takers, the bridge district will run patrols to help motorists. And, she says, in an emergency, drivers can always call 911.\u003c/p>\n\u003cp>\"It's not going to be a duty that is theirs and that is going to be missing,\" Currie says. \"We do that on a regular basis.\" \u003c/p>\n\u003caside class=\"pullquote alignleft\">We've grown to become a family at the bridge. And we loved coming to work.\u003c/aside>\n\u003cp>Most toll collectors already have other jobs lined up within the bridge district, and a handful have retired. But quitting work isn’t an option for Reed, and she’s not interested in taking another district job.\u003c/p>\n\u003cp>\"I have the years, but I don't have the age, so I can't retire yet,\" Reed says. \"The bridge has offered us positions, mostly they're pushing us to be bus drivers for Golden Gate Bridge. That's not what I want to do. A lot of people say, just go do it, just go do it. Well, every job is not for everyone.\"\u003c/p>\n\u003cp>Not everyone is sad to see the toll drivers go though. Brian Kelly, from Napa, says it's just progress.\u003c/p>\n\u003cp>\"I don’t think that’s a reason to stay away from technology, and I think it saves assets,\" Kelly said.\u003c/p>\n\u003cp>Since electronic tolling with FasTrak was added to the Golden Gate Bridge in July 2000, wait times during the morning commute dropped from as long as 20 minutes to under a minute, according to the district.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Starting on March 27, motorists will have three ways to pay for the bridge: \u003ca href=\"https://www.bayareafastrak.org/vector/static/rts/validatetag.shtml\" target=\"_blank\">FasTrack\u003c/a>, a license plate account, or through a one-time payment system. Drivers can open a \u003ca href=\"https://www.bayareafastrak.org/vector/dynamic/signup/VTconfirm.shtml\" target=\"_blank\">License Plate Account\u003c/a> that charges a registered credit card every time the car crosses the bridge. Otherwise motorists can make a \u003ca href=\"https://www.bayareafastrak.org/vector/dynamic/signup/OTPsignup.shtml\" target=\"_blank\">one-time payment\u003c/a> up to 30 days before or up to 48 hours after crossing the bridge online, by phone or eventually at \"cash payment locations.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>\u003cem>By Danielle Venton\u003c/em>\u003c/strong>\u003c/p>\n\u003cp>Dawnette Reed started working at the Golden Gate Bridge gift shop one summer when she was 17. Now, at 43, she's a toll collector, and loves it. She’s even got her favorite lanes, Number 1 and 2.\u003c/p>\n\u003cfigure id=\"attachment_91142\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/12/golden-gate-bridge-says-goodbye-to-toll-takers-and-to-a-personal-touch-for-travelers/dawnette-toll/\" rel=\"attachment wp-att-91142\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/dawnette-toll-300x256.jpeg\" alt=\"Courtesy Dawnette Reed\" width=\"300\" height=\"256\" class=\"size-medium wp-image-91142\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Courtesy Dawnette Reed\u003c/figcaption>\u003c/figure>\n\u003cp>But by the morning commute on Wednesday, March 27, Reed and the other eight full-time toll-takers and 29 part-time workers will be out of a job when the bridge goes to all-electronic tolling. The Golden Gate Highway and Transportation District estimates the change will save $16 million during the first eight years. And, they expect traffic to move much faster.\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/tolltakers.mp3\" target=\"_blank\">Listen to the story.\u003c/a>\u003c/em>\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"We've grown to become a family at the bridge. And we loved coming to work. We won't actually believe it until we see it, \" Reed says. \"There's so many reasons customers still need us there for.\"\u003cbr>\n\u003c!--more-->\u003cbr>\nDrivers ask toll collectors for help during health emergencies, like heart attacks or diabetic shock. Toll plaza personnel routinely report accidents and drunk drivers, and they give directions to the many out-of-towners who get lost.\u003c/p>\n\u003cp>Golden Gate spokeswoman Mary Currie says while it might be true that the toll-takers, the bridge district will run patrols to help motorists. And, she says, in an emergency, drivers can always call 911.\u003c/p>\n\u003cp>\"It's not going to be a duty that is theirs and that is going to be missing,\" Currie says. \"We do that on a regular basis.\" \u003c/p>\n\u003caside class=\"pullquote alignleft\">We've grown to become a family at the bridge. And we loved coming to work.\u003c/aside>\n\u003cp>Most toll collectors already have other jobs lined up within the bridge district, and a handful have retired. But quitting work isn’t an option for Reed, and she’s not interested in taking another district job.\u003c/p>\n\u003cp>\"I have the years, but I don't have the age, so I can't retire yet,\" Reed says. \"The bridge has offered us positions, mostly they're pushing us to be bus drivers for Golden Gate Bridge. That's not what I want to do. A lot of people say, just go do it, just go do it. Well, every job is not for everyone.\"\u003c/p>\n\u003cp>Not everyone is sad to see the toll drivers go though. Brian Kelly, from Napa, says it's just progress.\u003c/p>\n\u003cp>\"I don’t think that’s a reason to stay away from technology, and I think it saves assets,\" Kelly said.\u003c/p>\n\u003cp>Since electronic tolling with FasTrak was added to the Golden Gate Bridge in July 2000, wait times during the morning commute dropped from as long as 20 minutes to under a minute, according to the district.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Starting on March 27, motorists will have three ways to pay for the bridge: \u003ca href=\"https://www.bayareafastrak.org/vector/static/rts/validatetag.shtml\" target=\"_blank\">FasTrack\u003c/a>, a license plate account, or through a one-time payment system. Drivers can open a \u003ca href=\"https://www.bayareafastrak.org/vector/dynamic/signup/VTconfirm.shtml\" target=\"_blank\">License Plate Account\u003c/a> that charges a registered credit card every time the car crosses the bridge. Otherwise motorists can make a \u003ca href=\"https://www.bayareafastrak.org/vector/dynamic/signup/OTPsignup.shtml\" target=\"_blank\">one-time payment\u003c/a> up to 30 days before or up to 48 hours after crossing the bridge online, by phone or eventually at \"cash payment locations.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>By Deborah Svoboda\u003c/strong>\u003c/p>\n\u003cp>If you want to talk face-to-face to Warbler, you have to be OK with heights.\u003c/p>\n\u003cp>Warbler, the name adopted by a 24-year-old farmer, is living indefinitely in a ponderosa pine on the southern outskirts of Willits, up in Mendocino County. She’s been up in the tree since the end of January to try to block construction of a four-lane, six-mile, $290 million highway bypass around town.