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"content": "\u003cp>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/good-intentions-lead-highest-sf-crash/\">The Bay Citizen\u003c/a>\u003c/p>\n\u003cp>Hayes Valley was best known for the hooker haven beneath the Central Freeway when Greg Foss moved to the San Francisco neighborhood in 1982.\u003c/p>\n\u003cfigure id=\"attachment_77342\" class=\"wp-caption alignleft\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/bicyclists16_adi_web.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-77342\" title=\"bicyclists16_adi_web\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/bicyclists16_adi_web.jpg\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Adithya Sambamurthy/The Bay Citizen\u003c/figcaption>\u003c/figure>\n\u003cp>The area was transformed when the city tore down the 1.2-mile double-deck structure and replaced it with Octavia Boulevard, a ground-level thoroughfare with tree-lined medians, a park and quiet side streets. Designed by noted UC Berkeley urban planning professor Allan Jacobs, it opened in 2005 to wide acclaim.\u003c/p>\n\u003cp>But the leafy boulevard has brought its own problems. Clogged with cars rushing to get on and off Highway 101, the corner of Octavia Boulevard and Market Street has become the city’s most dangerous intersection.\u003c/p>\n\u003cp>During the past three years, there have been 30 crashes causing injuries at that corner, more than any other San Francisco intersection, according to a \u003ca href=\"http://bayc.it/dJuo/\">recent report\u003c/a> by the San Francisco Municipal Transportation Agency. With a heavily used bike lane on Market Street, the intersection also has seen the \u003ca href=\"http://www.baycitizen.org/bikes/story/intersection-biking-hell/\">most bike crashes\u003c/a> in the city during that time, according to \u003ca href=\"http://www.baycitizen.org/data/bike-accidents/\">The Bay Citizen Bike Accident Tracker\u003c/a>. Last year, nine of the 13 injury crashes involved cyclists. \u003cbr>\n\u003c!--more-->\u003cbr>\nOn a recent afternoon, Foss, 55, was seated at the Mercury Cafe on Octavia, three blocks up from Market Street. The cafe was filled with the neighborhood’s new residents: young professionals tapping away on MacBooks and smartphones. While the boulevard helped rejuvenate the area, Foss said, it also brought heavy street traffic.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“You have to be very careful crossing the street here,” said Foss, who appeared in “Vegas in Space,” a 1991 film about three spacemen who must become women to carry out a secret mission. “You can’t just cross because you have a white man (on the traffic signal) telling you to cross.”\u003c/p>\n\u003cp>Octavia Boulevard is one of the major arrival and departure points for long-distance commuters. The most recent traffic count by the SFMTA in 2007 showed 63,000 vehicles heading on and off the freeway there each day. That is fewer than the 90,000 that used the old Central Freeway, but the Hayes Valley neighborhood is jammed with cars much of the day.\u003c/p>\n\u003cp>Since the boulevard opened in 2005, there have been 56 crashes with injuries at Octavia and Market. Four of the accidents on Octavia have been fatal accidents, according to the California Highway Patrol and news reports.\u003c/p>\n\u003cp>Now, city and county officials are acknowledging that the once-visionary street plan is in need of improvement to reduce high levels of congestion and the number of collisions.\u003c/p>\n\u003cp>“We did a great job on the urban design and on the land-use planning, and the neighborhood responded,” said Tilly Chang, deputy director for planning at the San Francisco County Transportation Authority. “For the most part, it met the objectives, but it didn’t get all the way. We still have a ways to go on the pedestrian, bike and transit network.”\u003c/p>\n\u003cp>In a \u003ca href=\"http://www.sfcta.org/images/stories/Executive/Meetings/board/2012/09sep/CFWY%20Final%20Report%20ENCLOSURE.pdf\">recent study [PDF]\u003c/a>, the transportation authority found that high levels of traffic still stifle the neighborhood. It also found that crosswalks were either closed or dangerous for pedestrians because of cars getting in the way. The study recommends improving bikeways and crosswalks and reducing car traffic by updating public transit and using congestion pricing, a system of electronic tolls for crowded streets.\u003c/p>\n\u003cp>The reconstruction of Octavia Boulevard was the culmination of a lengthy battle to tear down the segment of the Central Freeway. After the 1989 Loma Prieta earthquake damaged the freeway and voters weighed in on several ballot measures, the plan for the boulevard finally was approved.\u003c/p>\n\u003cp>Jacobs, the renowned designer, told The Bay Citizen that the project was successful in replacing a freeway with a boulevard that moves cars while at the same time creating street life. But he said some design elements that would have slowed traffic were left out in the end because of compromises with the state Department of Transportation and the city.\u003c/p>\n\u003cp>The challenge at the time was “how to get fast-moving traffic through as best and safely as possible, but at the same time allowing for low-speed traffic and good street life,” Jacobs said. To do that, he designed the four-lane boulevard with two local side streets running parallel for local traffic and cyclists. Trees were planted and a now well-used park was built at the end.\u003c/p>\n\u003cp>But Jacobs also said the initial design sought to slow traffic more before it came off the freeway by narrowing the lanes and building a slightly uphill approach. He also wanted to use different paving materials and narrow the side streets to signal to drivers that they were entering a neighborhood. None of these features were incorporated into the project, he said.\u003c/p>\n\u003cp>“Octavia Boulevard itself is a major success as a street,” Jacobs said. “That isn’t to say that there weren’t things that could’ve been done better.”\u003c/p>\n\u003cp>The majority of bike accidents at Octavia and Market over the past three years were caused by drivers making illegal right turns onto the freeway from Market Street. The city has installed new signs and medians to prevent illegal turns from Market onto the freeway, but the problem persists. Bike advocates want a camera installed at the intersection to catch offending motorists, but a question over whether such cameras are legal on state highways has held up the process.\u003c/p>\n\u003cp>Assemblyman Tom Ammiano, D-San Francisco, has been urging Attorney General Kamala Harris to issue an opinion that could pave the way for the camera to be installed. An Ammiano aide told The Bay Citizen this week that a legal opinion has been drafted and edited and is awaiting Harris’ signature.\u003c/p>\n\u003cp>“It would help,” said Leah Shahum, executive director of the San Francisco Bicycle Coalition. “We know police officers can’t be there 24/7, and the city has tried a lot of engineering improvements.”\u003c/p>\n\u003cp>Robin Levitt, a Hayes Valley architect who helped lead the fight to take down the freeway, said the boulevard helped transform the neighborhood but is in need of serious fixes.\u003c/p>\n\u003cp>“Generally, I think Octavia Boulevard works well, but the interface with other intersections is problematic and was never really thought through when it was done,” Levitt said. “Those are issues that still haven’t been resolved.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>This story was produced by The Bay Citizen, a project of the Center for Investigative Reporting. Learn more at www.baycitizen.org.\u003c/em>\u003c/p>\n\n",
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"title": "San Francisco's Most Dangerous Intersection | KQED",
"description": "by Zusha Elinson, The Bay Citizen Hayes Valley was best known for the hooker haven beneath the Central Freeway when Greg Foss moved to the San Francisco neighborhood in 1982. The area was transformed when the city tore down the 1.2-mile double-deck structure and replaced it with Octavia Boulevard, a ground-level thoroughfare with tree-lined medians,",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/good-intentions-lead-highest-sf-crash/\">The Bay Citizen\u003c/a>\u003c/p>\n\u003cp>Hayes Valley was best known for the hooker haven beneath the Central Freeway when Greg Foss moved to the San Francisco neighborhood in 1982.\u003c/p>\n\u003cfigure id=\"attachment_77342\" class=\"wp-caption alignleft\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/bicyclists16_adi_web.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-77342\" title=\"bicyclists16_adi_web\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/bicyclists16_adi_web.jpg\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Adithya Sambamurthy/The Bay Citizen\u003c/figcaption>\u003c/figure>\n\u003cp>The area was transformed when the city tore down the 1.2-mile double-deck structure and replaced it with Octavia Boulevard, a ground-level thoroughfare with tree-lined medians, a park and quiet side streets. Designed by noted UC Berkeley urban planning professor Allan Jacobs, it opened in 2005 to wide acclaim.\u003c/p>\n\u003cp>But the leafy boulevard has brought its own problems. Clogged with cars rushing to get on and off Highway 101, the corner of Octavia Boulevard and Market Street has become the city’s most dangerous intersection.\u003c/p>\n\u003cp>During the past three years, there have been 30 crashes causing injuries at that corner, more than any other San Francisco intersection, according to a \u003ca href=\"http://bayc.it/dJuo/\">recent report\u003c/a> by the San Francisco Municipal Transportation Agency. With a heavily used bike lane on Market Street, the intersection also has seen the \u003ca href=\"http://www.baycitizen.org/bikes/story/intersection-biking-hell/\">most bike crashes\u003c/a> in the city during that time, according to \u003ca href=\"http://www.baycitizen.org/data/bike-accidents/\">The Bay Citizen Bike Accident Tracker\u003c/a>. Last year, nine of the 13 injury crashes involved cyclists. \u003cbr>\n\u003c!--more-->\u003cbr>\nOn a recent afternoon, Foss, 55, was seated at the Mercury Cafe on Octavia, three blocks up from Market Street. The cafe was filled with the neighborhood’s new residents: young professionals tapping away on MacBooks and smartphones. While the boulevard helped rejuvenate the area, Foss said, it also brought heavy street traffic.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“You have to be very careful crossing the street here,” said Foss, who appeared in “Vegas in Space,” a 1991 film about three spacemen who must become women to carry out a secret mission. “You can’t just cross because you have a white man (on the traffic signal) telling you to cross.”\u003c/p>\n\u003cp>Octavia Boulevard is one of the major arrival and departure points for long-distance commuters. The most recent traffic count by the SFMTA in 2007 showed 63,000 vehicles heading on and off the freeway there each day. That is fewer than the 90,000 that used the old Central Freeway, but the Hayes Valley neighborhood is jammed with cars much of the day.\u003c/p>\n\u003cp>Since the boulevard opened in 2005, there have been 56 crashes with injuries at Octavia and Market. Four of the accidents on Octavia have been fatal accidents, according to the California Highway Patrol and news reports.\u003c/p>\n\u003cp>Now, city and county officials are acknowledging that the once-visionary street plan is in need of improvement to reduce high levels of congestion and the number of collisions.\u003c/p>\n\u003cp>“We did a great job on the urban design and on the land-use planning, and the neighborhood responded,” said Tilly Chang, deputy director for planning at the San Francisco County Transportation Authority. “For the most part, it met the objectives, but it didn’t get all the way. We still have a ways to go on the pedestrian, bike and transit network.”