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"content": "\u003cfigure id=\"attachment_80614\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/11/bullet-train.png\">\u003cbr>\n\u003cimg class=\"size-full wp-image-80614\" title=\"bullet train\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/11/bullet-train.png\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">California High-Speed Rail Authority\u003c/figcaption>\u003c/figure>\n\u003cp>SACRAMENTO, Calif. (AP) — A judge denied a request Friday from Central Valley farmers who sought to halt work on California's ambitious high-speed rail project.\u003c/p>\n\u003cp>Sacramento County Superior Court Judge Timothy Frawley denied a request for a preliminary injunction.\u003c/p>\n\u003cp>Groups representing Central Valley farmers claim that the California High-Speed\u003cspan style=\"color: #000000\"> Rail A\u003c/span>uthority should have to halt all planning and engineering work on the $68 billion project because the state violated environmental laws.\u003c/p>\n\u003cp>The judge ruled that \"the authority acted reasonably and in good faith\" in considering the project's impact.\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">The rail authority's ch\u003c/span>airman, Dan Richard, applauded the decision.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">\"Both the voters and the Legislature have spoken on high-speed rail,\" he said in a statement. \"The Judge's decision ensures that we can continue to move forward with our preparatory work to build the first segment of high-speed rail in the Central Valley, with a plan to break ground next summer.\"\u003c/span>\u003c/p>\n\u003cp>\u003c!--more-->The initial section will be a 65-mile segment running from Merced to Fresno, in the heart of California's agricultural industry.\u003c/p>\n\u003cp>In making his ruling Friday, the judge acknowledged that California laws require an understanding of a project's harm to the environment. Yet he said he did not feel there \u003cspan style=\"color: #000000\">was sufficient reason to grant farmers a preliminary injunction.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">The rail authority argued in court that the potential harm to the state for halting the massive transportation project was far\u003c/span> greater than the objections of Central Valley farmers and landowners.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The authority said the state could risk up to $3.2 billion if construction of the bullet train did not meet federal deadlines. A delay could cost as much as $8 million to $10 million in additional construction costs.\u003c/p>\n\n",
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"description": "SACRAMENTO, Calif. (AP) — A judge denied a request Friday from Central Valley farmers who sought to halt work on California's ambitious high-speed rail project. Sacramento County Superior Court Judge Timothy Frawley denied a request for a preliminary injunction. Groups representing Central Valley farmers claim that the California High-Speed Rail Authority should have to halt all planning and engineering",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_80614\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/11/bullet-train.png\">\u003cbr>\n\u003cimg class=\"size-full wp-image-80614\" title=\"bullet train\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/11/bullet-train.png\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">California High-Speed Rail Authority\u003c/figcaption>\u003c/figure>\n\u003cp>SACRAMENTO, Calif. (AP) — A judge denied a request Friday from Central Valley farmers who sought to halt work on California's ambitious high-speed rail project.\u003c/p>\n\u003cp>Sacramento County Superior Court Judge Timothy Frawley denied a request for a preliminary injunction.\u003c/p>\n\u003cp>Groups representing Central Valley farmers claim that the California High-Speed\u003cspan style=\"color: #000000\"> Rail A\u003c/span>uthority should have to halt all planning and engineering work on the $68 billion project because the state violated environmental laws.\u003c/p>\n\u003cp>The judge ruled that \"the authority acted reasonably and in good faith\" in considering the project's impact.\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">The rail authority's ch\u003c/span>airman, Dan Richard, applauded the decision.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">\"Both the voters and the Legislature have spoken on high-speed rail,\" he said in a statement. \"The Judge's decision ensures that we can continue to move forward with our preparatory work to build the first segment of high-speed rail in the Central Valley, with a plan to break ground next summer.\"\u003c/span>\u003c/p>\n\u003cp>\u003c!--more-->The initial section will be a 65-mile segment running from Merced to Fresno, in the heart of California's agricultural industry.\u003c/p>\n\u003cp>In making his ruling Friday, the judge acknowledged that California laws require an understanding of a project's harm to the environment. Yet he said he did not feel there \u003cspan style=\"color: #000000\">was sufficient reason to grant farmers a preliminary injunction.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"color: #000000\">The rail authority argued in court that the potential harm to the state for halting the massive transportation project was far\u003c/span> greater than the objections of Central Valley farmers and landowners.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The authority said the state could risk up to $3.2 billion if construction of the bullet train did not meet federal deadlines. A delay could cost as much as $8 million to $10 million in additional construction costs.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Wealthy Larkspur Ties for Worst in Bay Area Pavement Quality Survey",
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"content": "\u003cp>\u003cem>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/affluent-larkspur-gets-low-marks-roads/\">The Bay Citizen\u003c/a>\u003c/em>\u003c/p>\n\u003cdiv style=\"text-align: center\">\u003ciframe width=\"480\" height=\"270\" src=\"http://www.youtube.com/embed/8rWK8onp8C8\" frameborder=\"0\" allowfullscreen>\u003c/iframe>\u003c/div>\n\u003cp>\u003c/p>\n\u003cp>For the past 43 years, David Slopak has delivered mail to the residents of Madrone Canyon, a redwood-shaded enclave in Larkspur where homes sell for more than $1 million.\u003c/p>\n\u003cp>Slopak estimates that he’s twisted his ankles at least 50 times because of potholes and cracked pavement in the winding, narrow roads.\u003c/p>\n\u003cp>“If you walk up and down the street you'll see potholes that you can't imagine that haven’t been fixed forever,” he said on a recent Saturday as he made his rounds.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Larkspur’s roads are tied for with Napa's St. Helena for the worst in the Bay Area, according to \u003ca href=\"http://www.mtc.ca.gov/news/press_releases/rel586.htm\">pavement quality rankings\u003c/a> published by the \u003ca href=\"http://www.mtc.ca.gov/\">Metropolitan Transportation Commission\u003c/a> this month. Larkspur, with median household income of $83,000, is among the wealthier cities in Bay Area. But the quality of Larkspur’s pavement ranks below some of the Bay Area’s poorest communities. \u003c!--more-->\u003c/p>\n\u003cp>Officials say the low-quality roads are due to lack of money. Other cities have passed taxes to pay for road maintenance. But Larkspur, with its charming downtown, 12,000 residents and 64 miles of roads, has not. The city stands out in liberal Marin County for its small-government bent.\u003c/p>\n\u003cp>“It reflects a relatively conservative government that for a long period of time has taken a limited view of government’s role,” said Steve Kinsey, a Marin County supervisor whose district includes parts of Larkspur. “On top of that they have not passed any bond funding for their local roads whereas Novato and San Rafael have.”\u003c/p>\n\u003cp>The transportation commission gave Larkspur and St. Helena pavement a score 44 out of 100, the worst in the Bay Area. At the top of the list was suburban Brentwood in Contra Costa County with a score of 86, followed by Belvedere, a wealthy Marin County town, with 85. The scores are based on regularly performed roadway inspections.\u003c/p>\n\u003cp>Theresa Romell, a senior planner at the transportation commission, said it is not unheard of for rich towns to have bad roads. The tony Peninsula suburb of Hillsborough was long at the bottom of the list, she said. Money for roads from the state and federal government is doled out according to a formula – and local property taxes don’t figure in. If cities don’t approve local taxes, they can run out of money for repair, she said.\u003c/p>\n\u003cp>Larkspur Mayor Len Rifkind told The Bay Citizen that the city will look to put a revenue measure on the ballot next year to pay for roads and other infrastructure. The City Council had considered a tax measure in 2011, but decided it didn’t want to compete with a school bond, he said. While the roads in the Larkspur hills are in rougher shape, he noted, the city has kept the arterial roads in good condition.\u003c/p>\n\u003cp>“Do we have baby-butt smooth roads? No,” Rifkind said. “But people are not driving through dirt or gigantic chuckholes.”\u003c/p>\n\u003cp>Hamid Shamsapour, Larkspur's director of public works, took issue with being labeled the worst. He said his department has focused on repairing three bridges – as well as the major thoroughfares in town. The city fills potholes on the local streets, he said, but can’t get grants to repave them.\u003c/p>\n\u003cp>“The worst roads is not really nice terminology,” he said. “The worst roads are roads that are unsafe. They (Larkspur’s roads) may not be the prettiest, but they are safe.”\u003c/p>\n\u003cp>The poor pavement perplexes some residents.\u003c/p>\n\u003cp>“This community has got a lot of money ... so it seems like we should be doing better with the roads,” said Ben Soccorsy, who was jogging in Madrone Canyon. “Our priorities are kind of whacked out.”\u003c/p>\n\u003cp>Slopak, the letter carrier, theorizes that some residents actually appreciate having potholes in the streets because they slow down traffic.\u003c/p>\n\u003cp>“There’s a lot of people that like the roads in decrepit condition so it hinders people from speeding through here,” Slopak said.\u003c/p>\n\u003cp>And real estate agents say it hasn’t prevented people from buying expensive homes in Larkspur, where the median price is $1.1 million.\u003c/p>\n\u003cp>“They want the location, they want the charm, they want the schools,” said Realtor Niz Brown. “The roads are what the roads are.”\u003c/p>\n\u003cp>But some longtime residents say it’s time for the city to start paying more attention. Sharon Tilley, who was biking with her son, said the potholes can be dangerous.\u003c/p>\n\u003cp>“It’s embarrassing,” she said, “and it’s a safety hazard.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Lonny Shavelson contributed to this report. This story was produced by The Bay Citizen, a project of the Center for Investigative Reporting. Learn more at www.baycitizen.org.\u003c/em> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/affluent-larkspur-gets-low-marks-roads/\">The Bay Citizen\u003c/a>\u003c/em>\u003c/p>\n\u003cdiv style=\"text-align: center\">\u003ciframe width=\"480\" height=\"270\" src=\"http://www.youtube.com/embed/8rWK8onp8C8\" frameborder=\"0\" allowfullscreen>\u003c/iframe>\u003c/div>\n\u003cp>\u003c/p>\n\u003cp>For the past 43 years, David Slopak has delivered mail to the residents of Madrone Canyon, a redwood-shaded enclave in Larkspur where homes sell for more than $1 million.\u003c/p>\n\u003cp>Slopak estimates that he’s twisted his ankles at least 50 times because of potholes and cracked pavement in the winding, narrow roads.\u003c/p>\n\u003cp>“If you walk up and down the street you'll see potholes that you can't imagine that haven’t been fixed forever,” he said on a recent Saturday as he made his rounds.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Larkspur’s roads are tied for with Napa's St. Helena for the worst in the Bay Area, according to \u003ca href=\"http://www.mtc.ca.gov/news/press_releases/rel586.htm\">pavement quality rankings\u003c/a> published by the \u003ca href=\"http://www.mtc.ca.gov/\">Metropolitan Transportation Commission\u003c/a> this month. Larkspur, with median household income of $83,000, is among the wealthier cities in Bay Area. But the quality of Larkspur’s pavement ranks below some of the Bay Area’s poorest communities. \u003c!