\u003c/p>\n\u003cp>A couple weeks back, I drove north on U.S. 101 through Marin and Sonoma counties and up into Mendocino to interview Warbler (also known as Amanda Senseman) for a journalism class assignment. I brought along a camera (I’m a photojournalist first) and sound recording equipment (which I was just learning to use). And when I got to Warbler’s tree, and she agreed that it was OK, I climbed the 71 feet to her platform–“two rooms,” she calls it–overlooking 101.\u003c/p>\n\u003cp>Why is she up there?\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" src=\"http://www.kqed.org/assets/slideshow/tree-sitter/_files/iframe.html?noscale=620x503\" frameborder=\"0\" scrolling=\"no\" width=\"620\" height=\"503\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>To build the bypass, Caltrans will need to cut down trees along the superhighway-size right-of-way, and that could harm migratory bird species. It will need to fill wetlands along the route, the construction could impact spawning streams for endangered coho salmon and steelhead.\u003c/p>\n\u003cp>The agency has planned the bypass for decades, and says it’s necessary to allow through traffic to avoid the bottleneck of downtown Willits, where U.S. 101 narrows to two lanes. There’s debate about whether there’s enough traffic through town to justify the project and whether diverting traffic away from downtown will help or hurt the local economy. But Caltrans spokesperson Phil Frisbie Jr. says that as the state’s economy rebounds, “Traffic volumes will increase, both for commerce, and people will go out and they’ll vacation more, so the need for the bypass as things recover is going to be felt even greater.”\u003c/p>\n\u003cp>For years, bypass opponents have held meetings, proposed alternatives, written letters and protested. Last May, environmental groups sued Caltrans to halt the project. They failed to win an injunction, and the case is scheduled for trial this June.\u003c/p>\n\u003cp>The transportation agency was scheduled to start work along the right-of-way in late January–and that’s when Warbler climbed her tree. After six weeks of cold, snow, rain, and some harassment, she’s got no intention of coming down.\u003c/p>\n\u003cp>“People talk a lot about my jobless hippie self up here, but this is my job, this is all of our jobs, because our system has failed to do theirs,” she says.\u003c/p>\n\u003cp>The most difficult thing about living out in the open, seven stories off the ground? Well, there’s the constant highway noise, for one. And then there’s the wind. “I get motion sickness from being up in the tree,” she laughs. “It’s kind of a lot like being on a boat, just constant movement.”\u003c/p>\n\u003cp>Warbler’s favorite part of this experience? “The people that I have been living with and see every day in this valley, and all of a sudden I’m seeing in a different light, and we’re all coming together to support each other, and that is really the most inspiring thing.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>For now, work on the project has been stopped by some real birds. Caltrans and the state Department of Fish and Wildlife are conferring on what to do about nesting birds that have appeared in the construction zone during Warbler’s tree-sit.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" src=\"http://www.kqed.org/assets/slideshow/tree-sitter/_files/iframe.html?noscale=620x503\" frameborder=\"0\" scrolling=\"no\" width=\"620\" height=\"503\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>To build the bypass, Caltrans will need to cut down trees along the superhighway-size right-of-way, and that could harm migratory bird species. It will need to fill wetlands along the route, the construction could impact spawning streams for endangered coho salmon and steelhead.\u003c/p>\n\u003cp>The agency has planned the bypass for decades, and says it’s necessary to allow through traffic to avoid the bottleneck of downtown Willits, where U.S. 101 narrows to two lanes. There’s debate about whether there’s enough traffic through town to justify the project and whether diverting traffic away from downtown will help or hurt the local economy. But Caltrans spokesperson Phil Frisbie Jr. says that as the state’s economy rebounds, “Traffic volumes will increase, both for commerce, and people will go out and they’ll vacation more, so the need for the bypass as things recover is going to be felt even greater.”\u003c/p>\n\u003cp>For years, bypass opponents have held meetings, proposed alternatives, written letters and protested. Last May, environmental groups sued Caltrans to halt the project. They failed to win an injunction, and the case is scheduled for trial this June.\u003c/p>\n\u003cp>The transportation agency was scheduled to start work along the right-of-way in late January–and that’s when Warbler climbed her tree. After six weeks of cold, snow, rain, and some harassment, she’s got no intention of coming down.\u003c/p>\n\u003cp>“People talk a lot about my jobless hippie self up here, but this is my job, this is all of our jobs, because our system has failed to do theirs,” she says.\u003c/p>\n\u003cp>The most difficult thing about living out in the open, seven stories off the ground? Well, there’s the constant highway noise, for one. And then there’s the wind. “I get motion sickness from being up in the tree,” she laughs. “It’s kind of a lot like being on a boat, just constant movement.”\u003c/p>\n\u003cp>Warbler’s favorite part of this experience? “The people that I have been living with and see every day in this valley, and all of a sudden I’m seeing in a different light, and we’re all coming together to support each other, and that is really the most inspiring thing.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>For now, work on the project has been stopped by some real birds. Caltrans and the state Department of Fish and Wildlife are conferring on what to do about nesting birds that have appeared in the construction zone during Warbler’s tree-sit.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>SAN FRANCISCO (BCN)—A man was found dead in an elevator shaft at the Montgomery BART and San Francisco Municipal Railway station Sunday night, a BART police lieutenant said.\u003c/p>\n\u003cp>BART and San Francisco police, as well as San Francisco fire personnel, responded to a report of a person stuck in an elevator at the Montgomery station at about 9:35 p.m., BART police Lt. John Conneely said.\u003c/p>\n\u003cp>Employees at Montgomery station managed to get a man out of the elevator, but had requested for an ambulance, Conneely said.\u003c/p>\n\u003cp>The man who was stuck in the elevator told police he was going from the Muni level up to the concourse level when he heard a crunching sound and a man yelp before the elevator stopped, Conneely said.\u003c/p>\n\u003cp>Conneely said that fire personnel found a man in the shaft. He was pronounced dead at the scene.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Some personal effects were found on the top of the elevator car, but Conneely said it is unknown if they belong to the deceased man.\u003c/p>\n\u003cp>It is unknown how the man got there, and how long he had been in the shaft, Conneely said.\u003c/p>\n\u003cp>\"It appears he may have been sleeping atop the elevator and was crushed,\" he said.\u003c/p>\n\u003cp>As of 11:40 p.m. Sunday, crews were working on extricating the body from the elevator shaft, Conneely said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>There were no delays reported on BART or Muni during the police activity.\u003c/p>\n\n",