\u003c/p>\n\u003cp>In a \u003ca href=\"http://www.sfcta.org/images/stories/Executive/Meetings/board/2012/09sep/CFWY%20Final%20Report%20ENCLOSURE.pdf\">recent study [PDF]\u003c/a>, the transportation authority found that high levels of traffic still stifle the neighborhood. It also found that crosswalks were either closed or dangerous for pedestrians because of cars getting in the way. The study recommends improving bikeways and crosswalks and reducing car traffic by updating public transit and using congestion pricing, a system of electronic tolls for crowded streets.\u003c/p>\n\u003cp>The reconstruction of Octavia Boulevard was the culmination of a lengthy battle to tear down the segment of the Central Freeway. After the 1989 Loma Prieta earthquake damaged the freeway and voters weighed in on several ballot measures, the plan for the boulevard finally was approved.\u003c/p>\n\u003cp>Jacobs, the renowned designer, told The Bay Citizen that the project was successful in replacing a freeway with a boulevard that moves cars while at the same time creating street life. But he said some design elements that would have slowed traffic were left out in the end because of compromises with the state Department of Transportation and the city.\u003c/p>\n\u003cp>The challenge at the time was “how to get fast-moving traffic through as best and safely as possible, but at the same time allowing for low-speed traffic and good street life,” Jacobs said. To do that, he designed the four-lane boulevard with two local side streets running parallel for local traffic and cyclists. Trees were planted and a now well-used park was built at the end.\u003c/p>\n\u003cp>But Jacobs also said the initial design sought to slow traffic more before it came off the freeway by narrowing the lanes and building a slightly uphill approach. He also wanted to use different paving materials and narrow the side streets to signal to drivers that they were entering a neighborhood. None of these features were incorporated into the project, he said.\u003c/p>\n\u003cp>“Octavia Boulevard itself is a major success as a street,” Jacobs said. “That isn’t to say that there weren’t things that could’ve been done better.”\u003c/p>\n\u003cp>The majority of bike accidents at Octavia and Market over the past three years were caused by drivers making illegal right turns onto the freeway from Market Street. The city has installed new signs and medians to prevent illegal turns from Market onto the freeway, but the problem persists. Bike advocates want a camera installed at the intersection to catch offending motorists, but a question over whether such cameras are legal on state highways has held up the process.\u003c/p>\n\u003cp>Assemblyman Tom Ammiano, D-San Francisco, has been urging Attorney General Kamala Harris to issue an opinion that could pave the way for the camera to be installed. An Ammiano aide told The Bay Citizen this week that a legal opinion has been drafted and edited and is awaiting Harris’ signature.\u003c/p>\n\u003cp>“It would help,” said Leah Shahum, executive director of the San Francisco Bicycle Coalition. “We know police officers can’t be there 24/7, and the city has tried a lot of engineering improvements.”\u003c/p>\n\u003cp>Robin Levitt, a Hayes Valley architect who helped lead the fight to take down the freeway, said the boulevard helped transform the neighborhood but is in need of serious fixes.\u003c/p>\n\u003cp>“Generally, I think Octavia Boulevard works well, but the interface with other intersections is problematic and was never really thought through when it was done,” Levitt said. “Those are issues that still haven’t been resolved.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Men in Drag, Uppity Women: A 116-Year-Old SF Bike Protest History Cycles Around ",
"title": "Men in Drag, Uppity Women: A 116-Year-Old SF Bike Protest History Cycles Around ",
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"content": "\u003cp>When thousands of bicyclists took to the streets of San Francisco Friday night, they had more history to celebrate than most of them knew. The mood remained mostly festive throughout the evening, but organizers said they wanted to make a statement -- much as they did 20 years ago, in the \u003ca href=\"http://www.kqed.org/news/story/2012/09/27/108432/a_city_cycling_ritual_critical_mass_turns_20?category=bay+area\">Critical Mass ride of 1992\u003c/a>, and 96 years before that.\u003c/p>\n\u003cfigure id=\"attachment_77248\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/critical-mass-20122.jpg\">\u003cimg class=\"size-medium wp-image-77248\" title=\"critical mass 2012\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/critical-mass-20122-300x195.jpg\" alt=\"\" width=\"300\" height=\"195\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A sample of the color in the Critical Mass ride of 2012 (Cristiano Valli)\u003c/figcaption>\u003c/figure>\n\u003cp>That's right, bicycle protests have been going on in San Francisco approximately since the origin of the bicycle. And as Hank Chapot recalled in \u003ca href=\"http://processedworld.com/Issues/issue2001/pw2001_64-68_Great_Bicycle_Protest_of_1896.pdf\">Processed World\u003c/a> magazine, the barely remembered protest of July 25, 1896 may be been the most important. So we thought it would be helpful to draw a brief comparison of last weekend's event, and the one that started it all.\u003c/p>\n\u003cp>\u003cstrong>Reasons for Protesting\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>1896:\u003c/strong> Bicyclists (wheelmen as they were called then) wanted improvements to city streets. The biggest concern then was that Market Street was poorly paved, and most other streets had no pavement at all. Bicyclists also complained about getting their wheels caught in streetcar tracks and cable car slots.\u003c!--more-->\u003c/p>\n\u003cp>\u003cstrong>\u003cbr>\nThe San Francisco Call newspaper reported on the great bicycle rally of 1896.\u003c/strong>\u003cbr>\n\u003ca title=\"View Sf.call.Jul26.1896a on Scribd\" href=\"http://www.scribd.com/doc/98670890/Sf-call-Jul26-1896a\">Sf.call.Jul26.1896a\u003c/a>\u003ciframe src=\"http://www.scribd.com/embeds/98670890/content?start_page=1&view_mode=scroll&access_key=key-1gfo5e7io0i8c3btu5aw\" frameborder=\"0\" scrolling=\"no\" width=\"400\" height=\"600\">\u003c/iframe>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>2012:\u003c/strong> Bicyclists still want improvements to city streets, particularly Market Street. Pavement is taken for granted, but bicyclists are still \u003ca href=\"http://sanfrancisco.cbslocal.com/2012/03/06/bicyclist-seriously-injured-after-crash-with-sf-muni-bus/\">getting their wheels caught\u003c/a> in streetcar tracks, sometimes with deadly results. The San Francisco Bicycle Coalition advocates a \u003ca href=\"http://www.sfbike.org/?market\">separate path for bicycles\u003c/a>, physically separated from motor vehicles.\u003c/p>\n\u003cp>\u003cstrong>Participants\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>1896\u003c/strong>: Wheelmen and wheelwomen came from all over the Bay Area, many of them members of bicycle clubs, such as The Bay City Wheelmen and the YMCA Cyclers. The umbrella organization nationwide was the well-organized League of American Wheelmen.\u003c/p>\n\u003cp>\u003cstrong>2012:\u003c/strong> Bicyclists came from all over the Bay Area. Though Critical Mass has no official leader, it does have a\u003ca href=\"http://www.sfcriticalmass.org/\"> website\u003c/a>. Organizations like the \u003ca href=\"http://www.sfbike.org/\">San Francisco Bicycle Coalition \u003c/a>have helped represent concerns of cyclists to the city government.\u003c/p>\n\u003cp>\u003cstrong>Atmosphere\u003c/strong>\u003cbr>\n\u003cstrong>1896\u003c/strong>: Drawing on archival newspaper reports, Chapot described the crowd this way:\u003c/p>\n\u003cblockquote>\u003cp>A few men rode in drag, one “in the togs of a Midway Plaisance maiden,” another as an old maid. Uncle Sam rode in bloomers next to a down-home hayseed.There were meaner\u003cbr>\nstereotypes: Sitting Bull and Pocahontas; a man in bloomers mocking “the new women;” one in blackface; one “imitating a Chinese in silks and slippers.”\u003c/p>\u003c/blockquote>\n\u003cp>There were also a good number of women, in bloomers, defying the dress code of the day. The parade ended in rallies with bonfires and political speeches.\u003c/p>\n\u003cp>\u003cstrong>2012\u003c/strong>: Friday night's ride included at least one naked man, masks, face paint, trailers, double bikes welded on top of each other and many other colorful costumes.\u003c/p>\n\u003cp>\u003cstrong>Conflict\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>1896:\u003c/strong> The big enemy in those days were the streetcars. The crowd threw blocks of wood at streetcars trapped in the mass of riders, smashing their windows, and rocked the vehicles back and forth trying to overturn them.\u003c/p>\n\u003cp>\u003cstrong>2012:\u003c/strong> Riders gleefully snarled traffic downtown for several hours. Still, the atmosphere remained calm compared to some of the monthly Critical Mass rides of the 1990s, particularly \u003ca href=\"http://en.wikipedia.org/wiki/Conflicts_involving_Critical_Mass\">1997 \u003c/a>when cyclists were accused of denting, scratching and smashing the windows of various motorized vehicles, and motorists were accused of intentionally running into riders.\u003cstrong>\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Impact\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>1896\u003c/strong>: Market Street, and the rest of San Francisco, eventually got asphalt, literally paving the way for the motor vehicles that have since become bicyclists primary competitors for space on the streets.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>2012:\u003c/strong> Bicycle activists are still arguing about the role that Critical Mass has played in getting more bike lanes and other bike-friendly additions to San Francisco streets. The ride on Friday was mostly commemorative, but it generated a lot of enthusiasm for renewed activism.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>When thousands of bicyclists took to the streets of San Francisco Friday night, they had more history to celebrate than most of them knew. The mood remained mostly festive throughout the evening, but organizers said they wanted to make a statement -- much as they did 20 years ago, in the \u003ca href=\"http://www.kqed.org/news/story/2012/09/27/108432/a_city_cycling_ritual_critical_mass_turns_20?category=bay+area\">Critical Mass ride of 1992\u003c/a>, and 96 years before that.\u003c/p>\n\u003cfigure id=\"attachment_77248\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/critical-mass-20122.jpg\">\u003cimg class=\"size-medium wp-image-77248\" title=\"critical mass 2012\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/critical-mass-20122-300x195.jpg\" alt=\"\" width=\"300\" height=\"195\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A sample of the color in the Critical Mass ride of 2012 (Cristiano Valli)\u003c/figcaption>\u003c/figure>\n\u003cp>That's right, bicycle protests have been going on in San Francisco approximately since the origin of the bicycle. And as Hank Chapot recalled in \u003ca href=\"http://processedworld.com/Issues/issue2001/pw2001_64-68_Great_Bicycle_Protest_of_1896.pdf\">Processed World\u003c/a> magazine, the barely remembered protest of July 25, 1896 may be been the most important. So we thought it would be helpful to draw a brief comparison of last weekend's event, and the one that started it all.\u003c/p>\n\u003cp>\u003cstrong>Reasons for Protesting\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>1896:\u003c/strong> Bicyclists (wheelmen as they were called then) wanted improvements to city streets. The biggest concern then was that Market Street was poorly paved, and most other streets had no pavement at all. Bicyclists also complained about getting their wheels caught in streetcar tracks and cable car slots.