--more-->\u003c/p>\n\u003cp>Officials say the low-quality roads are due to lack of money. Other cities have passed taxes to pay for road maintenance. But Larkspur, with its charming downtown, 12,000 residents and 64 miles of roads, has not. The city stands out in liberal Marin County for its small-government bent.\u003c/p>\n\u003cp>“It reflects a relatively conservative government that for a long period of time has taken a limited view of government’s role,” said Steve Kinsey, a Marin County supervisor whose district includes parts of Larkspur. “On top of that they have not passed any bond funding for their local roads whereas Novato and San Rafael have.”\u003c/p>\n\u003cp>The transportation commission gave Larkspur and St. Helena pavement a score 44 out of 100, the worst in the Bay Area. At the top of the list was suburban Brentwood in Contra Costa County with a score of 86, followed by Belvedere, a wealthy Marin County town, with 85. The scores are based on regularly performed roadway inspections.\u003c/p>\n\u003cp>Theresa Romell, a senior planner at the transportation commission, said it is not unheard of for rich towns to have bad roads. The tony Peninsula suburb of Hillsborough was long at the bottom of the list, she said. Money for roads from the state and federal government is doled out according to a formula – and local property taxes don’t figure in. If cities don’t approve local taxes, they can run out of money for repair, she said.\u003c/p>\n\u003cp>Larkspur Mayor Len Rifkind told The Bay Citizen that the city will look to put a revenue measure on the ballot next year to pay for roads and other infrastructure. The City Council had considered a tax measure in 2011, but decided it didn’t want to compete with a school bond, he said. While the roads in the Larkspur hills are in rougher shape, he noted, the city has kept the arterial roads in good condition.\u003c/p>\n\u003cp>“Do we have baby-butt smooth roads? No,” Rifkind said. “But people are not driving through dirt or gigantic chuckholes.”\u003c/p>\n\u003cp>Hamid Shamsapour, Larkspur's director of public works, took issue with being labeled the worst. He said his department has focused on repairing three bridges – as well as the major thoroughfares in town. The city fills potholes on the local streets, he said, but can’t get grants to repave them.\u003c/p>\n\u003cp>“The worst roads is not really nice terminology,” he said. “The worst roads are roads that are unsafe. They (Larkspur’s roads) may not be the prettiest, but they are safe.”\u003c/p>\n\u003cp>The poor pavement perplexes some residents.\u003c/p>\n\u003cp>“This community has got a lot of money ... so it seems like we should be doing better with the roads,” said Ben Soccorsy, who was jogging in Madrone Canyon. “Our priorities are kind of whacked out.”\u003c/p>\n\u003cp>Slopak, the letter carrier, theorizes that some residents actually appreciate having potholes in the streets because they slow down traffic.\u003c/p>\n\u003cp>“There’s a lot of people that like the roads in decrepit condition so it hinders people from speeding through here,” Slopak said.\u003c/p>\n\u003cp>And real estate agents say it hasn’t prevented people from buying expensive homes in Larkspur, where the median price is $1.1 million.\u003c/p>\n\u003cp>“They want the location, they want the charm, they want the schools,” said Realtor Niz Brown. “The roads are what the roads are.”\u003c/p>\n\u003cp>But some longtime residents say it’s time for the city to start paying more attention. Sharon Tilley, who was biking with her son, said the potholes can be dangerous.\u003c/p>\n\u003cp>“It’s embarrassing,” she said, “and it’s a safety hazard.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Lonny Shavelson contributed to this report. This story was produced by The Bay Citizen, a project of the Center for Investigative Reporting. Learn more at www.baycitizen.org.\u003c/em> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Why is it So Hard To Get a Cab in San Francisco?",
"title": "Why is it So Hard To Get a Cab in San Francisco?",
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"content": "\u003cfigure id=\"attachment_26339\" class=\"wp-caption alignright\" style=\"max-width: 250px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/05/taxiSM1.jpg\">\u003cimg class=\"size-full wp-image-26339\" title=\"taxiSM\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/05/taxiSM1.jpg\" alt=\"\" width=\"250\" height=\"188\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">b00nj Flickr\u003c/figcaption>\u003c/figure>\n\u003cp>Ever waited for a very long time to grab a cab in San Francisco on Friday or Saturday night? Of course you have.\u003c/p>\n\u003cp>Katrina Schwartz reported a story on KQED News Thursday about the \u003ca href=\"http://www.kqed.org/news/story/2012/11/08/110777/sf_street_fight_rideshare_startups_battling_taxis_regulators?category=economy\" target=\"_blank\">rise of ride-sharing services in San Francisco\u003c/a> that have emerged to fill the supply-demand gap. She reported:\u003c/p>\n\u003cblockquote>\u003cp>Several ride-sharing startups are trying to take advantage of discontent with the seeming scarcity of taxis on city streets,\" she reported.\" But the new services are facing opposition from both the taxi industry and regulators.\u003c/p>\n\u003cp>San Francisco's taxi industry considers them unfair competition. And the California Public Utilities Commission, which regulates limo services, says they’re breaking the law. Over the past few months, the agency has \u003ca href=\"http://www.baycitizen.org/blogs/pulse-of-the-bay/state-sends-rideshare-companies-cease/\" target=\"_blank\">sent cease-and-desist letters\u003c/a> to Lyft and at least two similar services, SideCar and Uber.\"\u003c/p>\u003c/blockquote>\n\u003cp>The companies are still operating as they \u003ca href=\"http://www.sfexaminer.com/local/transportation/2012/10/lyft-sidecar-zimride-say-they-will-fight-cease-and-desist-orders-stop-s\" target=\"_blank\">fight the orders\u003c/a>, which threaten fines and jail time. \u003c/p>\n\u003cp>One thing in Katrina's story puzzled me:\u003c/p>\n\u003cblockquote>\u003cp>San Francisco’s Municipal Transportation Agency keeps a lid on the number of medallions, or operating permits, it issues to cab owners. The city has licensed about 1,500 cabs. In response to complaints about service, and with high-profile events like next year's America's Cup looming, it’s doling out 200 temporary permits.\u003c/p>\u003c/blockquote>\n\u003cp>But if there’s enough of a chronic shortage of cabs in San Francisco for ride-sharing companies to enter the market, why doesn’t the regulator of licensed taxis, the SFMTA, issue additional permanent medallions instead of a measly 200 temporaries? \u003c!--more-->\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The MTA’s web page on \u003ca href=\"http://www.sfmta.com/cms/xind/howmedallion.htm\" target=\"_blank\">how to get a taxi medallion\u003c/a> says, “SFMTA Taxi Services will not be accepting applications to get onto the medallion waiting list until further notice.”\u003c/p>\n\u003cp>So, what gives?\u003c/p>\n\u003caside class=\"pullquote alignleft\">\"The situation with cabs in San Francisco is that there are obviously not enough... Everyone knows that.\n\u003cp>--Charles Rathbone, Luxor Cab\u003c/p>\u003c/aside>\n\u003cp>Paul Rose, spokesperson for the SFMTA, says that according to the Authority’s strategic goals, “The plan is to add additional taxi medallions. We have to do that in conjunction with taxi companies and taxi drivers.\" The MTA is waiting on a study that will analyze the taxi industry as a whole in San Francisco, Rose said, and it’s expected to be released early next year. \"[Issuing] the temporary medallions is one step in providing additional service. We’re looking to the study to help inform long-term decisions.\"\u003c/p>\n\u003cp>SFMTA Chief Ed Reiskin has acknowledged the problem in service. “The two single biggest things I think we could do [to improve taxi service] is increase the number of taxis and improve the public’s ability to access them,” he told Katrina Schwartz. The 'access' issue Reiskin is referring to: there are eight different dispatch companies connecting customers with cabs for around 33 taxi companies, creating a lack of coordinated, streamlined response to customer requests.\u003c/p>\n\u003cp>The MTA's Rose says the agency is working on an app with the City Attorney’s office for “the development of a realtime data stream from the taxi fleet in order to allow private taxi-hailing applications to access fleetwide data.\" It’s still too early to say when consumers will be able to download the app, he says.\u003c/p>\n\u003cp>We called the Fog City Cab company, which owns 35 medallions, to ask what they thought about more operating permits as a solution to the taxi shortage. Owner-operator Sonny Tam is not so crazy about the idea of added competition.\u003c/p>\n\u003cp>\"Only Thursday, Friday and Saturday has a shortage, but after 8:30 or 9:00 p.m., Sunday through Wednesday, there are very few fares,” Tam said. He thinks more taxi medallions would create more competition during slow times and perhaps even accidents between aggressive cabs fighting for fares.\u003c/p>\n\u003cp>So what would help on those high-demand nights? In his opinion, “If the city allowed cab companies to operate spare cabs on the weekends, that would be good. All the fleets in San Francisco have [a combined total of] about 150 spare cabs.\"\u003c/p>\n\u003cp>Steven Webb, a medallion owner for Big Dog City Cab, also disagrees that more medallions would ease the taxi shortage. He thinks that could flood the market with less-qualified drivers. What San Francisco needs, he says, are professional cab drivers who work hard to create a regular client base.\u003c/p>\n\u003cp>But Charles Rathbone, one of the assistant managers at Luxor Cab, disagrees. He's both a medallion holder and a driver.\u003c/p>\n\u003cp>\"The situation with cabs in San Francisco is that there are obviously not enough cabs,\" he says. \"Everyone knows that. Our company, along with others like Yellow Cab, has been down at the MTA for years screaming for more cabs... It would help the shortage, but you don’t want to have too many [medallions].”\u003c/p>\n\u003cp>So what is the right number?\u003c/p>\n\u003cp>“That’s the $64,000 question,\" he says. \"Nobody knows!\"\u003c/p>\n\u003cp>Rathbone says that the City \u003cem>is\u003c/em> doing something about the taxi shortage with the 200 temporary operator permits it recently issued. Rathbone says Luxor Cab received 41 of the permits, which he hopes will be reissued. He says they amount to a substantial increase in the fleet, and that the company has put 13 new cabs on the road so far; they hope to get the rest of them up and running by the end of the year.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>One more thing, Rathbone says. They need drivers!\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_26339\" class=\"wp-caption alignright\" style=\"max-width: 250px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/05/taxiSM1.jpg\">\u003cimg class=\"size-full wp-image-26339\" title=\"taxiSM\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2011/05/taxiSM1.jpg\" alt=\"\" width=\"250\" height=\"188\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">b00nj Flickr\u003c/figcaption>\u003c/figure>\n\u003cp>Ever waited for a very long time to grab a cab in San Francisco on Friday or Saturday night? Of course you have.\u003c/p>\n\u003cp>Katrina Schwartz reported a story on KQED News Thursday about the \u003ca href=\"http://www.kqed.org/news/story/2012/11/08/110777/sf_street_fight_rideshare_startups_battling_taxis_regulators?category=economy\" target=\"_blank\">rise of ride-sharing services in San Francisco\u003c/a> that have emerged to fill the supply-demand gap. She reported:\u003c/p>\n\u003cblockquote>\u003cp>Several ride-sharing startups are trying to take advantage of discontent with the seeming scarcity of taxis on city streets,\" she reported.\" But the new services are facing opposition from both the taxi industry and regulators.\u003c/p>\n\u003cp>San Francisco's taxi industry considers them unfair competition. And the California Public Utilities Commission, which regulates limo services, says they’re breaking the law. Over the past few months, the agency has \u003ca href=\"http://www.baycitizen.org/blogs/pulse-of-the-bay/state-sends-rideshare-companies-cease/\" target=\"_blank\">sent cease-and-desist letters\u003c/a> to Lyft and at least two similar services, SideCar and Uber.