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"content": "\u003cp>BCN—A bicyclist accused of striking and killing a pedestrian in San Francisco’s Castro District nearly a year ago was ordered today to stand trial on a felony vehicular manslaughter charge.\u003c/p>\n\u003cfigure id=\"attachment_90886\" class=\"wp-caption alignright\" style=\"max-width: 248px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/07/san-francisco-bicyclist-must-be-tried-for-manslaughter/bicycling-in-traffic-5/\" rel=\"attachment wp-att-90886\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-90886 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/Bicycling-in-traffic.jpg\" alt=\"Photo: Getty Images\" width=\"248\" height=\"140\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: Getty Images\u003c/figcaption>\u003c/figure>\n\u003cp>Chris Bucchere, 36, was held to answer to the charge by Superior Court Judge Andrew Cheng after an emotional preliminary hearing that began Wednesday and ended this morning.\u003c/p>\n\u003cp>Prosecutors allege that Bucchere ran multiple red lights and a stop sign before striking Sutchi Hui, 71, at Castro and Market streets shortly after 8 a.m. on March 29, 2012.\u003c/p>\n\u003cp>Defense attorney Ted Cassman asked the judge to dismiss or reduce the charge, arguing that surveillance video of the collision showed that Bucchere had entered the Castro and Market intersection before the light turned red.\u003c/p>\n\u003caside class=\"pullquote alignleft\">\u003ca href=\"http://ww2.kqed.org/news/2012/04/09/bay-area-bike-accidents/\" target=\"_blank\" rel=\"noopener\">How the case has brought atten\u003c/a>\u003ca href=\"http://ww2.kqed.org/news/2012/04/09/bay-area-bike-accidents/\" target=\"_blank\" rel=\"noopener\">ion to bicycle safet\u003c/a>\u003ca href=\"http://ww2.kqed.org/news/2012/04/09/bay-area-bike-accidents/\" target=\"_blank\" rel=\"noopener\">ty\u003c/a>\u003c/aside>\n\u003cp>Cassman also said that pedestrians, including Hui, entered the crosswalk at the intersection before the “walk” signal turned on, limiting Bucchere’s ability to avoid the collision.\u003c!--more-->\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“He had the right of way, the pedestrians did not,” he said.\u003c/p>\n\u003cp>In arguing for the felony charge to be upheld, Assistant District Attorney Omid Talai called Cassman’s arguments “false, misleading and inaccurate” and said Bucchere showed gross negligence prior to the crash.\u003c/p>\n\u003cp>“An ordinary person does not run two red lights, a stop sign, then another red light,” Talai said.\u003c/p>\n\u003cp>Talai said Bucchere showed a lack of concern for the victim in a post he made on a cycling forum later on the day of the collision.\u003c/p>\n\u003cp>In that post, Bucchere said he wanted to dedicate the story to his “late helmet” that was destroyed in the crash. The post prompted criticism from other forum members and was later taken off the site.\u003c/p>\n\u003cp>“He is not dedicating this story to the man that he killed,” Talai said.\u003c/p>\n\u003cp>Cassman said Bucchere “was concerned about Mr. Hui because he is a good man” and visited the hospital to check on him before he died days after the collision.\u003c/p>\n\u003cp>The judge eventually upheld the felony charge and ordered Bucchere to return to court for formal arraignment on March 21.\u003c/p>\n\u003cp>Cheng said Bucchere still has something to contribute to society but “is going to carry this mistake for the rest of his life.”\u003c/p>\n\u003cp>Bucchere cried multiple times during this morning’s hearing and walked quickly out of the courtroom afterward without responding to questions from reporters.\u003c/p>\n\u003cp>Cassman also declined to comment on the judge’s ruling.\u003c/p>\n\u003cp>District Attorney George Gascon said he is “very pleased with the results this morning.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Gascon said he is not aware of any other felony manslaughter charge being filed in the state against a bicyclist in a collision. He said the judge upholding the charge this morning shows “there are real consequences for bad behavior and not following the traffic rules.”\u003c/p>\n\n",
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"description": "BCN—A bicyclist accused of striking and killing a pedestrian in San Francisco’s Castro District nearly a year ago was ordered today to stand trial on a felony vehicular manslaughter charge. Chris Bucchere, 36, was held to answer to the charge by Superior Court Judge Andrew Cheng after an emotional preliminary hearing that began Wednesday and",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BCN—A bicyclist accused of striking and killing a pedestrian in San Francisco’s Castro District nearly a year ago was ordered today to stand trial on a felony vehicular manslaughter charge.\u003c/p>\n\u003cfigure id=\"attachment_90886\" class=\"wp-caption alignright\" style=\"max-width: 248px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/07/san-francisco-bicyclist-must-be-tried-for-manslaughter/bicycling-in-traffic-5/\" rel=\"attachment wp-att-90886\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-90886 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/Bicycling-in-traffic.jpg\" alt=\"Photo: Getty Images\" width=\"248\" height=\"140\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: Getty Images\u003c/figcaption>\u003c/figure>\n\u003cp>Chris Bucchere, 36, was held to answer to the charge by Superior Court Judge Andrew Cheng after an emotional preliminary hearing that began Wednesday and ended this morning.\u003c/p>\n\u003cp>Prosecutors allege that Bucchere ran multiple red lights and a stop sign before striking Sutchi Hui, 71, at Castro and Market streets shortly after 8 a.m. on March 29, 2012.\u003c/p>\n\u003cp>Defense attorney Ted Cassman asked the judge to dismiss or reduce the charge, arguing that surveillance video of the collision showed that Bucchere had entered the Castro and Market intersection before the light turned red.\u003c/p>\n\u003caside class=\"pullquote alignleft\">\u003ca href=\"http://ww2.kqed.org/news/2012/04/09/bay-area-bike-accidents/\" target=\"_blank\" rel=\"noopener\">How the case has brought atten\u003c/a>\u003ca href=\"http://ww2.kqed.org/news/2012/04/09/bay-area-bike-accidents/\" target=\"_blank\" rel=\"noopener\">ion to bicycle safet\u003c/a>\u003ca href=\"http://ww2.kqed.org/news/2012/04/09/bay-area-bike-accidents/\" target=\"_blank\" rel=\"noopener\">ty\u003c/a>\u003c/aside>\n\u003cp>Cassman also said that pedestrians, including Hui, entered the crosswalk at the intersection before the “walk” signal turned on, limiting Bucchere’s ability to avoid the collision.\u003c!--more-->\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“He had the right of way, the pedestrians did not,” he said.