\u003c!--more-->\u003c/p>\n\u003cp>\u003cstrong>\u003cbr>\nThe San Francisco Call newspaper reported on the great bicycle rally of 1896.\u003c/strong>\u003cbr>\n\u003ca title=\"View Sf.call.Jul26.1896a on Scribd\" href=\"http://www.scribd.com/doc/98670890/Sf-call-Jul26-1896a\">Sf.call.Jul26.1896a\u003c/a>\u003ciframe src=\"http://www.scribd.com/embeds/98670890/content?start_page=1&view_mode=scroll&access_key=key-1gfo5e7io0i8c3btu5aw\" frameborder=\"0\" scrolling=\"no\" width=\"400\" height=\"600\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>2012:\u003c/strong> Bicyclists still want improvements to city streets, particularly Market Street. Pavement is taken for granted, but bicyclists are still \u003ca href=\"http://sanfrancisco.cbslocal.com/2012/03/06/bicyclist-seriously-injured-after-crash-with-sf-muni-bus/\">getting their wheels caught\u003c/a> in streetcar tracks, sometimes with deadly results. The San Francisco Bicycle Coalition advocates a \u003ca href=\"http://www.sfbike.org/?market\">separate path for bicycles\u003c/a>, physically separated from motor vehicles.\u003c/p>\n\u003cp>\u003cstrong>Participants\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>1896\u003c/strong>: Wheelmen and wheelwomen came from all over the Bay Area, many of them members of bicycle clubs, such as The Bay City Wheelmen and the YMCA Cyclers. The umbrella organization nationwide was the well-organized League of American Wheelmen.\u003c/p>\n\u003cp>\u003cstrong>2012:\u003c/strong> Bicyclists came from all over the Bay Area. Though Critical Mass has no official leader, it does have a\u003ca href=\"http://www.sfcriticalmass.org/\"> website\u003c/a>. Organizations like the \u003ca href=\"http://www.sfbike.org/\">San Francisco Bicycle Coalition \u003c/a>have helped represent concerns of cyclists to the city government.\u003c/p>\n\u003cp>\u003cstrong>Atmosphere\u003c/strong>\u003cbr>\n\u003cstrong>1896\u003c/strong>: Drawing on archival newspaper reports, Chapot described the crowd this way:\u003c/p>\n\u003cblockquote>\u003cp>A few men rode in drag, one “in the togs of a Midway Plaisance maiden,” another as an old maid. Uncle Sam rode in bloomers next to a down-home hayseed.There were meaner\u003cbr>\nstereotypes: Sitting Bull and Pocahontas; a man in bloomers mocking “the new women;” one in blackface; one “imitating a Chinese in silks and slippers.”\u003c/p>\u003c/blockquote>\n\u003cp>There were also a good number of women, in bloomers, defying the dress code of the day. The parade ended in rallies with bonfires and political speeches.\u003c/p>\n\u003cp>\u003cstrong>2012\u003c/strong>: Friday night's ride included at least one naked man, masks, face paint, trailers, double bikes welded on top of each other and many other colorful costumes.\u003c/p>\n\u003cp>\u003cstrong>Conflict\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>1896:\u003c/strong> The big enemy in those days were the streetcars. The crowd threw blocks of wood at streetcars trapped in the mass of riders, smashing their windows, and rocked the vehicles back and forth trying to overturn them.\u003c/p>\n\u003cp>\u003cstrong>2012:\u003c/strong> Riders gleefully snarled traffic downtown for several hours. Still, the atmosphere remained calm compared to some of the monthly Critical Mass rides of the 1990s, particularly \u003ca href=\"http://en.wikipedia.org/wiki/Conflicts_involving_Critical_Mass\">1997 \u003c/a>when cyclists were accused of denting, scratching and smashing the windows of various motorized vehicles, and motorists were accused of intentionally running into riders.\u003cstrong>\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Impact\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>1896\u003c/strong>: Market Street, and the rest of San Francisco, eventually got asphalt, literally paving the way for the motor vehicles that have since become bicyclists primary competitors for space on the streets.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>2012:\u003c/strong> Bicycle activists are still arguing about the role that Critical Mass has played in getting more bike lanes and other bike-friendly additions to San Francisco streets. The ride on Friday was mostly commemorative, but it generated a lot of enthusiasm for renewed activism.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"http://bart.gov/news/articles/2012/news20120928.aspx\">A BART survey\u003c/a> shows riders split on whether \u003ca href=\"http://ww2.kqed.org/news/2012/07/31/bicycles-allowed-on-bart-during-commute-hours-friday/\">bicycles should be allowed\u003c/a> on the trains heading into San Francisco during commute hours, the transit system said on Friday.\u003c/p>\n\u003cfigure id=\"attachment_77121\" class=\"wp-caption alignright\" style=\"max-width: 248px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/Bicycling-in-traffic.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-77121\" title=\"Bicycling in traffic\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/Bicycling-in-traffic.jpg\" alt=\"\" width=\"248\" height=\"140\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Getty Images\u003c/figcaption>\u003c/figure>\n\u003cp>BART lifted that \u003ca href=\"http://www.bart.gov/guide/bikes/bikeRules.aspx\">restriction\u003c/a>every Friday in August as an experiment and surveyed riders about the experience.\u003c/p>\n\u003cp>The poll found riders evenly divided, with 37% wanting to keep the blackouts; 37% wanting to end them; and 25% wanting to reduce the blackout periods to one hour from two.\u003c/p>\n\u003cp>“I think they should have a specific spot on the train for bikes and I think they should allow them at all times,” BART rider Daren Decrane told KQED’s Lauren Benichou.\u003c/p>\n\u003cp>In addition, BART reports that only 10% of those surveyed experienced any problems during the pilot program. These riders most commonly complained of bikes blocking aisles, doorways and seats; bikes entering crowded trains; and bikes running into or brushing up against people.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Asked if lifting the blackout would affect their likelihood to ride BART, 25% said they would be more likely to ride, while 10% would be less likely to ride and 66% would not be just as likely to ride either way.\u003c/p>\n\u003cp>Only 17% said lifting the restrictions made their trip worse, while 9% said it made their trip better, and 74% said it had little or no effect.\u003c/p>\n\u003cp>A lot of bicyclists don’t follow the rules already, many respondents said; about a quarter thought bicyclists block aisles and enter crowded trains.\u003c/p>\n\u003cp>“The one important finding that we are going to take away from this is that there is a lot of potential to make BART better by allowing people to bring their bikes on during the commute period,” BART’s bike manager Steve Beroldo told Benichou. “But it’s going to be a balancing act, because…as ridership continue to increase, there is the challenge of having more people on the trains and having bicycles on the train.”\u003c/p>\n\u003cp>You can see the complete results by downloading the \u003ca href=\"http://bart.gov/docs/Bike_survey_results_DRAFT.pdf\" target=\"_blank\" rel=\"noopener\"> full report\u003c/a>.\u003c/p>\n\u003cp>BART will hold a public discussion \u003ca href=\"http://www.bart.gov/about/bod/advisory/bicycle/index.aspx\" target=\"_blank\" rel=\"noopener\">in a public meeting\u003c/a> Monday, Oct. 1, at 6 pm.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Among the alternatives the system is considering for the future, according to its website:\u003c/p>\n\u003cblockquote>\u003cp>Reconfiguring car interiors to create more space for items with wheels (i.e. bikes, wheelchairs, strollers). This project is ongoing but may be accelerated.\u003c/p>\n\u003cp>Embarcadero Station, because of its narrower platform and limited vertical circulation, may present a challenging situation for bikes during the commute period and it might be better to encourage bikes to use nearby Montgomery Station.\u003c/p>\n\u003cp>Allowing bikes on the narrow lower platforms at 12th and 19th in Oakland may require some direction on how passengers queue to assure good circulation.\u003c/p>\n\u003cp>Relaxing restrictions would require additional communication on bike etiquette—(e.g. don’t board crowded train, what to do if train becomes crowded, use stairs and elevators not escalators, yield to elderly/disabled, etc.). This could take the shape of an ongoing informational campaign.\u003c/p>\n\u003cp>Making train specific load factor data available in a user friendly format (e.g. as part of the bart.gov trip planner). This will have dual benefits: (1) help bicyclists find the least crowded trains and (2) spread the load overall creating additional “capacity” for all passengers.\u003c/p>\u003c/blockquote>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"http://bart.gov/news/articles/2012/news20120928.aspx\">A BART survey\u003c/a> shows riders split on whether \u003ca href=\"http://ww2.kqed.org/news/2012/07/31/bicycles-allowed-on-bart-during-commute-hours-friday/\">bicycles should be allowed\u003c/a> on the trains heading into San Francisco during commute hours, the transit system said on Friday.\u003c/p>\n\u003cfigure id=\"attachment_77121\" class=\"wp-caption alignright\" style=\"max-width: 248px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/Bicycling-in-traffic.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-77121\" title=\"Bicycling in traffic\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/Bicycling-in-traffic.jpg\" alt=\"\" width=\"248\" height=\"140\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Getty Images\u003c/figcaption>\u003c/figure>\n\u003cp>BART lifted that \u003ca href=\"http://www.bart.gov/guide/bikes/bikeRules.aspx\">restriction\u003c/a>every Friday in August as an experiment and surveyed riders about the experience.\u003c/p>\n\u003cp>The poll found riders evenly divided, with 37% wanting to keep the blackouts; 37% wanting to end them; and 25% wanting to reduce the blackout periods to one hour from two.\u003c/p>\n\u003cp>“I think they should have a specific spot on the train for bikes and I think they should allow them at all times,” BART rider Daren Decrane told KQED’s Lauren Benichou.\u003c/p>\n\u003cp>In addition, BART reports that only 10% of those surveyed experienced any problems during the pilot program. These riders most commonly complained of bikes blocking aisles, doorways and seats; bikes entering crowded trains; and bikes running into or brushing up against people.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Asked if lifting the blackout would affect their likelihood to ride BART, 25% said they would be more likely to ride, while 10% would be less likely to ride and 66% would not be just as likely to ride either way.\u003c/p>\n\u003cp>Only 17% said lifting the restrictions made their trip worse, while 9% said it made their trip better, and 74% said it had little or no effect.\u003c/p>\n\u003cp>A lot of bicyclists don’t follow the rules already, many respondents said; about a quarter thought bicyclists block aisles and enter crowded trains.\u003c/p>\n\u003cp>“The one important finding that we are going to take away from this is that there is a lot of potential to make BART better by allowing people to bring their bikes on during the commute period,” BART’s bike manager Steve Beroldo told Benichou. “But it’s going to be a balancing act, because…as ridership continue to increase, there is the challenge of having more people on the trains and having bicycles on the train.”\u003c/p>\n\u003cp>You can see the complete results by downloading the \u003ca href=\"http://bart.gov/docs/Bike_survey_results_DRAFT.pdf\" target=\"_blank\" rel=\"noopener\"> full report\u003c/a>.\u003c/p>\n\u003cp>BART will hold a public discussion \u003ca href=\"http://www.bart.gov/about/bod/advisory/bicycle/index.aspx\" target=\"_blank\" rel=\"noopener\">in a public meeting\u003c/a> Monday, Oct. 1, at 6 pm.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Among the alternatives the system is considering for the future, according to its website:\u003c/p>\n\u003cblockquote>\u003cp>Reconfiguring car interiors to create more space for items with wheels (i.e. bikes, wheelchairs, strollers). This project is ongoing but may be accelerated.\u003c/p>\n\u003cp>Embarcadero Station, because of its narrower platform and limited vertical circulation, may present a challenging situation for bikes during the commute period and it might be better to encourage bikes to use nearby Montgomery Station.\u003c/p>\n\u003cp>Allowing bikes on the narrow lower platforms at 12th and 19th in Oakland may require some direction on how passengers queue to assure good circulation.\u003c/p>\n\u003cp>Relaxing restrictions would require additional communication on bike etiquette—(e.g. don’t board crowded train, what to do if train becomes crowded, use stairs and elevators not escalators, yield to elderly/disabled, etc.). This could take the shape of an ongoing informational campaign.\u003c/p>\n\u003cp>Making train specific load factor data available in a user friendly format (e.g. as part of the bart.gov trip planner). This will have dual benefits: (1) help bicyclists find the least crowded trains and (2) spread the load overall creating additional “capacity” for all passengers.\u003c/p>\u003c/blockquote>\n\n\u003c/div>\u003c/p>",