\"\u003c/p>\u003c/blockquote>\n\u003cp>The companies are still operating as they \u003ca href=\"http://www.sfexaminer.com/local/transportation/2012/10/lyft-sidecar-zimride-say-they-will-fight-cease-and-desist-orders-stop-s\" target=\"_blank\">fight the orders\u003c/a>, which threaten fines and jail time. \u003c/p>\n\u003cp>One thing in Katrina's story puzzled me:\u003c/p>\n\u003cblockquote>\u003cp>San Francisco’s Municipal Transportation Agency keeps a lid on the number of medallions, or operating permits, it issues to cab owners. The city has licensed about 1,500 cabs. In response to complaints about service, and with high-profile events like next year's America's Cup looming, it’s doling out 200 temporary permits.\u003c/p>\u003c/blockquote>\n\u003cp>But if there’s enough of a chronic shortage of cabs in San Francisco for ride-sharing companies to enter the market, why doesn’t the regulator of licensed taxis, the SFMTA, issue additional permanent medallions instead of a measly 200 temporaries? \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 MTA’s web page on \u003ca href=\"http://www.sfmta.com/cms/xind/howmedallion.htm\" target=\"_blank\">how to get a taxi medallion\u003c/a> says, “SFMTA Taxi Services will not be accepting applications to get onto the medallion waiting list until further notice.”\u003c/p>\n\u003cp>So, what gives?\u003c/p>\n\u003caside class=\"pullquote alignleft\">\"The situation with cabs in San Francisco is that there are obviously not enough... Everyone knows that.\n\u003cp>--Charles Rathbone, Luxor Cab\u003c/p>\u003c/aside>\n\u003cp>Paul Rose, spokesperson for the SFMTA, says that according to the Authority’s strategic goals, “The plan is to add additional taxi medallions. We have to do that in conjunction with taxi companies and taxi drivers.\" The MTA is waiting on a study that will analyze the taxi industry as a whole in San Francisco, Rose said, and it’s expected to be released early next year. \"[Issuing] the temporary medallions is one step in providing additional service. We’re looking to the study to help inform long-term decisions.\"\u003c/p>\n\u003cp>SFMTA Chief Ed Reiskin has acknowledged the problem in service. “The two single biggest things I think we could do [to improve taxi service] is increase the number of taxis and improve the public’s ability to access them,” he told Katrina Schwartz. The 'access' issue Reiskin is referring to: there are eight different dispatch companies connecting customers with cabs for around 33 taxi companies, creating a lack of coordinated, streamlined response to customer requests.\u003c/p>\n\u003cp>The MTA's Rose says the agency is working on an app with the City Attorney’s office for “the development of a realtime data stream from the taxi fleet in order to allow private taxi-hailing applications to access fleetwide data.\" It’s still too early to say when consumers will be able to download the app, he says.\u003c/p>\n\u003cp>We called the Fog City Cab company, which owns 35 medallions, to ask what they thought about more operating permits as a solution to the taxi shortage. Owner-operator Sonny Tam is not so crazy about the idea of added competition.\u003c/p>\n\u003cp>\"Only Thursday, Friday and Saturday has a shortage, but after 8:30 or 9:00 p.m., Sunday through Wednesday, there are very few fares,” Tam said. He thinks more taxi medallions would create more competition during slow times and perhaps even accidents between aggressive cabs fighting for fares.\u003c/p>\n\u003cp>So what would help on those high-demand nights? In his opinion, “If the city allowed cab companies to operate spare cabs on the weekends, that would be good. All the fleets in San Francisco have [a combined total of] about 150 spare cabs.\"\u003c/p>\n\u003cp>Steven Webb, a medallion owner for Big Dog City Cab, also disagrees that more medallions would ease the taxi shortage. He thinks that could flood the market with less-qualified drivers. What San Francisco needs, he says, are professional cab drivers who work hard to create a regular client base.\u003c/p>\n\u003cp>But Charles Rathbone, one of the assistant managers at Luxor Cab, disagrees. He's both a medallion holder and a driver.\u003c/p>\n\u003cp>\"The situation with cabs in San Francisco is that there are obviously not enough cabs,\" he says. \"Everyone knows that. Our company, along with others like Yellow Cab, has been down at the MTA for years screaming for more cabs... It would help the shortage, but you don’t want to have too many [medallions].”\u003c/p>\n\u003cp>So what is the right number?\u003c/p>\n\u003cp>“That’s the $64,000 question,\" he says. \"Nobody knows!\"\u003c/p>\n\u003cp>Rathbone says that the City \u003cem>is\u003c/em> doing something about the taxi shortage with the 200 temporary operator permits it recently issued. Rathbone says Luxor Cab received 41 of the permits, which he hopes will be reissued. He says they amount to a substantial increase in the fleet, and that the company has put 13 new cabs on the road so far; they hope to get the rest of them up and running by the end of the year.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>One more thing, Rathbone says. They need drivers!\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>ORINDA (Bay City News) All lanes were cleared about two hours after a collision involving at least six vehicles blocked all lanes on eastbound state Highway 24 in Orinda this morning, the California Highway Patrol said.\u003c/p>\n\u003cp>The crash was reported at 6:08 a.m. on Highway 24 by Wilder Road, CHP Officer Kevin Bartlett said.\u003c/p>\n\u003cp>Two people were transported to a hospital to be treated for major injuries, but Bartlett said he was unsure whether the injuries are considered life threatening.\u003c/p>\n\u003cp>Bartlett said a big-rig lost a trailer and around five cars hit the trailer, causing the blockage.\u003c/p>\n\u003cp>The CHP did not issue a Sig-alert, although all lanes were blocked for more than an hour, backing up traffic to the Caldecott Tunnel, Bartlett said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>At about 7:20 a.m., three lanes reopened, and by 8:12 a.m., all lanes reopened, Bartlett said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>ORINDA (Bay City News) All lanes were cleared about two hours after a collision involving at least six vehicles blocked all lanes on eastbound state Highway 24 in Orinda this morning, the California Highway Patrol said.\u003c/p>\n\u003cp>The crash was reported at 6:08 a.m. on Highway 24 by Wilder Road, CHP Officer Kevin Bartlett said.\u003c/p>\n\u003cp>Two people were transported to a hospital to be treated for major injuries, but Bartlett said he was unsure whether the injuries are considered life threatening.\u003c/p>\n\u003cp>Bartlett said a big-rig lost a trailer and around five cars hit the trailer, causing the blockage.\u003c/p>\n\u003cp>The CHP did not issue a Sig-alert, although all lanes were blocked for more than an hour, backing up traffic to the Caldecott Tunnel, Bartlett said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Oakland Makes Leap in Cycling Numbers",
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"content": "\u003cp>(Bay City News) It's not your imagination.\u003c/p>\n\u003cfigure id=\"attachment_79738\" class=\"wp-caption alignright\" style=\"max-width: 248px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/11/Bicycling-in-traffic.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/11/Bicycling-in-traffic.jpg\" alt=\"\" title=\"Bicycling in traffic\" width=\"248\" height=\"140\" class=\"size-full wp-image-79738\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bicycle commuting is on the rise in the Bay Area. (Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>There are more bikes on the road in Oakland than ever before and the numbers back it up.\u003c/p>\n\u003cp>The U.S. Census Bureau released its 2011 \u003ca href=\"http://www.census.gov/acs/www/\">American Community Survey \u003c/a>data and it shows that of the 100 largest cities in the country, Oakland is seventh in the nation by percentage of people who travel to work by bicycle.\u003c/p>\n\u003cp>\"The city has made a big commitment in recent years to building our bike lanes and making the city safer, more fun, and more accessible for cyclists,\" Oakland Mayor Jean Quan said in a statement. \"So it's gratifying to see more and more Oaklanders enjoying the benefits of biking as a healthy way to commute to work.\"\u003c/p>\n\u003cp>Oakland saw the biggest jump in bike usage with a 46 percent bump in 2011. Since 2000, bicycling in Oakland has increased by more than 250 percent.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Oakland joined its neighbor across the bay, San Francisco, which is fourth in the nation in biking with more than 3.4 percent of commuters riding to work. The only cities ahead of Oakland are Washington, D.C., Minneapolis, Minn., San Francisco, Seattle, Madison, Wis., and Portland, Ore.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>San Jose also cracked the top 30 in the nation with one percent of San Jose workers riding their bikes.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>(Bay City News) It's not your imagination.\u003c/p>\n\u003cfigure id=\"attachment_79738\" class=\"wp-caption alignright\" style=\"max-width: 248px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/11/Bicycling-in-traffic.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/11/Bicycling-in-traffic.jpg\" alt=\"\" title=\"Bicycling in traffic\" width=\"248\" height=\"140\" class=\"size-full wp-image-79738\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bicycle commuting is on the rise in the Bay Area. (Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>There are more bikes on the road in Oakland than ever before and the numbers back it up.\u003c/p>\n\u003cp>The U.S. Census Bureau released its 2011 \u003ca href=\"http://www.census.gov/acs/www/\">American Community Survey \u003c/a>data and it shows that of the 100 largest cities in the country, Oakland is seventh in the nation by percentage of people who travel to work by bicycle.\u003c/p>\n\u003cp>\"The city has made a big commitment in recent years to building our bike lanes and making the city safer, more fun, and more accessible for cyclists,\" Oakland Mayor Jean Quan said in a statement. \"So it's gratifying to see more and more Oaklanders enjoying the benefits of biking as a healthy way to commute to work.\"\u003c/p>\n\u003cp>Oakland saw the biggest jump in bike usage with a 46 percent bump in 2011. Since 2000, bicycling in Oakland has increased by more than 250 percent.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Oakland joined its neighbor across the bay, San Francisco, which is fourth in the nation in biking with more than 3.4 percent of commuters riding to work. The only cities ahead of Oakland are Washington, D.C., Minneapolis, Minn., San Francisco, Seattle, Madison, Wis., and Portland, Ore.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>San Jose also cracked the top 30 in the nation with one percent of San Jose workers riding their bikes.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>You may think of it as that thing that gets you to and from work every day, but others with cameras have seen something else in BART: magic in the way raindrops gather on a handrail, or a story in the way a man wears a hat.\u003c/p>\n\u003cp>BART staff gathered this collection together in a\u003ca href=\"http://pinterest.com/sfbart/photos-in-and-around-bart/\"> collection\u003c/a> on the photo aggregation site Pinterest. Here are some of our favorites.\u003c/p>\n\u003cp>http://storify.com/kqednews/the-bart-of-photography\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cp>\u003cstrong>Update\u003c/strong>: \u003ca href=\"https://twitter.com/511SFBay/status/264419314008985601\">Muni service is returning to normal\u003c/a>.\u003c/p>\n\u003cp>\u003cem> Original post\u003c/em>\u003c/p>\n\u003cp>SF Muni is reporting a major delay this morning after a man was struck and killed by a train. The \u003ca href=\"http://www.sfgate.com/bayarea/article/Muni-Metro-mess-at-Montgomery-4003430.php\">Chron reports\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>An inbound N-Judah train hit the man while he was walking in the tunnel 700 feet east of the station platform shortly before 7:30 a.m.