\u003c/p>\n\u003cp>In arguing for the felony charge to be upheld, Assistant District Attorney Omid Talai called Cassman’s arguments “false, misleading and inaccurate” and said Bucchere showed gross negligence prior to the crash.\u003c/p>\n\u003cp>“An ordinary person does not run two red lights, a stop sign, then another red light,” Talai said.\u003c/p>\n\u003cp>Talai said Bucchere showed a lack of concern for the victim in a post he made on a cycling forum later on the day of the collision.\u003c/p>\n\u003cp>In that post, Bucchere said he wanted to dedicate the story to his “late helmet” that was destroyed in the crash. The post prompted criticism from other forum members and was later taken off the site.\u003c/p>\n\u003cp>“He is not dedicating this story to the man that he killed,” Talai said.\u003c/p>\n\u003cp>Cassman said Bucchere “was concerned about Mr. Hui because he is a good man” and visited the hospital to check on him before he died days after the collision.\u003c/p>\n\u003cp>The judge eventually upheld the felony charge and ordered Bucchere to return to court for formal arraignment on March 21.\u003c/p>\n\u003cp>Cheng said Bucchere still has something to contribute to society but “is going to carry this mistake for the rest of his life.”\u003c/p>\n\u003cp>Bucchere cried multiple times during this morning’s hearing and walked quickly out of the courtroom afterward without responding to questions from reporters.\u003c/p>\n\u003cp>Cassman also declined to comment on the judge’s ruling.\u003c/p>\n\u003cp>District Attorney George Gascon said he is “very pleased with the results this morning.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Gascon said he is not aware of any other felony manslaughter charge being filed in the state against a bicyclist in a collision. He said the judge upholding the charge this morning shows “there are real consequences for bad behavior and not following the traffic rules.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Thousands came to watch the debut of the Bay Lights—and the rain couldn't stay away either.\u003c/p>\n\u003cp>On Tuesday night, artist Leo Villareal pressed laptop keys that illuminated a project two and a half years in the making.\u003c/p>\n\u003cp>“Well here we are 1.8 miles long, 25thousand lights,\" he said. \"Monumental public art.\u003c/p>\n\u003cp>\u003ciframe src=\"http://www.youtube.com/embed/blgjUb6wg5s\" frameborder=\"0\" width=\"560\" height=\"315\">\u003c/iframe>\u003c/p>\n\u003cp>The lights will continue dancing along the bridge's western span for the next two years.\u003c!--more-->\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The rain drenched San Francisco Mayor Ed Lee and Lt. Gov. Gavin Newsom, inverting their umbrellas, but couldn't dampen the enthusiasm of the spectators who flocked along the waterfront.\u003c/p>\n\u003cfigure id=\"attachment_90812\" class=\"wp-caption aligncenter\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/06/watch-video-thousands-turn-out-in-san-francisco-to-see-bay-bridge-lights/mayor-ed-lee-former-mayor-gavin-newsom-leo-villareal-at-the-debut-of-the-bay-lights/\" rel=\"attachment wp-att-90812\">\u003cimg class=\"size-medium wp-image-90812 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/Mayor-Ed-Lee-Former-Mayor-Gavin-Newsom-Leo-Villareal-at-the-debut-of-the-Bay-Lights-300x225.jpg\" alt=\"From left, San Francisco Mayor Ed Lee, California Lt. Gov. Gavin Newsom watch as the lights go on.\" width=\"300\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">From left, San Francisco Mayor Ed Lee, California Lt. Gov. Gavin Newsom watch as the lights go on. (Cy Musker/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Lights danced up and down the span's cables in endless variation. Villareal’s computer program will insure no sequences ever repeat over the two year life of the piece.\u003c/p>\n\u003cfigure id=\"attachment_90811\" class=\"wp-caption aligncenter\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/06/watch-video-thousands-turn-out-in-san-francisco-to-see-bay-bridge-lights/turning-on-the-bay-lights-in-the-rain-2/\" rel=\"attachment wp-att-90811\">\u003cimg class=\"size-medium wp-image-90811 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/Turning-on-the-Bay-Lights-in-the-Rain1-300x225.jpg\" alt=\"Umbrellas sprouted before the lights came on. (Cy Musiker/KQED)\" width=\"300\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Umbrellas sprouted before the lights came on. (Cy Musiker/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp> \u003c/p>\n\u003cp>Private donors are sponsoring the eight million dollar project, and powering the LED lights will cost just 30 dollars in electricity each night.\u003c/p>\n\u003cp>Restaurants along the Embarcadero were packed. Those who couldn't watch in person had a chance to watch a webcast with Newsom interviewing dignitaries followed by a view of the lights.\u003c/p>\n\u003cp>If you have no plans to be in San Francisco at night, you can still get a peek at the bridge through the project's \u003ca href=\"http://thebaylights.org/view\">live-streaming web camera\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Thousands came to watch the debut of the Bay Lights—and the rain couldn't stay away either.\u003c/p>\n\u003cp>On Tuesday night, artist Leo Villareal pressed laptop keys that illuminated a project two and a half years in the making.\u003c/p>\n\u003cp>“Well here we are 1.8 miles long, 25thousand lights,\" he said. \"Monumental public art.\u003c/p>\n\u003cp>\u003ciframe src=\"http://www.youtube.com/embed/blgjUb6wg5s\" frameborder=\"0\" width=\"560\" height=\"315\">\u003c/iframe>\u003c/p>\n\u003cp>The lights will continue dancing along the bridge's western span for the next two years.\u003c!--more-->\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The rain drenched San Francisco Mayor Ed Lee and Lt. Gov. Gavin Newsom, inverting their umbrellas, but couldn't dampen the enthusiasm of the spectators who flocked along the waterfront.\u003c/p>\n\u003cfigure id=\"attachment_90812\" class=\"wp-caption aligncenter\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/06/watch-video-thousands-turn-out-in-san-francisco-to-see-bay-bridge-lights/mayor-ed-lee-former-mayor-gavin-newsom-leo-villareal-at-the-debut-of-the-bay-lights/\" rel=\"attachment wp-att-90812\">\u003cimg class=\"size-medium wp-image-90812 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/Mayor-Ed-Lee-Former-Mayor-Gavin-Newsom-Leo-Villareal-at-the-debut-of-the-Bay-Lights-300x225.jpg\" alt=\"From left, San Francisco Mayor Ed Lee, California Lt. Gov. Gavin Newsom watch as the lights go on.\" width=\"300\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">From left, San Francisco Mayor Ed Lee, California Lt. Gov. Gavin Newsom watch as the lights go on. (Cy Musker/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Lights danced up and down the span's cables in endless variation. Villareal’s computer program will insure no sequences ever repeat over the two year life of the piece.