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"title": "Find a Private Shuttle Ride from SF to Silicon Valley on this Map",
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"content": "\u003cp>Are you tired of fighting the freeway traffic to and from Silicon Valley? Or squeezing into a train? Thousands of valley workers travel instead on private luxury buses complete with wifi. In most cases, you can’t ride one of these shuttles unless you work for the right company. But there may be loop holes.\u003c/p>\n\u003cp>According Danielle Magee of the \u003ca href=\"http://www.sfbg.com/2012/04/18/private-bus-problem?page=0,0\">San Francisco Bay Guardian\u003c/a>, some companies will cheerfully let you ride — for free.\u003c/p>\n\u003cblockquote>\u003cp>I also hopped a Genebus at Glen Park BART and rode to company headquarters in South San Francisco. Again, nobody asked for ID; in fact, Genentech spokesperson Nadine O’Campo said the company is happy to let others who work in the area hitch a ride on the cush coaches.\u003c/p>\u003c/blockquote>\n\u003cp>That brings us to the next problem: How do you find the shuttle that’s going your way? Click on this new map by Stamen, a San Francisco design firm:\u003c/p>\n\u003cfigure id=\"attachment_76996\" class=\"wp-caption aligncenter\" style=\"max-width: 482px\">\u003ca href=\"http://zero1-images.s3.amazonaws.com/scaled2.0_final_web_trimmed.gif\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-76996 \" title=\"stamen private shuttle map\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/stamen-private-shuttle-map-220x300.gif\" alt=\"\" width=\"482\" height=\"482\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">This map was commissioned by ZERO1 and partly funded by the James Irvine Foundation.\u003c/figcaption>\u003c/figure>\n\u003cp style=\"text-align: center\">\n\u003c/p>\u003cp>This map is meant to give you a visual understanding of the way Silicon Valley buses are flowing through San Francisco, not to tell you where to catch one. (It was created for the \u003ca href=\"http://www.zero1biennial.org/\">Zero1 exhibit\u003c/a> on the intersection of art and technology, going on until at 439 S. First Street, San Jose until Dec. 8.) But there are \u003ca href=\"http://stamen.com/zero1/\">more maps on the Stamen site \u003c/a>that display the shuttle stops in more precision.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>You can also get some more details from a June, 2011 \u003ca href=\"http://www.sfcta.org/images/stories/Planning/Shuttles/Final_SAR_08-09_2_Shuttles_062811.pdf\">City of San Francisco report\u003c/a>, which has its own maps in the appendices.\u003c/p>\n\u003cp>The buses have been controversial, the report says, because they sometimes stop illegally at public bus stops, get in the way of public buses and may reduce ridership on public transit.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>On the other hand, they may reduce the number of cars on the roads, allowing you to make that trip to and from the valley more easily — even if you never get on a shuttle. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Are you tired of fighting the freeway traffic to and from Silicon Valley? Or squeezing into a train? Thousands of valley workers travel instead on private luxury buses complete with wifi. In most cases, you can’t ride one of these shuttles unless you work for the right company. But there may be loop holes.\u003c/p>\n\u003cp>According Danielle Magee of the \u003ca href=\"http://www.sfbg.com/2012/04/18/private-bus-problem?page=0,0\">San Francisco Bay Guardian\u003c/a>, some companies will cheerfully let you ride — for free.\u003c/p>\n\u003cblockquote>\u003cp>I also hopped a Genebus at Glen Park BART and rode to company headquarters in South San Francisco. Again, nobody asked for ID; in fact, Genentech spokesperson Nadine O’Campo said the company is happy to let others who work in the area hitch a ride on the cush coaches.\u003c/p>\u003c/blockquote>\n\u003cp>That brings us to the next problem: How do you find the shuttle that’s going your way? Click on this new map by Stamen, a San Francisco design firm:\u003c/p>\n\u003cfigure id=\"attachment_76996\" class=\"wp-caption aligncenter\" style=\"max-width: 482px\">\u003ca href=\"http://zero1-images.s3.amazonaws.com/scaled2.0_final_web_trimmed.gif\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-76996 \" title=\"stamen private shuttle map\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/stamen-private-shuttle-map-220x300.gif\" alt=\"\" width=\"482\" height=\"482\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">This map was commissioned by ZERO1 and partly funded by the James Irvine Foundation.\u003c/figcaption>\u003c/figure>\n\u003cp style=\"text-align: center\">\n\u003c/p>\u003cp>This map is meant to give you a visual understanding of the way Silicon Valley buses are flowing through San Francisco, not to tell you where to catch one. (It was created for the \u003ca href=\"http://www.zero1biennial.org/\">Zero1 exhibit\u003c/a> on the intersection of art and technology, going on until at 439 S. First Street, San Jose until Dec. 8.) But there are \u003ca href=\"http://stamen.com/zero1/\">more maps on the Stamen site \u003c/a>that display the shuttle stops in more precision.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>You can also get some more details from a June, 2011 \u003ca href=\"http://www.sfcta.org/images/stories/Planning/Shuttles/Final_SAR_08-09_2_Shuttles_062811.pdf\">City of San Francisco report\u003c/a>, which has its own maps in the appendices.\u003c/p>\n\u003cp>The buses have been controversial, the report says, because they sometimes stop illegally at public bus stops, get in the way of public buses and may reduce ridership on public transit.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>On the other hand, they may reduce the number of cars on the roads, allowing you to make that trip to and from the valley more easily — even if you never get on a shuttle. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Now that Google has gotten the legislative approval for \u003ca href=\"http://www.californiareport.org/archive/R201208311630/b\">driverless cars\u003c/a>, the company is dealing with the obvious question: What happens if the car accidentally drives you off the road and into the ocean?\u003c/p>\n\u003cp>Until now the company's mapping feature has stopped at the water's edge. But on Tuesday it launched a new feature using its Street View technology to peer beneath the waves.\u003c/p>\n\u003cp>Joking aside, the new feature doesn't actually provide directions for underwater navigation. And you cannot use it to zoom into the ocean of your choice. For now it simply offers \u003ca href=\"http://maps.google.com/intl/en/help/maps/streetview/#utm_campaign=en&utm_medium=van&utm_source=en-van-na-us-gns-svn\">cool images\u003c/a> of selected undersea sites.\u003c/p>\n\u003cp>Here's how Google's \u003ca href=\"http://googleblog.blogspot.ca/2012/09/dive-into-great-barrier-reef-with-first_25.html\">official blog\u003c/a> describes the feature:\u003c/p>\n\u003cblockquote>\u003cp>Starting today, you can use Google Maps to find a \u003ca href=\"https://maps.google.com/maps?q=heron+island+resort&hl=en&sll=-23.442794,151.915555&layer=c&cid=17997865933213515154&panoid=CWskcsTEZBNXaD8gG-zATA&cbp=13,353.53422305135513,,0,0&gl=us&hq=heron+island+resort&t=m&z=17\">sea turtle swimming among a school of fish\u003c/a>, \u003ca href=\"https://maps.google.com/maps?q=heron+island+resort&hl=en&sll=-23.442794,151.915555&layer=c&cid=17997865933213515154&panoid=CWskcsTEZBNXaD8gG-zATA&cbp=13,353.53422305135513,,0,0&gl=us&hq=heron+island+resort&t=m&z=17\">follow a manta ray\u003c/a> and \u003ca href=\"https://maps.google.com/maps?q=Wilson+Island,+Great+Barrier+Reef,+Australia&hl=en&ll=-23.303685,151.914396&spn=0.007016,0.013068&sll=41.486939,-96.009179&sspn=0.022568,0.045362&oq=wilson+island+great+barrier+&hnear=Wilson+Island&t=m&layer=c&cbll=-23\">experience the reef at sunset\u003c/a>—just as I did on my first dive in the Great Barrier Reef last year. You can also find out much more about this reef via the \u003ca href=\"http://www.google.com/culturalinstitute/worldwonders/great-barrier-reef\">World Wonders Project\u003c/a>, a website that brings modern and ancient world heritage sites online.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>And here's a video that let's you see the new feature in action:\u003c/strong>\u003cbr>\n\u003ciframe width=\"560\" height=\"315\" src=\"http://www.youtube.com/embed/7syWPIZt9B4\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>How long before the company tackles actual undersea navigation? That might have to wait until the company invents a submarine. So far it's only gotten as far as this \u003ca href=\"http://www.google.com/logos/verne.html\">logo\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Now that Google has gotten the legislative approval for \u003ca href=\"http://www.californiareport.org/archive/R201208311630/b\">driverless cars\u003c/a>, the company is dealing with the obvious question: What happens if the car accidentally drives you off the road and into the ocean?\u003c/p>\n\u003cp>Until now the company's mapping feature has stopped at the water's edge. But on Tuesday it launched a new feature using its Street View technology to peer beneath the waves.\u003c/p>\n\u003cp>Joking aside, the new feature doesn't actually provide directions for underwater navigation. And you cannot use it to zoom into the ocean of your choice. For now it simply offers \u003ca href=\"http://maps.google.com/intl/en/help/maps/streetview/#utm_campaign=en&utm_medium=van&utm_source=en-van-na-us-gns-svn\">cool images\u003c/a> of selected undersea sites.\u003c/p>\n\u003cp>Here's how Google's \u003ca href=\"http://googleblog.blogspot.ca/2012/09/dive-into-great-barrier-reef-with-first_25.html\">official blog\u003c/a> describes the feature:\u003c/p>\n\u003cblockquote>\u003cp>Starting today, you can use Google Maps to find a \u003ca href=\"https://maps.google.com/maps?q=heron+island+resort&hl=en&sll=-23.442794,151.915555&layer=c&cid=17997865933213515154&panoid=CWskcsTEZBNXaD8gG-zATA&cbp=13,353.53422305135513,,0,0&gl=us&hq=heron+island+resort&t=m&z=17\">sea turtle swimming among a school of fish\u003c/a>, \u003ca href=\"https://maps.google.com/maps?q=heron+island+resort&hl=en&sll=-23.442794,151.915555&layer=c&cid=17997865933213515154&panoid=CWskcsTEZBNXaD8gG-zATA&cbp=13,353.53422305135513,,0,0&gl=us&hq=heron+island+resort&t=m&z=17\">follow a manta ray\u003c/a> and \u003ca href=\"https://maps.google.com/maps?q=Wilson+Island,+Great+Barrier+Reef,+Australia&hl=en&ll=-23.303685,151.914396&spn=0.007016,0.013068&sll=41.486939,-96.009179&sspn=0.022568,0.045362&oq=wilson+island+great+barrier+&hnear=Wilson+Island&t=m&layer=c&cbll=-23\">experience the reef at sunset\u003c/a>—just as I did on my first dive in the Great Barrier Reef last year. You can also find out much more about this reef via the \u003ca href=\"http://www.google.com/culturalinstitute/worldwonders/great-barrier-reef\">World Wonders Project\u003c/a>, a website that brings modern and ancient world heritage sites online.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>And here's a video that let's you see the new feature in action:\u003c/strong>\u003cbr>\n\u003ciframe width=\"560\" height=\"315\" src=\"http://www.youtube.com/embed/7syWPIZt9B4\" frameborder=\"0\">\u003c/iframe>\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>How long before the company tackles actual undersea navigation? That might have to wait until the company invents a submarine. So far it's only gotten as far as this \u003ca href=\"http://www.google.com/logos/verne.html\">logo\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "What Do You Think of Apple Maps?",