\u003c/p>\n\u003cp>Officials said it is unclear why the man was in the tunnel. He was declared dead at the scene, and the station will be closed while the city's Medical Examiner's office conducts its investigation. \u003ca href=\"http://www.sfgate.com/bayarea/article/Muni-Metro-mess-at-Montgomery-4003430.php#ixzz2B5FLRRyK\">Full article\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>Here's more info from \u003ca href=\"http://transit.511.org/accessible/announcements/detail.aspx?ann=87781\">Muni\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>On Friday November 2 at 8:15 am, SF Muni reports a service suspension of all Metro service between the West Portal and Embarcadero stations due to a medical emergency. Shuttles are in place. The N and J Lines are switching back at Duboce Street.\u003c/p>\n\u003cp>Muni riders with valid Muni tickets may enter BART between Balboa Park and Embarcadero stations this morning for free until further notice. They must have their ticket in their possession and show it to the Station Agent. If they travel farther, they will need to pay the prorated fare for that distance.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>One exchange between a passenger and Muni...\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\u003cp>@\u003ca href=\"https://twitter.com/sfmta_muni\">sfmta_muni\u003c/a> are we getting shuttles at Duboce & Church? Muni staff telling us to wait here\u003c/p>\n\u003cp>— Gina B (@jigglesfrog) \u003ca href=\"https://twitter.com/jigglesfrog/status/264392675111878656\">November 2, 2012\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp> \u003c/p>\n\u003cp>BART reports it's...\u003c/p>\n\u003cblockquote>\u003cp>...offering mutual aid to Muni between Balboa Park and Embarcadero Stations. Passengers are NOT permitted to enter BART stations by simply showing a Clipper card. See Muni station personnel for more information 511.org is reporting that Muni shuttles are in place. The N and J Lines are switching back at Duboce Street. Muni passengers are encouraged to take the shuttles.\u003c/p>\u003c/blockquote>\n\u003cp>Here's \u003ca href=\"http://www.sfmta.com/cms/mroutes/metro.htm#alternatives\">Muni's list of alternatives to underground service\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Update\u003c/strong>:\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> From Bay City News:\u003c/p>\n\u003cblockquote>\u003cp>The operator of the Muni light-rail vehicle has been placed on non-driving status pending an investigation into the incident and will undergo alcohol and drug testing, as is standard procedure, according to Rose.\n\u003c/p>\u003c/blockquote>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update\u003c/strong>: \u003ca href=\"https://twitter.com/511SFBay/status/264419314008985601\">Muni service is returning to normal\u003c/a>.\u003c/p>\n\u003cp>\u003cem> Original post\u003c/em>\u003c/p>\n\u003cp>SF Muni is reporting a major delay this morning after a man was struck and killed by a train. The \u003ca href=\"http://www.sfgate.com/bayarea/article/Muni-Metro-mess-at-Montgomery-4003430.php\">Chron reports\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>An inbound N-Judah train hit the man while he was walking in the tunnel 700 feet east of the station platform shortly before 7:30 a.m.\u003c/p>\n\u003cp>Officials said it is unclear why the man was in the tunnel. He was declared dead at the scene, and the station will be closed while the city's Medical Examiner's office conducts its investigation. \u003ca href=\"http://www.sfgate.com/bayarea/article/Muni-Metro-mess-at-Montgomery-4003430.php#ixzz2B5FLRRyK\">Full article\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>Here's more info from \u003ca href=\"http://transit.511.org/accessible/announcements/detail.aspx?ann=87781\">Muni\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>On Friday November 2 at 8:15 am, SF Muni reports a service suspension of all Metro service between the West Portal and Embarcadero stations due to a medical emergency. Shuttles are in place. The N and J Lines are switching back at Duboce Street.\u003c/p>\n\u003cp>Muni riders with valid Muni tickets may enter BART between Balboa Park and Embarcadero stations this morning for free until further notice. They must have their ticket in their possession and show it to the Station Agent. If they travel farther, they will need to pay the prorated fare for that distance.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>One exchange between a passenger and Muni...\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\u003cp>@\u003ca href=\"https://twitter.com/sfmta_muni\">sfmta_muni\u003c/a> are we getting shuttles at Duboce & Church? Muni staff telling us to wait here\u003c/p>\n\u003cp>— Gina B (@jigglesfrog) \u003ca href=\"https://twitter.com/jigglesfrog/status/264392675111878656\">November 2, 2012\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp> \u003c/p>\n\u003cp>BART reports it's...\u003c/p>\n\u003cblockquote>\u003cp>...offering mutual aid to Muni between Balboa Park and Embarcadero Stations. Passengers are NOT permitted to enter BART stations by simply showing a Clipper card. See Muni station personnel for more information 511.org is reporting that Muni shuttles are in place. The N and J Lines are switching back at Duboce Street. Muni passengers are encouraged to take the shuttles.\u003c/p>\u003c/blockquote>\n\u003cp>Here's \u003ca href=\"http://www.sfmta.com/cms/mroutes/metro.htm#alternatives\">Muni's list of alternatives to underground service\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Update\u003c/strong>:\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> From Bay City News:\u003c/p>\n\u003cblockquote>\u003cp>The operator of the Muni light-rail vehicle has been placed on non-driving status pending an investigation into the incident and will undergo alcohol and drug testing, as is standard procedure, according to Rose.\n\u003c/p>\u003c/blockquote>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Californians' Commute Times Rank 10th Longest in US",
"title": "Californians' Commute Times Rank 10th Longest in US",
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"content": "\u003cp>by Joanna Lin, \u003ca href=\"http://californiawatch.org/dailyreport/californians-commute-times-rank-10th-longest-us-18614\">California Watch\u003c/a>\u003c/p>\n\u003cp>Californians rank 10th in the country for having the longest commute times, taking an average of 26.9 minutes to travel to work, recently released census data show.\u003c/p>\n\u003cfigure id=\"attachment_79551\" class=\"wp-caption alignleft\" style=\"max-width: 248px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/11/BART.jpg\">\u003cimg class=\"size-full wp-image-79551\" title=\"BART\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/11/BART.jpg\" alt=\"\" width=\"248\" height=\"140\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Commuters use public transportation in San Francisco more than in anyplace esle in California. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>Workers in the state spent 10.4 minutes more getting to work than did workers in North Dakota, which reported the quickest commutes in the \u003ca href=\"http://www.census.gov/acs/www/\" target=\"_blank\">2009-11 American Community Survey\u003c/a>. Commuters in Maryland had the longest commute times to work at 31.8 minutes.\u003c/p>\n\u003cp>On average, Americans spent 23.7 minutes getting to work. More than three-quarters of them drove alone to their jobs, nearly 1 in 10 carpooled and 5 percent took public transportation. Californians were less likely to drive alone – about 73 percent did – and were more likely to carpool (11.4 percent) or ride public transit (5.2 percent).\u003c!--more-->\u003c/p>\n\u003cp>Californians' commuting habits have not changed much in recent years. They drive, carpool and ride public transit at about the same rates they reported in the 2006-8 American Community Survey, and their journeys to work are about the same duration.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>One explanation for persistently high rates of solo drivers, said Donald Shoup, a professor of urban planning at UCLA, is free parking.\u003c/p>\n\u003cp>\"If you can park free at work, it's an invitation to drive to work alone. And almost everybody who does drive to work has this invitation,\" he said.\u003c/p>\n\u003cp>Shoup's research led to a 1992 state law that requires employers to offer workers cash in lieu of a parking space. The idea behind the \u003ca href=\"http://www.arb.ca.gov/planning/tsaq/cashout/cashout.htm\" target=\"_blank\">cash-out program\u003c/a> is that by allowing employees to cash out their subsidized parking spots and instead walk, bike, take public transit or carpool to work, there would be fewer cars on the road and less emissions in the air.\u003c/p>\n\u003cp>A \u003ca href=\"http://www.arb.ca.gov/research/single-project.php?row_id=55468\" target=\"_blank\">study\u003c/a> Shoup conducted 15 years ago for the state Air Resources Board found that employers who offered cash-out programs saw solo driving to work drop by 17 percent, carpooling increase by 64 percent, walking and biking grow by 33 percent and transit ridership jump by 50 percent.\u003c/p>\n\u003cp>The cash-out program, however, is not well known and not widely used, Shoup said.\u003c/p>\n\u003cp>\"California has missed an opportunity to take advantage of this law,\" he said. \"If you offer parking cash-out it would really turn things upside down. Parking, which used to be free, now has an opportunity cost. They could get cash, so now you think, well gee, maybe I should think about transit.\"\u003c/p>\n\u003cp>Women and minorities would be the biggest beneficiaries of cash-out programs because they're less likely to drive alone and more likely to take public transit to work, Shoup said. The 2009-11 American Community Survey showed that about 55 percent of solo drivers to work in California were men and about 45 percent were women. About 44 percent of public transit riders were Latino.\u003c/p>\n\u003cp>Californians who refrained from driving to work alone typically had longer commutes. On average, solo drivers spent 25.5 minutes getting to work, the survey showed. Carpoolers took just over half an hour to get to their jobs, and public transit riders commuted nearly 47 minutes to work.\u003c/p>\n\u003cp>The longest commute times in the state belonged to residents of Contra Costa County, who spent an average of 32.2 minutes traveling to work. In the county, 7 in 10 drove alone, 11.8 percent carpooled and 8.8 percent took public transit. Contra Costa County, along with Riverside County, had the highest proportion of its residents traveling an hour or more to work – 17 percent.\u003c/p>\n\u003cp>In Humboldt County, workers had the quickest commutes, an average of 17 minutes, and 3.3 percent traveled an hour or more. Statewide, fewer than 1 in 10 Californians commuted an hour or more.\u003c/p>\n\u003cp>Residents of San Francisco were the least likely in the state to commute by driving alone – 37.5 percent did. One in five reported having no vehicles available to them – a much higher rate than the statewide average of 3.6 percent. San Franciscans were also the most likely to take public transit, with nearly one-third using buses, subways, trains or ferries to get to work.\u003c/p>\n\u003cp>For public transit riders in San Francisco, the average commute was 37.3 minutes – about 10 minutes longer than for carpoolers or solo drivers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>By contrast, in Los Angeles County, the 7.2 percent of residents who rode public transit to work commuted an average of nearly 48 minutes. Driving alone to work took Los Angeles residents an average of 27.4 minutes.\u003c/p>\n\n",