\u003c/p>\n\u003cfigure id=\"attachment_90811\" class=\"wp-caption aligncenter\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/06/watch-video-thousands-turn-out-in-san-francisco-to-see-bay-bridge-lights/turning-on-the-bay-lights-in-the-rain-2/\" rel=\"attachment wp-att-90811\">\u003cimg class=\"size-medium wp-image-90811 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/Turning-on-the-Bay-Lights-in-the-Rain1-300x225.jpg\" alt=\"Umbrellas sprouted before the lights came on. (Cy Musiker/KQED)\" width=\"300\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Umbrellas sprouted before the lights came on. (Cy Musiker/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp> \u003c/p>\n\u003cp>Private donors are sponsoring the eight million dollar project, and powering the LED lights will cost just 30 dollars in electricity each night.\u003c/p>\n\u003cp>Restaurants along the Embarcadero were packed. Those who couldn't watch in person had a chance to watch a webcast with Newsom interviewing dignitaries followed by a view of the lights.\u003c/p>\n\u003cp>If you have no plans to be in San Francisco at night, you can still get a peek at the bridge through the project's \u003ca href=\"http://thebaylights.org/view\">live-streaming web camera\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Fairfield Case Raises Doubts About Private Contracts for Public Buses",
"headTitle": "Fairfield Case Raises Doubts About Private Contracts for Public Buses | KQED",
"content": "\u003cp>\u003cem>by \u003ca href=\"https://www.baycitizen.org/news/transportation/private-contractor-struggles-to-deliver-public-bus/\">Zusha Elinson\u003c/a>, The Bay Citizen\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2013/03/06/fairfield-case-raises-doubts-about-private-contracts-for-public-buses/baycitizenlogo-48/\" rel=\"attachment wp-att-90792\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignleft size-full wp-image-90792\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/BayCitizenLogo.png\" alt=\"BayCitizenLogo\" width=\"218\" height=\"74\">\u003c/a>Cash-strapped cities embracing private contractors as saviors of their public transportation systems may find a cautionary tale in Fairfield.\u003c/p>\n\u003cp>The suburban city halfway between Sacramento and San Francisco was the headquarters of MV Transportation, a rising star in public transit outsourcing. But the company failed to deliver the bus service it promised its hometown, emails, documents and interviews show.\u003c/p>\n\u003cfigure id=\"attachment_90816\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/06/fairfield-case-raises-doubts-about-private-contracts-for-public-buses/fiarfield-bus-michael-short-bay-citizen/\" rel=\"attachment wp-att-90816\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-90816\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/Fiarfield-bus-Michael-Short-Bay-Citizen-300x118.jpg\" alt=\"A rider waits to board the Solano Express in Fairfield. (Michael Short/The Bay Citizen)\" width=\"300\" height=\"118\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A rider waits to board the Solano Express in Fairfield. (Michael Short/The Bay Citizen)\u003c/figcaption>\u003c/figure>\n\u003cp>Between 2008 and 2010, the company was fined 295 times by local\u003cstrong> \u003c/strong>transit officials for poor performance, including too many accidents, missed bus runs and late buses.\u003c/p>\n\u003cp>The use of private contractors has grown dramatically in California. Contractors ran 223 million miles of bus and train service in the state in 2011, a 42 percent increase in a decade, according to the National Transit Database. Last year, they picked up 166 million riders in California, up 29 percent. Government-run public transit systems still carried far more riders last year with 1.2 billion, a slight dip from a decade ago.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Even in the Bay Area, a stronghold of public employee unions, officials are more eagerly considering outsourcing public transit to save money. Alameda County is mulling contracting out bus routes in the growing suburbs of Fremont and Newark, managed for decades by AC Transit. Last summer, Marin County officials considered outsourcing bus service to a private company, deciding against it only when the public agency cut its price to compete.\u003c!--more-->\u003c/p>\n\u003cp>But the arrangements are not all unmitigated successes. Some fall short of heralded savings. Others bring lower wages and less bus service. In Fairfield, then-Transit Manager George Fink said he couldn’t hold politically connected MV Transportation to the contract, calling it a wake-up call to transit agencies thinking about outsourcing.\u003c/p>\n\u003cp>Riders like retiree Albert Sanchez are the collateral damage. One sunny afternoon, Sanchez and his wife waited for a bus from the mall in Fairfield to their home a few miles away, in Suisun City. Sanchez said the outsourced Fairfield and Suisun Transit – known as FAST – has failed to live up to its optimistic acronym.\u003c/p>\n\u003cp>“The bus is always late. It’s always late,” said Sanchez, an inveterate public transit user who moved from San Francisco eight years ago.\u003c/p>\n\u003cp>Sanchez said that the previous week, he’d waited at the stop for two hours. One Friday, he walked four miles home because buses stop running at 8:30 p.m.\u003c/p>\n\u003cp>Documents and interviews reinforce Fink’s allegations that the Fairfield City Council and his bosses frequently intervened. Once, Fink said, he clocked the time between his criticism of MV Transportation and a call from his boss, Assistant Public Works Director Wayne Lewis, at 32 minutes.\u003c/p>\n\u003cp>Lewis, who now leads FAST, said Fink was a rigid manager who always stuck to the “letter of the law.” Lewis added, however, that he understood the frustration city employees feel when contractors “have access to elected officials and staff doesn’t.”\u003c/p>\n\u003cp>MV Transportation has been a generous donor to local charities and pumped tens of thousands into low-dollar Fairfield City Council races.\u003c/p>\n\u003cp>“Anything that was critical, 89 percent of the time, it would circle back to us,” Fink said. “They would engage the City Council, and they would call the city manager and then he would talk to me and tell me to back off.”\u003c/p>\n\u003cp>During Fink’s five-year tenure in Fairfield, which ended in 2010, records and interviews show he was ordered not to issue an audit critical of MV Transportation and to stop penalizing the company for poor performance, and his staff was ordered to halt regular bus inspections.\u003c/p>\n\u003cp>Chuck Timm, a city councilman until 2011, said the company gained no special access to city leaders and praised its performance.\u003c/p>\n\u003cp>“As a councilmember and as a citizen, they were great community partners, and they did an excellent job,” Timm said.\u003c/p>\n\u003cp>Timm prefaced his comments by noting that he was “friends with the boss,” former MV Transportation CEO Jon Monson. Timm also received a $10,000 campaign donation from the company in 2007, according to state campaign finance filings.