"title": "What Do You Think of Apple Maps?",
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"content": "\u003caside class=\"pullquote alignleft\">\u003cstrong>\u003ca href=\"http://storify.com/kqednews/what-do-you-think-of-apple-maps\">Storify: What do you think of Apple Maps?\u003c/a>\u003c/strong>\u003c/aside>\n\u003cp>First, the good news: despite all the \u003ca href=\"http://online.wsj.com/article/SB10000872396390443890304578008712527187512.html?mod=googlenews_wsj\">hullabaloo\u003c/a> about the new Apple Maps providing incorrect directions, we can still use it to get from KQED to a local watering hole (in this case, the \u003ca href=\"http://www.theirishbank.com/\">Irish Bank\u003c/a> on Bush Street near Kearney Street. We're not sure about the wisdom of taking I-80, though):\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/bank1.jpg\">\u003cimg class=\"aligncenter size-full wp-image-76697\" title=\"\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/bank1.jpg\" alt=\"\" width=\"640\" height=\"480\">\u003c/a>\u003c/p>\n\u003cp>Although it seems to be a little off in finding us; we took this screenshot while at KQED, which is the off-white building above the blue locator dot:\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/kqed.jpg\">\u003cimg class=\"aligncenter size-full wp-image-76709\" title=\"kqed\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/kqed.jpg\" alt=\"\" width=\"640\" height=\"480\">\u003c/a>\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But it's worth noting that Apple Maps does a fair job rendering San Francisco landmarks in 3D. The app, which comes with the latest software upgrade for Apple's iPhones and iPads, has been criticized for displaying \u003ca href=\"http://theamazingios6maps.tumblr.com/\">warped images\u003c/a>. Here is downtown San Francisco as seen from the Bay:\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/downtown.jpg\">\u003cimg class=\"aligncenter size-full wp-image-76698\" title=\"downtown\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/downtown.jpg\" alt=\"\" width=\"640\" height=\"480\">\u003c/a>\u003c/p>\n\u003cp>The Golden Gate Bridge (we're not sure what's up with the water):\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/ggbridge.jpg\">\u003cimg class=\"aligncenter size-full wp-image-76699\" title=\"ggbridge\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/ggbridge.jpg\" alt=\"\" width=\"640\" height=\"480\">\u003c/a>The Bay Bridge and AT&T Park:\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/baybridge.jpg\">\u003cimg class=\"aligncenter size-full wp-image-76700\" title=\"baybridge\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/baybridge.jpg\" alt=\"\" width=\"640\" height=\"480\">\u003c/a>And Candlestick Park:\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/candlestick.jpg\">\u003cimg class=\"aligncenter size-full wp-image-76701\" title=\"candlestick\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/candlestick.jpg\" alt=\"\" width=\"640\" height=\"480\">\u003c/a>Apple Maps seems to also do a decent job rendering the Mountain View headquarters of the company's \u003cdel>arch-nemesis\u003c/del> competitor, Google:\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/google.jpg\">\u003cimg class=\"aligncenter size-full wp-image-76702\" title=\"google\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/google.jpg\" alt=\"\" width=\"640\" height=\"853\">\u003c/a>\u003c/p>\n\u003cp>Still, reaction to Apple Maps continues to be mixed. Earlier today we asked our \u003ca href=\"http://www.facebook.com/photo.php?fbid=365109000230170&set=a.117611171646622.21467.107786349295771&type=1\">Facebook followers\u003c/a> what they thought of the app. The \u003ca href=\"http://storify.com/kqednews/what-do-you-think-of-apple-maps\">Storify\u003c/a> below includes their reaction, other reviews of the app and a few of the better Apple Maps jokes we've seen around the Internet.\u003c/p>\n\u003cp>Have you seen a distorted Apple Maps image of a Bay Area landmark? What do you think of the app? Leave a comment at the bottom of this post and let us know.\u003c/p>\n\u003cp>http://storify.com/kqednews/what-do-you-think-of-apple-maps\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003caside class=\"pullquote alignleft\">\u003cstrong>\u003ca href=\"http://storify.com/kqednews/what-do-you-think-of-apple-maps\">Storify: What do you think of Apple Maps?\u003c/a>\u003c/strong>\u003c/aside>\n\u003cp>First, the good news: despite all the \u003ca href=\"http://online.wsj.com/article/SB10000872396390443890304578008712527187512.html?mod=googlenews_wsj\">hullabaloo\u003c/a> about the new Apple Maps providing incorrect directions, we can still use it to get from KQED to a local watering hole (in this case, the \u003ca href=\"http://www.theirishbank.com/\">Irish Bank\u003c/a> on Bush Street near Kearney Street. We're not sure about the wisdom of taking I-80, though):\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/bank1.jpg\">\u003cimg class=\"aligncenter size-full wp-image-76697\" title=\"\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/bank1.jpg\" alt=\"\" width=\"640\" height=\"480\">\u003c/a>\u003c/p>\n\u003cp>Although it seems to be a little off in finding us; we took this screenshot while at KQED, which is the off-white building above the blue locator dot:\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/kqed.jpg\">\u003cimg class=\"aligncenter size-full wp-image-76709\" title=\"kqed\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/kqed.jpg\" alt=\"\" width=\"640\" height=\"480\">\u003c/a>\u003c/p>\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>But it's worth noting that Apple Maps does a fair job rendering San Francisco landmarks in 3D. The app, which comes with the latest software upgrade for Apple's iPhones and iPads, has been criticized for displaying \u003ca href=\"http://theamazingios6maps.tumblr.com/\">warped images\u003c/a>. Here is downtown San Francisco as seen from the Bay:\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/downtown.jpg\">\u003cimg class=\"aligncenter size-full wp-image-76698\" title=\"downtown\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/downtown.jpg\" alt=\"\" width=\"640\" height=\"480\">\u003c/a>\u003c/p>\n\u003cp>The Golden Gate Bridge (we're not sure what's up with the water):\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/ggbridge.jpg\">\u003cimg class=\"aligncenter size-full wp-image-76699\" title=\"ggbridge\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/ggbridge.jpg\" alt=\"\" width=\"640\" height=\"480\">\u003c/a>The Bay Bridge and AT&T Park:\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/baybridge.jpg\">\u003cimg class=\"aligncenter size-full wp-image-76700\" title=\"baybridge\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/baybridge.jpg\" alt=\"\" width=\"640\" height=\"480\">\u003c/a>And Candlestick Park:\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/candlestick.jpg\">\u003cimg class=\"aligncenter size-full wp-image-76701\" title=\"candlestick\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/candlestick.jpg\" alt=\"\" width=\"640\" height=\"480\">\u003c/a>Apple Maps seems to also do a decent job rendering the Mountain View headquarters of the company's \u003cdel>arch-nemesis\u003c/del> competitor, Google:\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/google.jpg\">\u003cimg class=\"aligncenter size-full wp-image-76702\" title=\"google\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/google.jpg\" alt=\"\" width=\"640\" height=\"853\">\u003c/a>\u003c/p>\n\u003cp>Still, reaction to Apple Maps continues to be mixed. Earlier today we asked our \u003ca href=\"http://www.facebook.com/photo.php?fbid=365109000230170&set=a.117611171646622.21467.107786349295771&type=1\">Facebook followers\u003c/a> what they thought of the app. The \u003ca href=\"http://storify.com/kqednews/what-do-you-think-of-apple-maps\">Storify\u003c/a> below includes their reaction, other reviews of the app and a few of the better Apple Maps jokes we've seen around the Internet.\u003c/p>\n\u003cp>Have you seen a distorted Apple Maps image of a Bay Area landmark? What do you think of the app? Leave a comment at the bottom of this post and let us know.\u003c/p>\n\u003cp>http://storify.com/kqednews/what-do-you-think-of-apple-maps\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/google-car-zooms-toward-legal-status/\">The Bay Citizen\u003c/a>\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/BayCitizenLogo1.png\">\u003cimg class=\"alignleft size-full wp-image-76647\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/BayCitizenLogo1.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>When veteran legislative staffer Howard Posner began working on a bill that would allow driverless, computer-controlled cars to roam California’s highways, he figured lawmakers would find the idea alarming.\u003c/p>\n\u003cp>They didn’t.\u003c/p>\n\u003cp>“Eventually, you might be on the freeway, and someone might not be behind the wheel,” said Posner, a consultant to the Assembly Transportation Committee, in an unusual moment of candor for a legislative staff member. “By the time this thing rolls out, people will probably be more comfortable. But today they’re not, and I assumed the legislators would have the same feeling.”\u003c/p>\n\u003cp>The legislation pushed by Google, which makes the autonomous car technology, passed 37-0 in the Senate and 74-2 in the Assembly. It is now awaiting action by Gov. Jerry Brown.\u003cbr>\n\u003cstrong>\u003cbr>\nIn this video, a Google engineer makes a case for the driverless car.\u003c/strong>\u003ciframe src=\"http://www.npr.org/templates/event/embeddedVideo.php?storyId=147006012\" frameborder=\"0\" scrolling=\"no\" width=\"600\" height=\"338\">\u003c/iframe>\u003cbr>\nIn voting for the legislation, lawmakers on both sides of the aisle said they believed the technology would make the roads safer and keep California at the forefront of innovation.\u003c!--more-->\u003c/p>\n\u003cp>The easy passage of the bill, which was sponsored by state Sen. Alex Padilla, D-Van Nuys, also showed the growing clout of the Mountain View company, said Rob Stutzman, who was deputy chief of staff to former Gov. Arnold Schwarzenegger.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“It was a powerful effort that they put together,” said Stutzman, who represents carmakers that opposed the bill. “They picked a powerful author. They clearly lobbied the governor’s administration as well.”