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"description": "by Joanna Lin, California Watch Californians rank 10th in the country for having the longest commute times, taking an average of 26.9 minutes to travel to work, recently released census data show. Workers in the state spent 10.4 minutes more getting to work than did workers in North Dakota, which reported the quickest commutes in",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>by Joanna Lin, \u003ca href=\"http://californiawatch.org/dailyreport/californians-commute-times-rank-10th-longest-us-18614\">California Watch\u003c/a>\u003c/p>\n\u003cp>Californians rank 10th in the country for having the longest commute times, taking an average of 26.9 minutes to travel to work, recently released census data show.\u003c/p>\n\u003cfigure id=\"attachment_79551\" class=\"wp-caption alignleft\" style=\"max-width: 248px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/11/BART.jpg\">\u003cimg class=\"size-full wp-image-79551\" title=\"BART\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/11/BART.jpg\" alt=\"\" width=\"248\" height=\"140\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Commuters use public transportation in San Francisco more than in anyplace esle in California. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>Workers in the state spent 10.4 minutes more getting to work than did workers in North Dakota, which reported the quickest commutes in the \u003ca href=\"http://www.census.gov/acs/www/\" target=\"_blank\">2009-11 American Community Survey\u003c/a>. Commuters in Maryland had the longest commute times to work at 31.8 minutes.\u003c/p>\n\u003cp>On average, Americans spent 23.7 minutes getting to work. More than three-quarters of them drove alone to their jobs, nearly 1 in 10 carpooled and 5 percent took public transportation. Californians were less likely to drive alone – about 73 percent did – and were more likely to carpool (11.4 percent) or ride public transit (5.2 percent).\u003c!--more-->\u003c/p>\n\u003cp>Californians' commuting habits have not changed much in recent years. They drive, carpool and ride public transit at about the same rates they reported in the 2006-8 American Community Survey, and their journeys to work are about the same duration.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>One explanation for persistently high rates of solo drivers, said Donald Shoup, a professor of urban planning at UCLA, is free parking.\u003c/p>\n\u003cp>\"If you can park free at work, it's an invitation to drive to work alone. And almost everybody who does drive to work has this invitation,\" he said.\u003c/p>\n\u003cp>Shoup's research led to a 1992 state law that requires employers to offer workers cash in lieu of a parking space. The idea behind the \u003ca href=\"http://www.arb.ca.gov/planning/tsaq/cashout/cashout.htm\" target=\"_blank\">cash-out program\u003c/a> is that by allowing employees to cash out their subsidized parking spots and instead walk, bike, take public transit or carpool to work, there would be fewer cars on the road and less emissions in the air.\u003c/p>\n\u003cp>A \u003ca href=\"http://www.arb.ca.gov/research/single-project.php?row_id=55468\" target=\"_blank\">study\u003c/a> Shoup conducted 15 years ago for the state Air Resources Board found that employers who offered cash-out programs saw solo driving to work drop by 17 percent, carpooling increase by 64 percent, walking and biking grow by 33 percent and transit ridership jump by 50 percent.\u003c/p>\n\u003cp>The cash-out program, however, is not well known and not widely used, Shoup said.\u003c/p>\n\u003cp>\"California has missed an opportunity to take advantage of this law,\" he said. \"If you offer parking cash-out it would really turn things upside down. Parking, which used to be free, now has an opportunity cost. They could get cash, so now you think, well gee, maybe I should think about transit.\"\u003c/p>\n\u003cp>Women and minorities would be the biggest beneficiaries of cash-out programs because they're less likely to drive alone and more likely to take public transit to work, Shoup said. The 2009-11 American Community Survey showed that about 55 percent of solo drivers to work in California were men and about 45 percent were women. About 44 percent of public transit riders were Latino.\u003c/p>\n\u003cp>Californians who refrained from driving to work alone typically had longer commutes. On average, solo drivers spent 25.5 minutes getting to work, the survey showed. Carpoolers took just over half an hour to get to their jobs, and public transit riders commuted nearly 47 minutes to work.\u003c/p>\n\u003cp>The longest commute times in the state belonged to residents of Contra Costa County, who spent an average of 32.2 minutes traveling to work. In the county, 7 in 10 drove alone, 11.8 percent carpooled and 8.8 percent took public transit. Contra Costa County, along with Riverside County, had the highest proportion of its residents traveling an hour or more to work – 17 percent.\u003c/p>\n\u003cp>In Humboldt County, workers had the quickest commutes, an average of 17 minutes, and 3.3 percent traveled an hour or more. Statewide, fewer than 1 in 10 Californians commuted an hour or more.\u003c/p>\n\u003cp>Residents of San Francisco were the least likely in the state to commute by driving alone – 37.5 percent did. One in five reported having no vehicles available to them – a much higher rate than the statewide average of 3.6 percent. San Franciscans were also the most likely to take public transit, with nearly one-third using buses, subways, trains or ferries to get to work.\u003c/p>\n\u003cp>For public transit riders in San Francisco, the average commute was 37.3 minutes – about 10 minutes longer than for carpoolers or solo drivers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>By contrast, in Los Angeles County, the 7.2 percent of residents who rode public transit to work commuted an average of nearly 48 minutes. Driving alone to work took Los Angeles residents an average of 27.4 minutes.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Do High-Tech Traffic Tools Work? Caltrans Hopes They'll Ease I-80 Traffic Mess",
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"content": "\u003cfigure id=\"attachment_78686\" class=\"wp-caption alignright\" style=\"max-width: 320px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/80Traffic.jpg\">\u003cimg class=\"size-full wp-image-78686\" title=\"80Traffic\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/80Traffic.jpg\" alt=\"\" width=\"320\" height=\"175\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A normal midday traffic snarl on westbound I-80 in Emeryville.\u003c/figcaption>\u003c/figure>\n\u003cp>Bay Area drivers have some notoriously bad daily commutes, but if you’re looking for the stretch of freeway with top bragging rights, look no further than the Interstate 80 corridor through Richmond and Berkeley. Caltrans ranks it as the worst traffic in the Bay Area.\u003c/p>\n\u003cp>Now, Caltrans and regional transportation groups are kicking off an $80 million dollar project to improve that stat – not through new freeways lanes but through technology.\u003c/p>\n\u003cp>Weekday or weekend, the traffic is almost constant between the Carquinez Bride and Bay Bridge – as I found when I tried to get to the midday press conference about that very subject on Friday.\u003c!--more-->\u003c/p>\n\u003cp>The coincidence wasn’t lost on Bijan Sartipi, director of Caltrans District 4. “There are 290,000 cars that travel through this corridor every single day. And every single what you see behind me does occur, which is congestion,” he says.\u003c/p>\n\u003cp>The numbers don’t lie – add up all the time lost by each car and it’s more than 7,500 hours of delay each day, not to mention the added air pollution. But with San Francisco Bay on one side and buildings on the other, there’s no room to widen the road.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We can’t just keep building ourselves out of congestion. We have to better manage the traffic,” says Sartipi.\u003c/p>\n\u003cp>So, Caltrans is going high-tech.\u003c/p>\n\u003cp>\u003cstrong>Project number one\u003c/strong>: Install advanced metering lights at the on-ramps which space out the cars entering the freeway and give special preference to buses.\u003c/p>\n\u003cp>\u003cstrong>Project number two\u003c/strong>: Banks of signs over each lane of traffic displaying real-time information. “So what the drivers will see is actually more information about the lane that they’re driving in. If a lane is closed, you will see a red X mark in that lane.” That will move cars out of lanes with accidents. The signs will also have changing speed limits, so cars slow down more gradually to improve traffic flow.\u003c/p>\n\u003cp>\u003cstrong>Project number three\u003c/strong>: Traffic signal coordination with the main parallel route, San Pablo Avenue, so street traffic doesn’t back up there. All the systems will go through a main Caltrans information center.\u003c/p>\n\u003cp>\u003cstrong>Check out this video for more about how it will work:\u003c/strong>\u003cbr>\n\u003ciframe src=\"http://player.vimeo.com/video/25423461?title=0&byline=0&portrait=0\" frameborder=\"0\" width=\"400\" height=\"300\">\u003c/iframe>\u003c/p>\n\u003cp>Sartipi says when it’s all in place in mid-2015, the project should reduce travel time by 16 percent.\u003c/p>\n\u003cp>Will it really work? “People should be very grateful for these projects, because they’re going to make their life much easier,” says Alex Bayen of the University of California, Berkeley’s Institute for Transportation Studies. These real-time techniques have been proven in other countries, he says, which are actually ahead of the Bay Area in adopting them.\u003c/p>\n\u003cp>Just take the variable speed limits. “Conceptually it’s very easy for people to understand if you have a bunch of people running to certain point, you can see how that’s an unstable system. So if you’re preventing them from running that fast, you can see how you can smooth things out,” he says.\u003c/p>\n\u003cp>Bayen says these tools won’t solve traffic problems long term with the Bay Area’s ever-growing population. There's a mathematical limit on the number of cars a freeway can handle.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But engineers have more tricks to try before giving in to gridlock: Someday self-driving cars could pick routes more logically than the most rational human.\u003c/p>\n\n",
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"description": "Bay Area drivers have some notoriously bad daily commutes, but if you’re looking for the stretch of freeway with top bragging rights, look no further than the Interstate 80 corridor through Richmond and Berkeley. Caltrans ranks it as the worst traffic in the Bay Area. Now, Caltrans and regional transportation groups are kicking off an",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_78686\" class=\"wp-caption alignright\" style=\"max-width: 320px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/80Traffic.jpg\">\u003cimg class=\"size-full wp-image-78686\" title=\"80Traffic\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/80Traffic.jpg\" alt=\"\" width=\"320\" height=\"175\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A normal midday traffic snarl on westbound I-80 in Emeryville.\u003c/figcaption>\u003c/figure>\n\u003cp>Bay Area drivers have some notoriously bad daily commutes, but if you’re looking for the stretch of freeway with top bragging rights, look no further than the Interstate 80 corridor through Richmond and Berkeley. Caltrans ranks it as the worst traffic in the Bay Area.\u003c/p>\n\u003cp>Now, Caltrans and regional transportation groups are kicking off an $80 million dollar project to improve that stat – not through new freeways lanes but through technology.\u003c/p>\n\u003cp>Weekday or weekend, the traffic is almost constant between the Carquinez Bride and Bay Bridge – as I found when I tried to get to the midday press conference about that very subject on Friday.\u003c!--more-->\u003c/p>\n\u003cp>The coincidence wasn’t lost on Bijan Sartipi, director of Caltrans District 4. “There are 290,000 cars that travel through this corridor every single day. And every single what you see behind me does occur, which is congestion,” he says.\u003c/p>\n\u003cp>The numbers don’t lie – add up all the time lost by each car and it’s more than 7,500 hours of delay each day, not to mention the added air pollution. But with San Francisco Bay on one side and buildings on the other, there’s no room to widen the road.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We can’t just keep building ourselves out of congestion. We have to better manage the traffic,” says Sartipi.\u003c/p>\n\u003cp>So, Caltrans is going high-tech.\u003c/p>\n\u003cp>\u003cstrong>Project number one\u003c/strong>: Install advanced metering lights at the on-ramps which space out the cars entering the freeway and give special preference to buses.\u003c/p>\n\u003cp>\u003cstrong>Project number two\u003c/strong>: Banks of signs over each lane of traffic displaying real-time information. “So what the drivers will see is actually more information about the lane that they’re driving in. If a lane is closed, you will see a red X mark in that lane.” That will move cars out of lanes with accidents. The signs will also have changing speed limits, so cars slow down more gradually to improve traffic flow.