\u003c/p>\n\u003cp>Cristina Russell, an MV Transportation spokeswoman, declined to comment, saying, “A response would unnecessarily cast a negative light on a positive relationship.”\u003c/p>\n\u003cp>\u003cstrong>Other agencies consider contracting\u003c/strong>\u003c/p>\n\u003cp>In Alameda County, even the possibility of contracting out some bus routes in Fremont and Newark worries AC Transit Director Chris Peeples.\u003c/p>\n\u003cp>“Mainly what it would do is screw the union,” Peeples said. “The contracted-out systems are a whole lot cheaper because of less compensation per hour and dramatically less in benefits.”\u003c/p>\n\u003cp>Scott Haggerty, an Alameda County supervisor leading a policy advisory committee to study “Tri-City and Tri-Valley Transit” for the Metropolitan Transportation Commission, said transit agencies that use private companies have done a better job than AC Transit at keeping costs down. But Haggerty emphasized that no decision has been made and talks are ongoing.\u003c/p>\n\u003cp>Last summer, David Rzepinski, general manager of the Marin County Transit District, which serves the scenic county’s 255,000 residents, went shopping for a company to run the district’s buses. Rzepinski had been paying Golden Gate Transit $133 an hour. He found that private companies would do the work for between $92 and $115 an hour.\u003c/p>\n\u003cp>The bus drivers union protested. With the threat of contracting hanging over the negotiations, Golden Gate lowered its rate to $120 an hour, so Marin Transit ended up sticking with the incumbent. The new deal will help balance the budget, Rzepinski said.\u003c/p>\n\u003cp>\u003cstrong>Friction with transit staff\u003c/strong>\u003c/p>\n\u003cp>With public transportation in the suburbs, some problems are embedded in city planning, or lack thereof. Cities like Fairfield are built for cars and often are too spread out to justify extended hours or more regular service. But problems such as late buses and accidents are more closely related to management and oversight.\u003c/p>\n\u003cp>When Fink arrived in Fairfield in 2005, MV Transportation already was running the bus system, which carries about 1 million passengers a year. When the city put the contract out to bid again, he and other city officials added penalties for poor service. MV won an $18.2 million, four-year contract. Soon after, the fines started rolling in.\u003c/p>\n\u003cp>Over a two-year period beginning in 2008, the company was fined 295 times for a total of $164,000, according to a 2010 city audit, released in place of the one Fink sought to issue. MV was fined for the 14 months when the preventable accident rate exceeded the allowed 1 per 100,000 miles. FAST officials fined MV nine times for not meeting the agreed-upon 90 percent on-time arrival rate and 18 times for buses that never showed at all. The company was penalized twice for drivers using cellphones while driving, six times for drivers speeding and 13 times for drivers being out of uniform.\u003c/p>\n\u003cp>MV executives were furious about the fines. In meetings with the FAST staff, they complained they were “losing money” and the deal they signed was too punitive, according to meeting notes and internal memos.\u003c/p>\n\u003cp>As the friction between Fink and the company peaked in the summer of 2009, Monson, then MV’s board chairman, made $10,000 campaign donations to City Councilman John Mraz and City Councilwoman Catherine Moy. Those were hefty sums, even in a city with no campaign contribution limits. When contacted for comment, Mraz called Fink an expletive and hung up the phone. Moy did not return emails or phone calls.\u003c/p>\n\u003cp>\u003cstrong>Fines, inspections put aside\u003c/strong>\u003c/p>\n\u003cp>Monson and other executives began to meet directly with the City Council instead of city transit staff. In a 2010 memo, Lewis – the assistant public works director – complained that the “city has allowed MV to circumvent the normal management chain. Often, local issues are discussed and resolved without the input of transit staff by the City Manager’s office, City Council, and MV executives.”\u003c/p>\n\u003cp>Fines against MV were halted by the city for months, and old ones weren’t paid as the city manager overruled some on appeal. Bus inspections that had been yielding fines also were stopped.\u003c/p>\n\u003cp>In an interview, Lewis said he killed an audit of MV ordered by Fink because it was too punitive. He said that while many of the fines were valid, “there were enough of them that … would seem like they were frivolous,” such as one for a bus driver’s untucked shirttail.\u003c/p>\n\u003cp>Lewis added that Fairfield and Suisun Transit and MV Transportation are “in a good place now.”\u003c/p>\n\u003cp>But problems persisted after Fink left in 2010. The bus service performance “exhibited mostly negative trends in all areas” related to efficiency and productivity, according to a 2010 audit by the Metropolitan Transportation Commission, which oversees transit funding in the Bay Area. An MV spokeswoman declined to comment, and Lewis did not return calls seeking comment on the audit.\u003c/p>\n\u003cp>And in June 2011, an MV Transportation bus operator was involved in a fatal collision. The bus driver, identified as Dale Lee Karuza in multiple lawsuits, was turning left across a Suisun City street when he collided with an oncoming car, killing a passenger. Police cited the primary cause of the collision as the bus failing to yield right of way, according to the California Highway Patrol’s summary. Investigators also concluded that the car was speeding.\u003c/p>\n\u003cp>Fink now works at the San Joaquin Regional Rail Commission in Stockton. Reflecting back on his time in Fairfield, he said it taught him a lesson about outsourcing public transit.\u003c/p>\n\u003cp>“If you had a contractor that wanted to run the business and not maximize their profit at every turn, then it would be fine,” Fink said. “As it tends to work out, you’re spending 85 percent of the time making sure that they’re doing everything in the contract instead of doing the things you need to be doing, like getting grant money doing transit planning.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>This story was produced by The Bay Citizen, a project of the Center for Investigative Reporting. Learn more at www.baycitizen.\u003c/em>\u003c/p>\n\n",