\u003c/p>\n\u003cp>Disclosure statements filed by Google show that the company repeatedly lobbied the Legislature, the California Highway Patrol and the Department of Motor Vehicles from October to July on the issue. During that period, Google paid $140,000 for the lobbying services of Jonathan Ross, from the prominent Sacramento firm KP Public Affairs.\u003c/p>\n\u003cp>During the 2009-10 legislative session, Google gave campaign contributions totaling $64,000 to 36 members and successful candidates for the state Senate and Assembly. It also gave $25,900 each to Brown and his unsuccessful Republican rival, Meg Whitman. The company has not reported making any campaign contributions during the current election cycle.\u003c/p>\n\u003cp>Padilla’s bill, SB 1298, would allow companies to test self-driven cars on public roads and require the DMV to draft rules governing use of the vehicles by the public. The measure also would define a car’s “operator” as the person sitting in the driver’s seat, or if there’s no one in the driver’s seat, the person who “causes the autonomous technology to engage.”\u003c/p>\n\u003cp>A similar law won approval in Nevada last year, and Google is lobbying other states to follow suit. The company reported spending $8.95 million during the first half of 2012 to lobby federal officials on numerous issues, including the driverless car.\u003c/p>\n\u003cp>Padilla, who has a mechanical engineering degree from MIT, promoted the legislation in March at a press conference on the front steps of the state Capitol after arriving in a Google car.\u003c/p>\n\u003cp>“The vast majority of traffic fatalities and injuries are caused by human error,\" Padilla said at the time. \"Can we utilize and incorporate state-of-the-art technology to make our vehicles and therefore our roads and society safer?\"\u003c/p>\n\u003cp>Currently, California has no prohibition against operating the so-called autonomous cars on public roads. The car uses video cameras, radar and lasers to drive in traffic and GPS to navigate. Google has driven its cars 300,000 miles without an accident while in self-driving mode, a Google spokesman said.\u003c/p>\n\u003cp>“We believe that the vehicle code should be updated explicitly to permit the testing and operation of autonomous vehicles in accordance with specific safety requirements, to ensure that any use of autonomous vehicles on California roads is conducted in a safe manner,” said Google spokesman Jay Nancarrow in an email.\u003c/p>\n\u003cp>California lawmakers gushed over the new technology as they cast their votes for the bill.\u003c/p>\n\u003cp>“It’s just a really cool thing that we’re going to have autonomous vehicles in California,” Assemblyman Bob Blumenfield, D-San Fernando Valley, said on the Assembly floor last month.\u003c/p>\n\u003cp>Working out the details of the bill, however, was not so simple.\u003c/p>\n\u003cp>Automakers were worried about their liability in the event that the computer driving a car malfunctioned. Privacy advocates worried about how Google would use the vast amount of travel data it would collect on each car. Some legislators initially wanted Google to come back for separate legislation to authorize driverless operation after more testing was done. The California Highway Patrol and DMV were uncertain about the new technology.\u003c/p>\n\u003cp>“Behind the scenes it was a real struggle,” said Posner, the committee consultant.\u003c/p>\n\u003cp>By the time the bill reached the Assembly Transportation Committee in late June, the Highway Patrol’s concerns, including who would write the rules of the road for self-driving cars, had been resolved, Padilla told the committee. But representatives for the California Highway Patrol, who would normally attend such a hearing, were not in the room at the time, Posner said.\u003c/p>\n\u003cp>Their conspicuous absence sent a message to everyone: “They've been silenced by the governor's office,” Posner said.\u003c/p>\n\u003cp>A spokeswoman for the California Highway Patrol declined to comment. A spokesman for the governor’s office didn’t return an email seeking comment. Padilla declined a request for an interview.\u003c/p>\n\u003cp>In its final form, the bill would give the DMV authority to reject the use of driverless cars that did not meet its standards. The measure also would require that owners be notified about what data their car is collecting, but it did not resolve questions of liability.\u003c/p>\n\u003cp>“Google, and I don't mean this negatively, they wanted everything now,” said Posner. “They didn't want to have to come back for subsequent legislation.”\u003c/p>\n\u003cp>Posner said he will soon retire after 40 years working for the state, and so he doesn’t mind being candid about the maneuvering behind the Google legislation.\u003c/p>\n\u003cp>“The benefits of this could be enormous,” he said, “but if you don't do this right, there could be some horrific accidents.”\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\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>For more on the legislation, listen to the \u003ca href=\"http://www.californiareport.org/archive/R201208311630/b\">California Report\u003c/a>.\u003c/strong>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/google-car-zooms-toward-legal-status/\">The Bay Citizen\u003c/a>\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/BayCitizenLogo1.png\">\u003cimg class=\"alignleft size-full wp-image-76647\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/BayCitizenLogo1.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>When veteran legislative staffer Howard Posner began working on a bill that would allow driverless, computer-controlled cars to roam California’s highways, he figured lawmakers would find the idea alarming.\u003c/p>\n\u003cp>They didn’t.\u003c/p>\n\u003cp>“Eventually, you might be on the freeway, and someone might not be behind the wheel,” said Posner, a consultant to the Assembly Transportation Committee, in an unusual moment of candor for a legislative staff member. “By the time this thing rolls out, people will probably be more comfortable. But today they’re not, and I assumed the legislators would have the same feeling.”\u003c/p>\n\u003cp>The legislation pushed by Google, which makes the autonomous car technology, passed 37-0 in the Senate and 74-2 in the Assembly. It is now awaiting action by Gov. Jerry Brown.\u003cbr>\n\u003cstrong>\u003cbr>\nIn this video, a Google engineer makes a case for the driverless car.\u003c/strong>\u003ciframe src=\"http://www.npr.org/templates/event/embeddedVideo.php?storyId=147006012\" frameborder=\"0\" scrolling=\"no\" width=\"600\" height=\"338\">\u003c/iframe>\u003cbr>\nIn voting for the legislation, lawmakers on both sides of the aisle said they believed the technology would make the roads safer and keep California at the forefront of innovation.\u003c!--more-->\u003c/p>\n\u003cp>The easy passage of the bill, which was sponsored by state Sen. Alex Padilla, D-Van Nuys, also showed the growing clout of the Mountain View company, said Rob Stutzman, who was deputy chief of staff to former Gov. Arnold Schwarzenegger.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It was a powerful effort that they put together,” said Stutzman, who represents carmakers that opposed the bill. “They picked a powerful author. They clearly lobbied the governor’s administration as well.”\u003c/p>\n\u003cp>Disclosure statements filed by Google show that the company repeatedly lobbied the Legislature, the California Highway Patrol and the Department of Motor Vehicles from October to July on the issue. During that period, Google paid $140,000 for the lobbying services of Jonathan Ross, from the prominent Sacramento firm KP Public Affairs.\u003c/p>\n\u003cp>During the 2009-10 legislative session, Google gave campaign contributions totaling $64,000 to 36 members and successful candidates for the state Senate and Assembly. It also gave $25,900 each to Brown and his unsuccessful Republican rival, Meg Whitman. The company has not reported making any campaign contributions during the current election cycle.\u003c/p>\n\u003cp>Padilla’s bill, SB 1298, would allow companies to test self-driven cars on public roads and require the DMV to draft rules governing use of the vehicles by the public. The measure also would define a car’s “operator” as the person sitting in the driver’s seat, or if there’s no one in the driver’s seat, the person who “causes the autonomous technology to engage.”\u003c/p>\n\u003cp>A similar law won approval in Nevada last year, and Google is lobbying other states to follow suit. The company reported spending $8.95 million during the first half of 2012 to lobby federal officials on numerous issues, including the driverless car.\u003c/p>\n\u003cp>Padilla, who has a mechanical engineering degree from MIT, promoted the legislation in March at a press conference on the front steps of the state Capitol after arriving in a Google car.\u003c/p>\n\u003cp>“The vast majority of traffic fatalities and injuries are caused by human error,\" Padilla said at the time. \"Can we utilize and incorporate state-of-the-art technology to make our vehicles and therefore our roads and society safer?\"\u003c/p>\n\u003cp>Currently, California has no prohibition against operating the so-called autonomous cars on public roads. The car uses video cameras, radar and lasers to drive in traffic and GPS to navigate. Google has driven its cars 300,000 miles without an accident while in self-driving mode, a Google spokesman said.\u003c/p>\n\u003cp>“We believe that the vehicle code should be updated explicitly to permit the testing and operation of autonomous vehicles in accordance with specific safety requirements, to ensure that any use of autonomous vehicles on California roads is conducted in a safe manner,” said Google spokesman Jay Nancarrow in an email.\u003c/p>\n\u003cp>California lawmakers gushed over the new technology as they cast their votes for the bill.\u003c/p>\n\u003cp>“It’s just a really cool thing that we’re going to have autonomous vehicles in California,” Assemblyman Bob Blumenfield, D-San Fernando Valley, said on the Assembly floor last month.\u003c/p>\n\u003cp>Working out the details of the bill, however, was not so simple.\u003c/p>\n\u003cp>Automakers were worried about their liability in the event that the computer driving a car malfunctioned. Privacy advocates worried about how Google would use the vast amount of travel data it would collect on each car. Some legislators initially wanted Google to come back for separate legislation to authorize driverless operation after more testing was done. The California Highway Patrol and DMV were uncertain about the new technology.\u003c/p>\n\u003cp>“Behind the scenes it was a real struggle,” said Posner, the committee consultant.\u003c/p>\n\u003cp>By the time the bill reached the Assembly Transportation Committee in late June, the Highway Patrol’s concerns, including who would write the rules of the road for self-driving cars, had been resolved, Padilla told the committee. But representatives for the California Highway Patrol, who would normally attend such a hearing, were not in the room at the time, Posner said.\u003c/p>\n\u003cp>Their conspicuous absence sent a message to everyone: “They've been silenced by the governor's office,” Posner said.\u003c/p>\n\u003cp>A spokeswoman for the California Highway Patrol declined to comment. A spokesman for the governor’s office didn’t return an email seeking comment. Padilla declined a request for an interview.\u003c/p>\n\u003cp>In its final form, the bill would give the DMV authority to reject the use of driverless cars that did not meet its standards. The measure also would require that owners be notified about what data their car is collecting, but it did not resolve questions of liability.\u003c/p>\n\u003cp>“Google, and I don't mean this negatively, they wanted everything now,” said Posner. “They didn't want to have to come back for subsequent legislation.”\u003c/p>\n\u003cp>Posner said he will soon retire after 40 years working for the state, and so he doesn’t mind being candid about the maneuvering behind the Google legislation.\u003c/p>\n\u003cp>“The benefits of this could be enormous,” he said, “but if you don't do this right, there could be some horrific accidents.”\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\u003cp>\u003c/p>\u003c/div>",