\u003c/p>\n\u003cp>\u003cstrong>Project number three\u003c/strong>: Traffic signal coordination with the main parallel route, San Pablo Avenue, so street traffic doesn’t back up there. All the systems will go through a main Caltrans information center.\u003c/p>\n\u003cp>\u003cstrong>Check out this video for more about how it will work:\u003c/strong>\u003cbr>\n\u003ciframe src=\"http://player.vimeo.com/video/25423461?title=0&byline=0&portrait=0\" frameborder=\"0\" width=\"400\" height=\"300\">\u003c/iframe>\u003c/p>\n\u003cp>Sartipi says when it’s all in place in mid-2015, the project should reduce travel time by 16 percent.\u003c/p>\n\u003cp>Will it really work? “People should be very grateful for these projects, because they’re going to make their life much easier,” says Alex Bayen of the University of California, Berkeley’s Institute for Transportation Studies. These real-time techniques have been proven in other countries, he says, which are actually ahead of the Bay Area in adopting them.\u003c/p>\n\u003cp>Just take the variable speed limits. “Conceptually it’s very easy for people to understand if you have a bunch of people running to certain point, you can see how that’s an unstable system. So if you’re preventing them from running that fast, you can see how you can smooth things out,” he says.\u003c/p>\n\u003cp>Bayen says these tools won’t solve traffic problems long term with the Bay Area’s ever-growing population. There's a mathematical limit on the number of cars a freeway can handle.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But engineers have more tricks to try before giving in to gridlock: Someday self-driving cars could pick routes more logically than the most rational human.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>(Bay City News Service and KQED) You know how three weeks you took note of that announcement that the San Mateo-Hayward Bridge would be shutting down over two weekends in October and tucked it away for future consideration? Guess what -- weekend No. 1 is upon us. \u003c/p>\n\u003cfigure id=\"attachment_78606\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://511.org/img/closure/sanmateo/sanmateo_detour_map.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/sanmateo_detour_map-300x205.jpg\" alt=\"\" title=\"sanmateo_detour_map\" width=\"300\" height=\"205\" class=\"size-medium wp-image-78606\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Click on the map from 511.org to see detour routes\u003c/figcaption>\u003c/figure>\n\u003cp>The bridge is shutting down the next two weekends for earthquake safety improvements, pushing motorists onto alternate routes to get between the Peninsula and East Bay, Caltrans officials said.\u003c/p>\n\u003cp>This weekend's closure begins at 10 p.m. today and is expected to continue until 5 a.m. Monday.\u003c/p>\n\u003cp>The span will shut down again the weekend of Oct. 26-29.\u003c/p>\n\u003cp>The closures will allow crews to install a new seismic joint and replace 60 feet of the bridge deck just east of the high rise, officials said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Suggested alternate routes include the Dumbarton Bridge, the Bay Bridge or a southern route along state Highway 237.\u003c/p>\n\u003cp>As part of the closures, on-ramps from Edgewater Boulevard and Metro Center Boulevard on the Foster City eastbound side of the bridge will also shut down.\u003c/p>\n\u003cp>On the westbound side in Hayward, the on-ramp from Industrial Boulevard and Clawiter Road will be closed. \u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Here are the detour routes as provided by \u003ca href=\"http://511.org/sanmateobridge/default.asp\">511.org\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>\u003cem>Primary Detour\u003c/em>\u003cbr>\nDrivers should use Hwy 84 / the Dumbarton Bridge as an alternate connector between the East Bay and the Peninsula. From Foster City and San Mateo, eastbound traffic should take Hwy 101 south and then Hwy 84/Willow Road east over the Dumbarton Bridge. From Hayward, westbound traffic should take I-880 south to Hwy 84 west over the Dumbarton Bridge. See the map below for more details.\u003c/p>\n\u003cp>\u003cem>South Detour\u003c/em>\u003cbr>\nDrivers can use Hwy 237 through the South Bay as another option between I-880 and Hwy 101. From Foster City and San Mateo, eastbound traffic should take Hwy 101 south and then Hwy 237 east toward Milpitas. From Hayward, westbound traffic should take I-880 south and then Hwy 237 west toward Sunnyvale. See the map below for more details.\u003c/p>\n\u003cp>\u003cem>North Detour\u003c/em>\u003cbr>\nFrom the north, drivers can also use the Bay Bridge as an alternate route between the East Bay and the Peninsula. However, heavier congestion is expected along this route. From Foster City and San Mateo, eastbound traffic should take Hwy 101 north and then I-80 east toward Oakland. From Hayward, westbound traffic should take I-880 north and then I-80 west toward San Francisco. See the map below for more details.\u003c/p>\u003c/blockquote>\n\n",
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"description": "(Bay City News Service and KQED) You know how three weeks you took note of that announcement that the San Mateo-Hayward Bridge would be shutting down over two weekends in October and tucked it away for future consideration? Guess what -- weekend No. 1 is upon us. The bridge is shutting down the next two",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>(Bay City News Service and KQED) You know how three weeks you took note of that announcement that the San Mateo-Hayward Bridge would be shutting down over two weekends in October and tucked it away for future consideration? Guess what -- weekend No. 1 is upon us. \u003c/p>\n\u003cfigure id=\"attachment_78606\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://511.org/img/closure/sanmateo/sanmateo_detour_map.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/sanmateo_detour_map-300x205.jpg\" alt=\"\" title=\"sanmateo_detour_map\" width=\"300\" height=\"205\" class=\"size-medium wp-image-78606\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Click on the map from 511.org to see detour routes\u003c/figcaption>\u003c/figure>\n\u003cp>The bridge is shutting down the next two weekends for earthquake safety improvements, pushing motorists onto alternate routes to get between the Peninsula and East Bay, Caltrans officials said.\u003c/p>\n\u003cp>This weekend's closure begins at 10 p.m. today and is expected to continue until 5 a.m. Monday.\u003c/p>\n\u003cp>The span will shut down again the weekend of Oct. 26-29.\u003c/p>\n\u003cp>The closures will allow crews to install a new seismic joint and replace 60 feet of the bridge deck just east of the high rise, officials said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Suggested alternate routes include the Dumbarton Bridge, the Bay Bridge or a southern route along state Highway 237.\u003c/p>\n\u003cp>As part of the closures, on-ramps from Edgewater Boulevard and Metro Center Boulevard on the Foster City eastbound side of the bridge will also shut down.\u003c/p>\n\u003cp>On the westbound side in Hayward, the on-ramp from Industrial Boulevard and Clawiter Road will be closed. \u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Here are the detour routes as provided by \u003ca href=\"http://511.org/sanmateobridge/default.asp\">511.org\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>\u003cem>Primary Detour\u003c/em>\u003cbr>\nDrivers should use Hwy 84 / the Dumbarton Bridge as an alternate connector between the East Bay and the Peninsula. From Foster City and San Mateo, eastbound traffic should take Hwy 101 south and then Hwy 84/Willow Road east over the Dumbarton Bridge. From Hayward, westbound traffic should take I-880 south to Hwy 84 west over the Dumbarton Bridge. See the map below for more details.\u003c/p>\n\u003cp>\u003cem>South Detour\u003c/em>\u003cbr>\nDrivers can use Hwy 237 through the South Bay as another option between I-880 and Hwy 101. From Foster City and San Mateo, eastbound traffic should take Hwy 101 south and then Hwy 237 east toward Milpitas. From Hayward, westbound traffic should take I-880 south and then Hwy 237 west toward Sunnyvale. See the map below for more details.\u003c/p>\n\u003cp>\u003cem>North Detour\u003c/em>\u003cbr>\nFrom the north, drivers can also use the Bay Bridge as an alternate route between the East Bay and the Peninsula. However, heavier congestion is expected along this route. From Foster City and San Mateo, eastbound traffic should take Hwy 101 north and then I-80 east toward Oakland. From Hayward, westbound traffic should take I-880 north and then I-80 west toward San Francisco. See the map below for more details.\u003c/p>\u003c/blockquote>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Clipper Cards Reveal Travelers' Whereabouts to Police, Lawyers, Apps",
"title": "Clipper Cards Reveal Travelers' Whereabouts to Police, Lawyers, Apps",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/clipper-cards-reveal-travelers-police/\">The Bay Citizen\u003c/a>\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/BayCitizenLogo3.png\">\u003cimg class=\"alignleft size-full wp-image-78325\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/BayCitizenLogo3.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>San Francisco police arrested Marcel Largaespada on April 30 after a gunpoint robbery at a Lombard Street business, but they couldn’t catch his alleged accomplice, Alan McCahill.\u003c/p>\n\u003cp>McCahill gave officers the slip, investigators believed, by hopping on a Muni bus.\u003c/p>\n\u003cp>He was caught days later. To try to place McCahill at the scene, prosecutors subpoenaed the information from his Clipper card, which they believed he’d used to pay his bus fare.\u003c/p>\n\u003cp>The request for McCahill’s travel record was one of the rare occasions that police or lawyers have sought to use the Clipper card database to track the whereabouts of a cardholder.\u003c/p>\n\u003cfigure id=\"attachment_78323\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/clipper-card-scott-james-the-bay-citizen.jpg\">\u003cimg class=\"size-full wp-image-78323\" title=\"clipper card scott james the bay citizen\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/clipper-card-scott-james-the-bay-citizen.jpg\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Clipper card (Scott James/The Bay Citizen)\u003c/figcaption>\u003c/figure>\n\u003cp>According to the Metropolitan Transportation Commission, which administers the card, it has received three search warrants or subpoenas seeking customers’ personal travel information since the card’s inception in 2010. In only one of those cases did the search turn up any relevant travel information, according to the commission’s response to a public records request from The Bay Citizen.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Use of the card, accepted by every major Bay Area public transit system, is soaring with 689,000 transactions a day and more than 1 million active Clipper cards. Many cardholders might not realize that data tracking their every move on public transit is stored on computers and available to anyone with a search warrant or subpoena. Personal data can be stored for seven years after a Clipper account is closed, according to the commission’s policy.\u003c/p>\n\u003cp>In addition, a new smartphone app, called FareBot, allows anyone to scan a Clipper card and find out where the owner has been.\u003c!--more-->\u003c/p>\n\u003cp>Privacy advocates say the transportation commission should not store data on individuals’ locations.\u003c/p>\n\u003cp>“As with all location information, Clipper cards can tell quite a bit about a person – it could show that a person got off BART at a rally,” said Chris Conley, an attorney with the American Civil Liberties Union on Northern California. “Clipper is one place that collects this data that people might not really be aware of.”\u003c/p>\n\u003cp>John Goodwin, a spokesman for the Metropolitan Transportation Commission, said that three search warrants or subpoenas was a relatively low number and that people’s private information is well protected.\u003c/p>\n\u003cp>“Absent a subpoena or a search warrant, we would not turn over any information,” Goodwin said.\u003c/p>\n\u003cp>Transit riders can remain anonymous if they pay for a Clipper card in cash and do not register it, he noted. People who don’t register stand to lose any money on their card if it is lost, stolen or stops working.