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"description": "by Zusha Elinson, The Bay Citizen Cash-strapped cities embracing private contractors as saviors of their public transportation systems may find a cautionary tale in Fairfield. The suburban city halfway between Sacramento and San Francisco was the headquarters of MV Transportation, a rising star in public transit outsourcing. But the company failed to deliver the bus service it promised its hometown, emails, documents and interviews show. Between 2008 and 2010, the company was fined 295 times by local transit officials for poor performance, including too many accidents, missed bus runs and late buses. The use of private contractors has grown dramatically",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>by \u003ca href=\"https://www.baycitizen.org/news/transportation/private-contractor-struggles-to-deliver-public-bus/\">Zusha Elinson\u003c/a>, The Bay Citizen\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2013/03/06/fairfield-case-raises-doubts-about-private-contracts-for-public-buses/baycitizenlogo-48/\" rel=\"attachment wp-att-90792\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignleft size-full wp-image-90792\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/BayCitizenLogo.png\" alt=\"BayCitizenLogo\" width=\"218\" height=\"74\">\u003c/a>Cash-strapped cities embracing private contractors as saviors of their public transportation systems may find a cautionary tale in Fairfield.\u003c/p>\n\u003cp>The suburban city halfway between Sacramento and San Francisco was the headquarters of MV Transportation, a rising star in public transit outsourcing. But the company failed to deliver the bus service it promised its hometown, emails, documents and interviews show.\u003c/p>\n\u003cfigure id=\"attachment_90816\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/06/fairfield-case-raises-doubts-about-private-contracts-for-public-buses/fiarfield-bus-michael-short-bay-citizen/\" rel=\"attachment wp-att-90816\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-90816\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/Fiarfield-bus-Michael-Short-Bay-Citizen-300x118.jpg\" alt=\"A rider waits to board the Solano Express in Fairfield. (Michael Short/The Bay Citizen)\" width=\"300\" height=\"118\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A rider waits to board the Solano Express in Fairfield. (Michael Short/The Bay Citizen)\u003c/figcaption>\u003c/figure>\n\u003cp>Between 2008 and 2010, the company was fined 295 times by local\u003cstrong> \u003c/strong>transit officials for poor performance, including too many accidents, missed bus runs and late buses.\u003c/p>\n\u003cp>The use of private contractors has grown dramatically in California. Contractors ran 223 million miles of bus and train service in the state in 2011, a 42 percent increase in a decade, according to the National Transit Database. Last year, they picked up 166 million riders in California, up 29 percent. Government-run public transit systems still carried far more riders last year with 1.2 billion, a slight dip from a decade ago.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Even in the Bay Area, a stronghold of public employee unions, officials are more eagerly considering outsourcing public transit to save money. Alameda County is mulling contracting out bus routes in the growing suburbs of Fremont and Newark, managed for decades by AC Transit. Last summer, Marin County officials considered outsourcing bus service to a private company, deciding against it only when the public agency cut its price to compete.\u003c!--more-->\u003c/p>\n\u003cp>But the arrangements are not all unmitigated successes. Some fall short of heralded savings. Others bring lower wages and less bus service. In Fairfield, then-Transit Manager George Fink said he couldn’t hold politically connected MV Transportation to the contract, calling it a wake-up call to transit agencies thinking about outsourcing.\u003c/p>\n\u003cp>Riders like retiree Albert Sanchez are the collateral damage. One sunny afternoon, Sanchez and his wife waited for a bus from the mall in Fairfield to their home a few miles away, in Suisun City. Sanchez said the outsourced Fairfield and Suisun Transit – known as FAST – has failed to live up to its optimistic acronym.\u003c/p>\n\u003cp>“The bus is always late. It’s always late,” said Sanchez, an inveterate public transit user who moved from San Francisco eight years ago.\u003c/p>\n\u003cp>Sanchez said that the previous week, he’d waited at the stop for two hours. One Friday, he walked four miles home because buses stop running at 8:30 p.m.\u003c/p>\n\u003cp>Documents and interviews reinforce Fink’s allegations that the Fairfield City Council and his bosses frequently intervened. Once, Fink said, he clocked the time between his criticism of MV Transportation and a call from his boss, Assistant Public Works Director Wayne Lewis, at 32 minutes.\u003c/p>\n\u003cp>Lewis, who now leads FAST, said Fink was a rigid manager who always stuck to the “letter of the law.” Lewis added, however, that he understood the frustration city employees feel when contractors “have access to elected officials and staff doesn’t.”\u003c/p>\n\u003cp>MV Transportation has been a generous donor to local charities and pumped tens of thousands into low-dollar Fairfield City Council races.\u003c/p>\n\u003cp>“Anything that was critical, 89 percent of the time, it would circle back to us,” Fink said. “They would engage the City Council, and they would call the city manager and then he would talk to me and tell me to back off.”\u003c/p>\n\u003cp>During Fink’s five-year tenure in Fairfield, which ended in 2010, records and interviews show he was ordered not to issue an audit critical of MV Transportation and to stop penalizing the company for poor performance, and his staff was ordered to halt regular bus inspections.\u003c/p>\n\u003cp>Chuck Timm, a city councilman until 2011, said the company gained no special access to city leaders and praised its performance.\u003c/p>\n\u003cp>“As a councilmember and as a citizen, they were great community partners, and they did an excellent job,” Timm said.\u003c/p>\n\u003cp>Timm prefaced his comments by noting that he was “friends with the boss,” former MV Transportation CEO Jon Monson. Timm also received a $10,000 campaign donation from the company in 2007, according to state campaign finance filings.\u003c/p>\n\u003cp>Cristina Russell, an MV Transportation spokeswoman, declined to comment, saying, “A response would unnecessarily cast a negative light on a positive relationship.”\u003c/p>\n\u003cp>\u003cstrong>Other agencies consider contracting\u003c/strong>\u003c/p>\n\u003cp>In Alameda County, even the possibility of contracting out some bus routes in Fremont and Newark worries AC Transit Director Chris Peeples.\u003c/p>\n\u003cp>“Mainly what it would do is screw the union,” Peeples said. “The contracted-out systems are a whole lot cheaper because of less compensation per hour and dramatically less in benefits.”\u003c/p>\n\u003cp>Scott Haggerty, an Alameda County supervisor leading a policy advisory committee to study “Tri-City and Tri-Valley Transit” for the Metropolitan Transportation Commission, said transit agencies that use private companies have done a better job than AC Transit at keeping costs down. But Haggerty emphasized that no decision has been made and talks are ongoing.\u003c/p>\n\u003cp>Last summer, David Rzepinski, general manager of the Marin County Transit District, which serves the scenic county’s 255,000 residents, went shopping for a company to run the district’s buses. Rzepinski had been paying Golden Gate Transit $133 an hour. He found that private companies would do the work for between $92 and $115 an hour.