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"slug": "aging-polluting-school-buses-remain-on-calif-roads",
"title": "Aging, Polluting School Buses Remain on Calif. Roads",
"publishDate": 1348079617,
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"headTitle": "Aging, Polluting School Buses Remain on Calif. Roads | KQED",
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"content": "\u003cp>Kendall Taggart, \u003ca href=\"http://californiawatch.org/dailyreport/aging-polluting-school-buses-remain-calif-roads-17964\">California Watch\u003c/a>\u003c/p>\n\u003cp>Tens of thousands of California schoolchildren ride aging school buses that emit harmful pollutants, an analysis of state data shows.\u003c/p>\n\u003cfigure id=\"attachment_76320\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/school-bus.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-76320\" title=\"school bus\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/school-bus-300x169.jpg\" alt=\"\" width=\"300\" height=\"169\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">David McNew/Getty Images\u003c/figcaption>\u003c/figure>\n\u003cp>Unlike many states, California does not require bus owners to take buses off the road after a set number of years. As a result, California has some of the oldest buses in the nation.\u003c/p>\n\u003cp>The emissions from older school buses are harmful to both children and air quality for the broader community.\u003c/p>\n\u003cp>Children riding in conventional diesel school buses are exposed to more air pollution than those riding in cleaner natural gas or low emission diesel buses, according to a 2003 \u003ca href=\"http://www.arb.ca.gov/research/schoolbus/schoolbus.htm\">study\u003c/a> conducted by the California Air Resources Board.\u003c!--more-->\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Buses manufactured before 1990 can pollute as much as six times more than new buses, according to the Environmental Protection Agency. There are about 3,000 buses in the state built in the 1980s and earlier, according to a \u003ca href=\"http://californiawatch.org/dailyreport/aging-polluting-school-buses-remain-calif-roads-17964#database\">California Watch analysis\u003c/a>of data maintained by the California Highway Patrol.\u003c/p>\n\u003cp>Some buses have been equipped with filters that greatly reduce the harmful health effects, but buses\u003cstrong> \u003c/strong>that are more than two decades old often can’t be retrofitted because the pollutants clog the filters or the engine. The CHP data doesn’t indicate which buses – with a combined capacity to carry about 190,000 students each day – have been modified.\u003cstrong> \u003c/strong>\u003c/p>\n\u003cp>Newer buses also have additional safety features such as seat belts and additional emergency exits.\u003c/p>\n\u003cp>The state Department of Education referred a request for comment to the California Air Resources Board.\u003c/p>\n\u003cp>As part of a new state \u003ca href=\"http://www.arb.ca.gov/msprog/onrdiesel/documents/fsschoolbus.pdf\" target=\"_blank\" rel=\"noopener\">regulation\u003c/a> that’s currently being phased in, the California Air Resources Board is requiring districts to add filters that trap harmful pollutants to all buses or take them off the road by 2018.\u003c/p>\n\u003cp>The goal of the regulatory changes has been to protect children’s health, said Lisa Jennings, an air pollution specialist at the California Air Resources Board.\u003c/p>\n\u003cp>While the retrofits can help reduce emissions, some critics argue that they’re a costly, short-term solution. Although retrofits cost less than a new bus initially, they come with additional maintenance costs and don’t remove as many emissions, said Stephen Rhodes, a legislative advocate for School Transportation Coalition.\u003c/p>\n\u003cp>“The reason we went to retrofits is there is not enough to funding to replace all the buses in California,” Jennings said.\u003c/p>\n\u003cp>Funding is tight for school transportation. Earlier this year, Gov. Jerry Brown \u003ca href=\"http://californiawatch.org/dailyreport/rural-schools-struggle-keep-buses-running-14340\">proposed\u003c/a> cutting all state funding for school transportation, but the money was ultimately restored.\u003c/p>\n\u003cp>Despite the fiscal climate, some school districts have found innovative ways to get old buses off the road.\u003c/p>\n\u003cp>Kings Canyon Unified School District recently unveiled the first electric school bus in the country. The district\u003cstrong> \u003c/strong>is in the Central Valley, where air quality is ranked among the worst in the nation. John Clements, director of transportation, has made it his mission to upgrade his school bus fleet and said he’s brought in about $10 million in grant money since 1993.\u003c/p>\n\u003cp>“Back in the ’60s and ’70s, districts had budgeted school bus replacement programs,” he said. “That’s not the case under our stiffer fiscal situations. It would be rare to find one.”\u003c/p>\n\u003cp>While he’s tried putting filters on his buses, he said they can make the buses less reliable. “I can’t send them on field trips outside the district because I run the risk of them plugging up and the light turning on, which means the bus can actually shut down,” Clements said. He prefers to replace the buses when he can.\u003c/p>\n\u003cp>An average filter costs about $17,900, while a new bus can cost about $150,000. Clements estimated the new electric bus costs about $230,000, although he was able to access more funding sources than he would have for a traditional bus.\u003c/p>\n\u003cp>Seven years ago, there were almost 6,000 school buses in use that were manufactured before 1990, said Cassandra Hockenson, a spokeswoman for the Air Resources Board. “We are making progress in updating the California school bus fleet,” she said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>To learn about the ages of buses in your local school district, go to the version of \u003ca href=\"http://californiawatch.org/dailyreport/aging-polluting-school-buses-remain-calif-roads-17964\">this article on the California Watch website\u003c/a>, and scroll to the bottom.\u003c/strong>\u003c/p>\n\n",
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"description": "Kendall Taggart, California Watch Tens of thousands of California schoolchildren ride aging school buses that emit harmful pollutants, an analysis of state data shows. Unlike many states, California does not require bus owners to take buses off the road after a set number of years. As a result, California has some of the oldest buses",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Kendall Taggart, \u003ca href=\"http://californiawatch.org/dailyreport/aging-polluting-school-buses-remain-calif-roads-17964\">California Watch\u003c/a>\u003c/p>\n\u003cp>Tens of thousands of California schoolchildren ride aging school buses that emit harmful pollutants, an analysis of state data shows.\u003c/p>\n\u003cfigure id=\"attachment_76320\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/school-bus.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-76320\" title=\"school bus\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/school-bus-300x169.jpg\" alt=\"\" width=\"300\" height=\"169\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">David McNew/Getty Images\u003c/figcaption>\u003c/figure>\n\u003cp>Unlike many states, California does not require bus owners to take buses off the road after a set number of years. As a result, California has some of the oldest buses in the nation.\u003c/p>\n\u003cp>The emissions from older school buses are harmful to both children and air quality for the broader community.\u003c/p>\n\u003cp>Children riding in conventional diesel school buses are exposed to more air pollution than those riding in cleaner natural gas or low emission diesel buses, according to a 2003 \u003ca href=\"http://www.arb.ca.gov/research/schoolbus/schoolbus.htm\">study\u003c/a> conducted by the California Air Resources Board.\u003c!--more-->\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Buses manufactured before 1990 can pollute as much as six times more than new buses, according to the Environmental Protection Agency. There are about 3,000 buses in the state built in the 1980s and earlier, according to a \u003ca href=\"http://californiawatch.org/dailyreport/aging-polluting-school-buses-remain-calif-roads-17964#database\">California Watch analysis\u003c/a>of data maintained by the California Highway Patrol.\u003c/p>\n\u003cp>Some buses have been equipped with filters that greatly reduce the harmful health effects, but buses\u003cstrong> \u003c/strong>that are more than two decades old often can’t be retrofitted because the pollutants clog the filters or the engine. The CHP data doesn’t indicate which buses – with a combined capacity to carry about 190,000 students each day – have been modified.\u003cstrong> \u003c/strong>\u003c/p>\n\u003cp>Newer buses also have additional safety features such as seat belts and additional emergency exits.\u003c/p>\n\u003cp>The state Department of Education referred a request for comment to the California Air Resources Board.\u003c/p>\n\u003cp>As part of a new state \u003ca href=\"http://www.arb.ca.gov/msprog/onrdiesel/documents/fsschoolbus.pdf\" target=\"_blank\" rel=\"noopener\">regulation\u003c/a> that’s currently being phased in, the California Air Resources Board is requiring districts to add filters that trap harmful pollutants to all buses or take them off the road by 2018.\u003c/p>\n\u003cp>The goal of the regulatory changes has been to protect children’s health, said Lisa Jennings, an air pollution specialist at the California Air Resources Board.\u003c/p>\n\u003cp>While the retrofits can help reduce emissions, some critics argue that they’re a costly, short-term solution. Although retrofits cost less than a new bus initially, they come with additional maintenance costs and don’t remove as many emissions, said Stephen Rhodes, a legislative advocate for School Transportation Coalition.\u003c/p>\n\u003cp>“The reason we went to retrofits is there is not enough to funding to replace all the buses in California,” Jennings said.\u003c/p>\n\u003cp>Funding is tight for school transportation. Earlier this year, Gov. Jerry Brown \u003ca href=\"http://californiawatch.org/dailyreport/rural-schools-struggle-keep-buses-running-14340\">proposed\u003c/a> cutting all state funding for school transportation, but the money was ultimately restored.\u003c/p>\n\u003cp>Despite the fiscal climate, some school districts have found innovative ways to get old buses off the road.\u003c/p>\n\u003cp>Kings Canyon Unified School District recently unveiled the first electric school bus in the country. The district\u003cstrong> \u003c/strong>is in the Central Valley, where air quality is ranked among the worst in the nation. John Clements, director of transportation, has made it his mission to upgrade his school bus fleet and said he’s brought in about $10 million in grant money since 1993.\u003c/p>\n\u003cp>“Back in the ’60s and ’70s, districts had budgeted school bus replacement programs,” he said. “That’s not the case under our stiffer fiscal situations. It would be rare to find one.”\u003c/p>\n\u003cp>While he’s tried putting filters on his buses, he said they can make the buses less reliable. “I can’t send them on field trips outside the district because I run the risk of them plugging up and the light turning on, which means the bus can actually shut down,” Clements said. He prefers to replace the buses when he can.\u003c/p>\n\u003cp>An average filter costs about $17,900, while a new bus can cost about $150,000. Clements estimated the new electric bus costs about $230,000, although he was able to access more funding sources than he would have for a traditional bus.\u003c/p>\n\u003cp>Seven years ago, there were almost 6,000 school buses in use that were manufactured before 1990, said Cassandra Hockenson, a spokeswoman for the Air Resources Board. “We are making progress in updating the California school bus fleet,” she said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>To learn about the ages of buses in your local school district, go to the version of \u003ca href=\"http://californiawatch.org/dailyreport/aging-polluting-school-buses-remain-calif-roads-17964\">this article on the California Watch website\u003c/a>, and scroll to the bottom.\u003c/strong>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Muni Finally Issues On-Time Report Without Inflating Numbers",