\u003c/p>\n\u003cp>As for the new app that scans Clipper cards for travel information, Goodwin said he was “completely unconcerned” because there is “no personally identifiable information on the card.” He said Clipper might even roll out a similar app so people can access their travel history.\u003c/p>\n\u003cp>In the case of the robbery getaway, prosecutors wrote in the subpoena that McCahill “is believed to have used his Clipper card to escape from police.” But it turned out that the suspect had not used the card to pay his fare – or perhaps had not traveled on Muni at all. The Metropolitan Transportation Commission didn’t have any data related to McCahill’s alleged escape, said Pam Grove, a commission spokeswoman. The case is ongoing.\u003c/p>\n\u003cp>In another case, an attorney for the family of a man who died after a fall on a Muni Metro train sought Clipper card records to determine which train he was riding. Hin Don, 81, fell after the operator of the M line allegedly jerked the train forward before the elderly man could sit down. Don suffered bleeding in his brain and went into a coma for a month before dying Dec. 25, 2011.\u003c/p>\n\u003cp>Chuck Geerhart, a lawyer for Don’s family, sued the city. Geerhart said he wanted to depose the train operator, but the city wouldn’t tell him which train or operator was involved. For that reason, he said he subpoenaed Don’s Clipper card information to find out which train he’d been riding. The Metropolitan Transportation Commission handed over the information, and Geerhart plans to depose the train operator.\u003c/p>\n\u003cp>In the third instance, a San Francisco police officer obtained a search warrant seeking information about the credit card that an unnamed person used to purchase a Clipper card, saying it could help in the investigation of an unspecified felony. The police also asked for “dates and exact times and exact locations where this Clipper card was used.” A police spokesman declined to comment on the warrant. Grove said the transportation commission didn’t have any information to turn over.\u003c/p>\n\u003cp>Civil rights advocates say there might be few requests for Clipper card information because law enforcement officials have easy access to cellphone location data. Cellphone tracking is on the rise, and police often can get the information without a warrant, the ACLU’s Conley said.\u003c/p>\n\u003cp>In 2010, California enacted a law limiting the use of data collected on bridges and toll roads through FasTrak devices, but Clipper cards were not included in the legislation.\u003c/p>\n\u003cp>The FareBot app has been put to use by travelers who want to check their balance or see where they've been. Eric Butler, the software developer behind FareBot, said he was \"a little surprised\" to find that a person's entire travel history is stored on his or her Clipper card.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"You can read them from some distance, so it is possible that somebody could brush their phone on your back pocket and they could know where you live, where you shop and quite a bit about your life,\" he said.\u003cbr>\n\u003cem>\u003cbr>\nThis story was produced by The Bay Citizen, a project of the Center for Investigative Reporting. Learn more at www.baycitizen.org.\u003c/em>\u003c/p>\n\n",
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"description": "by Zusha Elinson, The Bay Citizen San Francisco police arrested Marcel Largaespada on April 30 after a gunpoint robbery at a Lombard Street business, but they couldn’t catch his alleged accomplice, Alan McCahill. McCahill gave officers the slip, investigators believed, by hopping on a Muni bus. He was caught days later. To try to place",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/clipper-cards-reveal-travelers-police/\">The Bay Citizen\u003c/a>\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/BayCitizenLogo3.png\">\u003cimg class=\"alignleft size-full wp-image-78325\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/BayCitizenLogo3.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>San Francisco police arrested Marcel Largaespada on April 30 after a gunpoint robbery at a Lombard Street business, but they couldn’t catch his alleged accomplice, Alan McCahill.\u003c/p>\n\u003cp>McCahill gave officers the slip, investigators believed, by hopping on a Muni bus.\u003c/p>\n\u003cp>He was caught days later. To try to place McCahill at the scene, prosecutors subpoenaed the information from his Clipper card, which they believed he’d used to pay his bus fare.\u003c/p>\n\u003cp>The request for McCahill’s travel record was one of the rare occasions that police or lawyers have sought to use the Clipper card database to track the whereabouts of a cardholder.\u003c/p>\n\u003cfigure id=\"attachment_78323\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/clipper-card-scott-james-the-bay-citizen.jpg\">\u003cimg class=\"size-full wp-image-78323\" title=\"clipper card scott james the bay citizen\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/clipper-card-scott-james-the-bay-citizen.jpg\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Clipper card (Scott James/The Bay Citizen)\u003c/figcaption>\u003c/figure>\n\u003cp>According to the Metropolitan Transportation Commission, which administers the card, it has received three search warrants or subpoenas seeking customers’ personal travel information since the card’s inception in 2010. In only one of those cases did the search turn up any relevant travel information, according to the commission’s response to a public records request from The Bay Citizen.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Use of the card, accepted by every major Bay Area public transit system, is soaring with 689,000 transactions a day and more than 1 million active Clipper cards. Many cardholders might not realize that data tracking their every move on public transit is stored on computers and available to anyone with a search warrant or subpoena. Personal data can be stored for seven years after a Clipper account is closed, according to the commission’s policy.\u003c/p>\n\u003cp>In addition, a new smartphone app, called FareBot, allows anyone to scan a Clipper card and find out where the owner has been.\u003c!--more-->\u003c/p>\n\u003cp>Privacy advocates say the transportation commission should not store data on individuals’ locations.\u003c/p>\n\u003cp>“As with all location information, Clipper cards can tell quite a bit about a person – it could show that a person got off BART at a rally,” said Chris Conley, an attorney with the American Civil Liberties Union on Northern California. “Clipper is one place that collects this data that people might not really be aware of.”\u003c/p>\n\u003cp>John Goodwin, a spokesman for the Metropolitan Transportation Commission, said that three search warrants or subpoenas was a relatively low number and that people’s private information is well protected.\u003c/p>\n\u003cp>“Absent a subpoena or a search warrant, we would not turn over any information,” Goodwin said.\u003c/p>\n\u003cp>Transit riders can remain anonymous if they pay for a Clipper card in cash and do not register it, he noted. People who don’t register stand to lose any money on their card if it is lost, stolen or stops working.\u003c/p>\n\u003cp>As for the new app that scans Clipper cards for travel information, Goodwin said he was “completely unconcerned” because there is “no personally identifiable information on the card.” He said Clipper might even roll out a similar app so people can access their travel history.\u003c/p>\n\u003cp>In the case of the robbery getaway, prosecutors wrote in the subpoena that McCahill “is believed to have used his Clipper card to escape from police.” But it turned out that the suspect had not used the card to pay his fare – or perhaps had not traveled on Muni at all. The Metropolitan Transportation Commission didn’t have any data related to McCahill’s alleged escape, said Pam Grove, a commission spokeswoman. The case is ongoing.\u003c/p>\n\u003cp>In another case, an attorney for the family of a man who died after a fall on a Muni Metro train sought Clipper card records to determine which train he was riding. Hin Don, 81, fell after the operator of the M line allegedly jerked the train forward before the elderly man could sit down. Don suffered bleeding in his brain and went into a coma for a month before dying Dec. 25, 2011.\u003c/p>\n\u003cp>Chuck Geerhart, a lawyer for Don’s family, sued the city. Geerhart said he wanted to depose the train operator, but the city wouldn’t tell him which train or operator was involved. For that reason, he said he subpoenaed Don’s Clipper card information to find out which train he’d been riding. The Metropolitan Transportation Commission handed over the information, and Geerhart plans to depose the train operator.\u003c/p>\n\u003cp>In the third instance, a San Francisco police officer obtained a search warrant seeking information about the credit card that an unnamed person used to purchase a Clipper card, saying it could help in the investigation of an unspecified felony. The police also asked for “dates and exact times and exact locations where this Clipper card was used.” A police spokesman declined to comment on the warrant. Grove said the transportation commission didn’t have any information to turn over.\u003c/p>\n\u003cp>Civil rights advocates say there might be few requests for Clipper card information because law enforcement officials have easy access to cellphone location data. Cellphone tracking is on the rise, and police often can get the information without a warrant, the ACLU’s Conley said.\u003c/p>\n\u003cp>In 2010, California enacted a law limiting the use of data collected on bridges and toll roads through FasTrak devices, but Clipper cards were not included in the legislation.\u003c/p>\n\u003cp>The FareBot app has been put to use by travelers who want to check their balance or see where they've been. Eric Butler, the software developer behind FareBot, said he was \"a little surprised\" to find that a person's entire travel history is stored on his or her Clipper card.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"You can read them from some distance, so it is possible that somebody could brush their phone on your back pocket and they could know where you live, where you shop and quite a bit about your life,\" he said.\u003cbr>\n\u003cem>\u003cbr>\nThis story was produced by The Bay Citizen, a project of the Center for Investigative Reporting. Learn more at www.baycitizen.org.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>By Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/development/story/behind-closed-doors-bart-closes-then/\">The Bay Citizen\u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/BayCitizenLogo2.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignleft size-full wp-image-78172\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/BayCitizenLogo2.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>BART has quietly reopened the bidding to develop valuable real estate near the Millbrae BART station, leading to calls for a public hearing \u003ca href=\"http://www.baycitizen.org/development/story/friends-lobbyists-shape-bart-development/\" target=\"_blank\" rel=\"noopener\">on negotiations that have been shrouded in secrecy and marred by accusations of favoritism\u003c/a>.\u003c/p>\n\u003cp>Last May, the BART board voted to enter into exclusive negotiations with Justin Development to build a hotel, even though studies showed that Republic Urban’s proposal to develop an office complex would likely mean more money and riders for the transit agency.\u003c/p>\n\u003cp>Justin is owned by Lawrence Lui, a friend and campaign contributor to BART Director James Fang. Behind closed doors, Fang persuaded the board last year to vote for Justin and against Republic Urban, a developer backed by BART Director Joel Keller.\u003c/p>\n\u003cfigure id=\"attachment_78189\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/millbrae-bart.