\u003c/p>\n\u003cp>The bus drivers union protested. With the threat of contracting hanging over the negotiations, Golden Gate lowered its rate to $120 an hour, so Marin Transit ended up sticking with the incumbent. The new deal will help balance the budget, Rzepinski said.\u003c/p>\n\u003cp>\u003cstrong>Friction with transit staff\u003c/strong>\u003c/p>\n\u003cp>With public transportation in the suburbs, some problems are embedded in city planning, or lack thereof. Cities like Fairfield are built for cars and often are too spread out to justify extended hours or more regular service. But problems such as late buses and accidents are more closely related to management and oversight.\u003c/p>\n\u003cp>When Fink arrived in Fairfield in 2005, MV Transportation already was running the bus system, which carries about 1 million passengers a year. When the city put the contract out to bid again, he and other city officials added penalties for poor service. MV won an $18.2 million, four-year contract. Soon after, the fines started rolling in.\u003c/p>\n\u003cp>Over a two-year period beginning in 2008, the company was fined 295 times for a total of $164,000, according to a 2010 city audit, released in place of the one Fink sought to issue. MV was fined for the 14 months when the preventable accident rate exceeded the allowed 1 per 100,000 miles. FAST officials fined MV nine times for not meeting the agreed-upon 90 percent on-time arrival rate and 18 times for buses that never showed at all. The company was penalized twice for drivers using cellphones while driving, six times for drivers speeding and 13 times for drivers being out of uniform.\u003c/p>\n\u003cp>MV executives were furious about the fines. In meetings with the FAST staff, they complained they were “losing money” and the deal they signed was too punitive, according to meeting notes and internal memos.\u003c/p>\n\u003cp>As the friction between Fink and the company peaked in the summer of 2009, Monson, then MV’s board chairman, made $10,000 campaign donations to City Councilman John Mraz and City Councilwoman Catherine Moy. Those were hefty sums, even in a city with no campaign contribution limits. When contacted for comment, Mraz called Fink an expletive and hung up the phone. Moy did not return emails or phone calls.\u003c/p>\n\u003cp>\u003cstrong>Fines, inspections put aside\u003c/strong>\u003c/p>\n\u003cp>Monson and other executives began to meet directly with the City Council instead of city transit staff. In a 2010 memo, Lewis – the assistant public works director – complained that the “city has allowed MV to circumvent the normal management chain. Often, local issues are discussed and resolved without the input of transit staff by the City Manager’s office, City Council, and MV executives.”\u003c/p>\n\u003cp>Fines against MV were halted by the city for months, and old ones weren’t paid as the city manager overruled some on appeal. Bus inspections that had been yielding fines also were stopped.\u003c/p>\n\u003cp>In an interview, Lewis said he killed an audit of MV ordered by Fink because it was too punitive. He said that while many of the fines were valid, “there were enough of them that … would seem like they were frivolous,” such as one for a bus driver’s untucked shirttail.\u003c/p>\n\u003cp>Lewis added that Fairfield and Suisun Transit and MV Transportation are “in a good place now.”\u003c/p>\n\u003cp>But problems persisted after Fink left in 2010. The bus service performance “exhibited mostly negative trends in all areas” related to efficiency and productivity, according to a 2010 audit by the Metropolitan Transportation Commission, which oversees transit funding in the Bay Area. An MV spokeswoman declined to comment, and Lewis did not return calls seeking comment on the audit.\u003c/p>\n\u003cp>And in June 2011, an MV Transportation bus operator was involved in a fatal collision. The bus driver, identified as Dale Lee Karuza in multiple lawsuits, was turning left across a Suisun City street when he collided with an oncoming car, killing a passenger. Police cited the primary cause of the collision as the bus failing to yield right of way, according to the California Highway Patrol’s summary. Investigators also concluded that the car was speeding.\u003c/p>\n\u003cp>Fink now works at the San Joaquin Regional Rail Commission in Stockton. Reflecting back on his time in Fairfield, he said it taught him a lesson about outsourcing public transit.\u003c/p>\n\u003cp>“If you had a contractor that wanted to run the business and not maximize their profit at every turn, then it would be fine,” Fink said. “As it tends to work out, you’re spending 85 percent of the time making sure that they’re doing everything in the contract instead of doing the things you need to be doing, like getting grant money doing transit planning.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"info": "Gentrification is changing cities across America, forcing people from neighborhoods they have long called home. Call them the displaced. Now those priced out of the Bay Area are looking for a better life in an unlikely place. American Suburb follows this migration to one California town along the Delta, 45 miles from San Francisco. But is this once sleepy suburb ready for them?",
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},
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"id": "baycurious",
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"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
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},
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},
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"order": 8
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"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"order": 1
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"title": "Code Switch / Life Kit",
"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.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
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"order": 9
},
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"meta": {
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"source": "WNYC"
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
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"source": "NPR"
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"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"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": {
"id": "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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"jerrybrown": {
"id": "jerrybrown",
"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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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
}
},
"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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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
"site": "radio",
"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"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
},
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