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-78189 \" title=\"millbrae bart\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/millbrae-bart-300x200.jpg\" alt=\"\" width=\"300\" height=\"200\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Florence Fang, the mother of BART Director James Fang, owns an office building around the corner from the Millbrae station, indicated by the red arrow. (Zusha Elinson/The Bay Citizen)\u003c/figcaption>\u003c/figure>\n\u003cp>But following another closed-door meeting this July, the BART board directed staff to allow Republic Urban to submit a new bid, according to interviews and documents obtained by The Bay Citizen. In a confidential memo dated Sept. 27, BART General Manager Grace Crunican wrote that the transit agency would accept best and final offers from both developers on Sept. 28.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The memo did not give any explanation for the decision, and BART spokesman Jim Allison declined to comment.\u003c/p>\n\u003cp>Despite the transit agency’s decision to reopen the bidding, Fang told the Millbrae City Council last month that the BART board was working with Justin Development on a hotel project.\u003c/p>\n\u003cp>After the meeting, Crunican fired off a memo to the Millbrae City Council, apologizing for Fang’s failure to mention that BART is now looking at proposals from two developers.\u003c!--more-->\u003c/p>\n\u003cp>“I regret that this information was not made clear during the City Council meeting and I apologize for any confusion that this omission may have caused,” Crunican wrote.\u003c/p>\n\u003cp>Republic Urban executives were angered last year when the BART chose to negotiate with Lui, who contributed $3,500 to Fang’s 2010 re-election campaign and also helped pay for a $10,000 trip to China that Fang had organized for San Francisco officials.\u003c/p>\n\u003cp>Michael Van Every, a senior vice president at Republic, called it a “clear conflict of interest with Mr. Lui and Mr. Fang” at the time.\u003c/p>\n\u003cp>Fang’s mother, former San Francisco Examiner owner Florence Fang, also owns an office building in view of the Millbrae BART station, whose value could be affected by the development.\u003c/p>\n\u003cp>Fang countered at the time that Republic Urban had lobbied the board with even greater gusto. A lobbyist for Republic donated $450 to Keller’s campaign. Fang also said that the donations and his mother’s property played no role in his advocacy.\u003c/p>\n\u003cp>BART prohibits its directors from taking more than $1,000 in campaign contributions from contractors who have pending bids, but has no such limits for developers. Last year, \u003ca href=\"http://californiawatch.org/dailyreport/despite-regulations-bart-director-received-7000-contractor-12274\">Fang returned a $7,000 donation to a contractor\u003c/a>, Kal Krishnan Consulting, that had a bid pending before the board.\u003c/p>\n\u003cp>In a brief interview this week, Fang declined to comment on the conflict accusations. But he said he thought that the board had voted to work with Justin Development.\u003c/p>\n\u003cp>“There seems to be some sort of misunderstanding,” he said. “I think we need to take a look at it in front of the full board.”\u003c/p>\n\u003cp>Keller and Lui did not return calls seeking comment, and a Republic Urban representative declined to comment.\u003c/p>\n\u003cp>The Millbrae BART station is one of the Bay Area’s biggest transit hubs, where Caltrain, BART and local bus service converge. Lui told the Millbrae City Council last month that his company would like to build a hotel, along with apartments and retail and office space on the land BART owns around the station. Republic has proposed a mixed-use office development.\u003c/p>\n\u003cp>A study by an independent consultant found that the hotel project wouldn’t be profitable without a subsidy. Separately, Republic Urban officials said an office complex would earn $5.2 million more than the hotel for BART because it would generate more users of the transit system.\u003c/p>\n\u003cp>Millbrae’s refusal to subsidize Lui’s project with revenue from its hotel occupancy tax was a factor in BART’s decision to reopen the bidding process, according to Lynette Sweet, a BART board director.\u003c/p>\n\u003cp>“They said, ‘We want the hotel, but we’re not willing to give you anything for it,’ and that pretty much killed deal,” Sweet said.\u003c/p>\n\u003cp>Millbrae Mayor Marge Colapietro asked Fang directly if the city would be required to subsidize the hotel project, “We will not be obligated to give money to the project … it’s either yes or no.”\u003c/p>\n\u003cp>“I would say generally yes,” Fang answered.\u003c/p>\n\u003cp>City Council members seemed frustrated by the lack of specific information on the project. Councilman Robert Gottschalk told Fang, “I would expect at some point we would hear a more formal presentation of what the project is envisioned to do.”\u003c/p>\n\u003cp>BART officials now say they want the development deal to get a full airing in public.\u003c/p>\n\u003cp>“Instead of negotiating in closed session with a developer, we should do this in a public forum,” said BART Director Tom Radulovich.\u003c/p>\n\u003cp>“We have this agreement with this one guy, and now were going to back to the other one?” said Sweet. “The lawyers are going to have a field day.”\u003c/p>\n\u003cp>\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.org.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The memo did not give any explanation for the decision, and BART spokesman Jim Allison declined to comment.\u003c/p>\n\u003cp>Despite the transit agency’s decision to reopen the bidding, Fang told the Millbrae City Council last month that the BART board was working with Justin Development on a hotel project.\u003c/p>\n\u003cp>After the meeting, Crunican fired off a memo to the Millbrae City Council, apologizing for Fang’s failure to mention that BART is now looking at proposals from two developers.\u003c!--more-->\u003c/p>\n\u003cp>“I regret that this information was not made clear during the City Council meeting and I apologize for any confusion that this omission may have caused,” Crunican wrote.\u003c/p>\n\u003cp>Republic Urban executives were angered last year when the BART chose to negotiate with Lui, who contributed $3,500 to Fang’s 2010 re-election campaign and also helped pay for a $10,000 trip to China that Fang had organized for San Francisco officials.\u003c/p>\n\u003cp>Michael Van Every, a senior vice president at Republic, called it a “clear conflict of interest with Mr. Lui and Mr. Fang” at the time.\u003c/p>\n\u003cp>Fang’s mother, former San Francisco Examiner owner Florence Fang, also owns an office building in view of the Millbrae BART station, whose value could be affected by the development.\u003c/p>\n\u003cp>Fang countered at the time that Republic Urban had lobbied the board with even greater gusto. A lobbyist for Republic donated $450 to Keller’s campaign. Fang also said that the donations and his mother’s property played no role in his advocacy.\u003c/p>\n\u003cp>BART prohibits its directors from taking more than $1,000 in campaign contributions from contractors who have pending bids, but has no such limits for developers. Last year, \u003ca href=\"http://californiawatch.org/dailyreport/despite-regulations-bart-director-received-7000-contractor-12274\">Fang returned a $7,000 donation to a contractor\u003c/a>, Kal Krishnan Consulting, that had a bid pending before the board.\u003c/p>\n\u003cp>In a brief interview this week, Fang declined to comment on the conflict accusations. But he said he thought that the board had voted to work with Justin Development.\u003c/p>\n\u003cp>“There seems to be some sort of misunderstanding,” he said. “I think we need to take a look at it in front of the full board.”\u003c/p>\n\u003cp>Keller and Lui did not return calls seeking comment, and a Republic Urban representative declined to comment.\u003c/p>\n\u003cp>The Millbrae BART station is one of the Bay Area’s biggest transit hubs, where Caltrain, BART and local bus service converge. Lui told the Millbrae City Council last month that his company would like to build a hotel, along with apartments and retail and office space on the land BART owns around the station. Republic has proposed a mixed-use office development.\u003c/p>\n\u003cp>A study by an independent consultant found that the hotel project wouldn’t be profitable without a subsidy. Separately, Republic Urban officials said an office complex would earn $5.2 million more than the hotel for BART because it would generate more users of the transit system.\u003c/p>\n\u003cp>Millbrae’s refusal to subsidize Lui’s project with revenue from its hotel occupancy tax was a factor in BART’s decision to reopen the bidding process, according to Lynette Sweet, a BART board director.\u003c/p>\n\u003cp>“They said, ‘We want the hotel, but we’re not willing to give you anything for it,’ and that pretty much killed deal,” Sweet said.\u003c/p>\n\u003cp>Millbrae Mayor Marge Colapietro asked Fang directly if the city would be required to subsidize the hotel project, “We will not be obligated to give money to the project … it’s either yes or no.”\u003c/p>\n\u003cp>“I would say generally yes,” Fang answered.\u003c/p>\n\u003cp>City Council members seemed frustrated by the lack of specific information on the project. Councilman Robert Gottschalk told Fang, “I would expect at some point we would hear a more formal presentation of what the project is envisioned to do.”\u003c/p>\n\u003cp>BART officials now say they want the development deal to get a full airing in public.\u003c/p>\n\u003cp>“Instead of negotiating in closed session with a developer, we should do this in a public forum,” said BART Director Tom Radulovich.\u003c/p>\n\u003cp>“We have this agreement with this one guy, and now were going to back to the other one?” said Sweet. “The lawyers are going to have a field day.”\u003c/p>\n\u003cp>\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.org.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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},
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"title": "The California Report Magazine",
"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.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"officialWebsiteLink": "/californiareportmagazine",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
"city-arts": {
"id": "city-arts",
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"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
"site": "news",
"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
"subscribe": {
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"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
"id": "closealltabs",
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"info": "Close All Tabs breaks down how digital culture shapes our world through thoughtful insights and irreverent humor.",
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"officialWebsiteLink": "/podcasts/closealltabs",
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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.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"id": "forum",
"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",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
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"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
"fresh-air": {
"id": "fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"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",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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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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"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
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"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"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. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
"link": "/podcasts/hyphenacion",
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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. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"order": 18
},
"link": "/podcasts/jerrybrown",
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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/",
"meta": {
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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"
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"meta": {
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"source": "WaitWhat"
},
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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
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
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"source": "pbs"
},
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