"title": "Muni Finally Issues On-Time Report Without Inflating Numbers",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/muni-issues-accurate-time-report/\">The Bay Citizen\u003c/a>\u003c/p>\n\u003cp>For the first time in more than a decade, the San Francisco Municipal Transportation Agency released a report on the on-time arrival rate of its buses and trains without inflating the numbers.\u003c/p>\n\u003cfigure id=\"attachment_76149\" class=\"wp-caption alignleft\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/Muni10_Henry_Web.jpg\">\u003cimg class=\"size-full wp-image-76149\" title=\"Muni10_Henry_Web\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/Muni10_Henry_Web.jpg\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Jason Henry for the Bay Citizen\u003c/figcaption>\u003c/figure>\n\u003cp>Muni’s vehicles were on time 57.2 percent of the time in August, leaving passengers waiting, and waiting, at bus stops and train stations, according to the \u003ca href=\"http://www.baycitizen.org/documents/muni-time-report/\">report\u003c/a> released Friday. That number was slightly down from July when the on-time rate was 60.4 percent, according to the report, which covered the first eight months of 2012.\u003c/p>\n\u003cp>Muni’s willingness to use accurate on-time numbers came after The Bay Citizen reported in July \u003ca href=\"http://www.baycitizen.org/transportation/story/muni-time-performance-inflated/\">that Muni officials were using accounting maneuvers\u003c/a> to boost the reported on-time rate by as much as 18 percent since 2001, according to an internal memo. The transit agency has been under pressure to improve timeliness since 1999, when San Francisco residents approved a ballot measure requiring the transit agency to be on time at least 85 percent of the time. \u003c/p>\n\u003cp>“These are the straightforward, on-time performance numbers,” SFMTA spokesman Paul Rose said in interview.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Muni’s suspect public reporting was detailed in a \u003ca href=\"http://www.baycitizen.org/documents/sfmta-otp-memo/\" target=\"_blank\">2010 memo\u003c/a> sent by Chief Information Officer Travis Fox to top Muni officials outlining numerous “quirks” used to boost the numbers. They included stretching the definition of “on time” that’s written into the city charter from anything less than four minutes late to anything less than 4 minutes and 59 seconds late. \u003c!--more-->\u003c/p>\n\u003cp>After receiving the memo, then-CEO Nat Ford and other top officials \u003ca href=\"http://www.baycitizen.org/transportation/story/muni-time-performance-inflated/\" target=\"_blank\">took no action\u003c/a>.\u003c/p>\n\u003cp>The Bay Citizen also found that Ford and another former CEO, Michael Burns, \u003ca href=\"http://www.baycitizen.org/transportation/story/muni-paid-bonuses-tied-inflated-time/\" target=\"_blank\">received bonuses\u003c/a> that were tied directly to the inflated rates.\u003c/p>\n\u003cp>“We appreciate the MTA giving the facts to the riders,” said Ben Kaufman, a spokesman for the San Francisco Transit Riders Union, a Muni riders’ advocacy group. “But we also want those numbers to be used on how they’re prioritizing projects and improving the system.”\u003c/p>\n\u003cp>Rose, the SFMTA spokesman attributed the 57.2 percent on-time rate in August to a combination of bus driver absences, rickety old vehicles, a Muni operator shortage and special events such as the America’s Cup yacht race that spread service too thin.\u003c/p>\n\u003cp>The driver shortages and broken-down vehicles have caused Muni to skip more bus runs than earlier in the year. Last Monday, for example, Muni canceled 113 bus runs, putting 90.9 percent of its scheduled service out on the street. The voter-mandated goal is to deliver 98.5 percent of the scheduled bus and train runs each day – and the agency often came close to that in years past.\u003c/p>\n\u003cp>Before March, Muni would pay drivers overtime to fill in for absent drivers. But with out-of-control overtime spending contributing to a perennial budget deficit, Muni managers have become \u003ca href=\"http://www.baycitizen.org/transportation/story/muni-skipping-routes-cut-overtime/\" target=\"_blank\">stingier with overtime\u003c/a>.\u003c/p>\n\u003cp>To compensate for cancellations, Muni managers try to space out the bus runs, putting them further off schedule and lowering the on-time rate, Rose said. Muni is working to hire more operators as well as upgrading the bus fleet to help solve the problem, he said.\u003c/p>\n\u003cp>Critics say cancelled runs amount to \u003ca href=\"http://www.baycitizen.org/transportation/story/critics-muni-making-stealth-bus-service/\" target=\"_blank\">stealth cuts\u003c/a> in service.\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\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/muni-issues-accurate-time-report/\">The Bay Citizen\u003c/a>\u003c/p>\n\u003cp>For the first time in more than a decade, the San Francisco Municipal Transportation Agency released a report on the on-time arrival rate of its buses and trains without inflating the numbers.\u003c/p>\n\u003cfigure id=\"attachment_76149\" class=\"wp-caption alignleft\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/Muni10_Henry_Web.jpg\">\u003cimg class=\"size-full wp-image-76149\" title=\"Muni10_Henry_Web\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/09/Muni10_Henry_Web.jpg\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Jason Henry for the Bay Citizen\u003c/figcaption>\u003c/figure>\n\u003cp>Muni’s vehicles were on time 57.2 percent of the time in August, leaving passengers waiting, and waiting, at bus stops and train stations, according to the \u003ca href=\"http://www.baycitizen.org/documents/muni-time-report/\">report\u003c/a> released Friday. That number was slightly down from July when the on-time rate was 60.4 percent, according to the report, which covered the first eight months of 2012.\u003c/p>\n\u003cp>Muni’s willingness to use accurate on-time numbers came after The Bay Citizen reported in July \u003ca href=\"http://www.baycitizen.org/transportation/story/muni-time-performance-inflated/\">that Muni officials were using accounting maneuvers\u003c/a> to boost the reported on-time rate by as much as 18 percent since 2001, according to an internal memo. The transit agency has been under pressure to improve timeliness since 1999, when San Francisco residents approved a ballot measure requiring the transit agency to be on time at least 85 percent of the time. \u003c/p>\n\u003cp>“These are the straightforward, on-time performance numbers,” SFMTA spokesman Paul Rose said in interview.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Muni’s suspect public reporting was detailed in a \u003ca href=\"http://www.baycitizen.org/documents/sfmta-otp-memo/\" target=\"_blank\">2010 memo\u003c/a> sent by Chief Information Officer Travis Fox to top Muni officials outlining numerous “quirks” used to boost the numbers. They included stretching the definition of “on time” that’s written into the city charter from anything less than four minutes late to anything less than 4 minutes and 59 seconds late. \u003c!--more-->\u003c/p>\n\u003cp>After receiving the memo, then-CEO Nat Ford and other top officials \u003ca href=\"http://www.baycitizen.org/transportation/story/muni-time-performance-inflated/\" target=\"_blank\">took no action\u003c/a>.\u003c/p>\n\u003cp>The Bay Citizen also found that Ford and another former CEO, Michael Burns, \u003ca href=\"http://www.baycitizen.org/transportation/story/muni-paid-bonuses-tied-inflated-time/\" target=\"_blank\">received bonuses\u003c/a> that were tied directly to the inflated rates.\u003c/p>\n\u003cp>“We appreciate the MTA giving the facts to the riders,” said Ben Kaufman, a spokesman for the San Francisco Transit Riders Union, a Muni riders’ advocacy group. “But we also want those numbers to be used on how they’re prioritizing projects and improving the system.”\u003c/p>\n\u003cp>Rose, the SFMTA spokesman attributed the 57.2 percent on-time rate in August to a combination of bus driver absences, rickety old vehicles, a Muni operator shortage and special events such as the America’s Cup yacht race that spread service too thin.\u003c/p>\n\u003cp>The driver shortages and broken-down vehicles have caused Muni to skip more bus runs than earlier in the year. Last Monday, for example, Muni canceled 113 bus runs, putting 90.9 percent of its scheduled service out on the street. The voter-mandated goal is to deliver 98.5 percent of the scheduled bus and train runs each day – and the agency often came close to that in years past.\u003c/p>\n\u003cp>Before March, Muni would pay drivers overtime to fill in for absent drivers. But with out-of-control overtime spending contributing to a perennial budget deficit, Muni managers have become \u003ca href=\"http://www.baycitizen.org/transportation/story/muni-skipping-routes-cut-overtime/\" target=\"_blank\">stingier with overtime\u003c/a>.\u003c/p>\n\u003cp>To compensate for cancellations, Muni managers try to space out the bus runs, putting them further off schedule and lowering the on-time rate, Rose said. Muni is working to hire more operators as well as upgrading the bus fleet to help solve the problem, he said.\u003c/p>\n\u003cp>Critics say cancelled runs amount to \u003ca href=\"http://www.baycitizen.org/transportation/story/critics-muni-making-stealth-bus-service/\" target=\"_blank\">stealth cuts\u003c/a> in service.\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\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>FRESNO, Calif. (AP) — A California family that was not allowed to board a cross-country flight says they believe they were discriminated against because their son has Down syndrome.\u003c/p>\n\u003cp>Robert Vanderhorst, his wife Joan and 16-year-old son Bede, who is disabled, were booked to fly on an American Airlines flight from Newark to Los Angeles on Sunday when the boy and his parents were not allowed on the plane.\u003c/p>\n\u003cp>The family from Porterville had upgraded to first class tickets at an airport kiosk, and asked the airline to seat the boy and one of his parents together — a request the airline granted — Vanderhorst said Tuesday.\u003c/p>\n\u003cp>When the family was ready to board, they were stopped by airline personnel, told their son was a \"security risk\" and would not be allowed on the flight, he said. The parents protested, and later were rebooked to fly coach with another airline.\u003c/p>\n\u003cp>American Airlines spokesman Matt Miller said the disabled boy was agitated and running around the gate area prior to boarding, which his parents dispute. The airplane's pilot observed the boy, Miller said, and made the call based on his behavior. \u003c!--more-->\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"He was not ready to fly, that was our perspective,\" Miller said. \"We rebooked the family out of concern for the young man's safety and that of other passengers as well.\"\u003c/p>\n\u003cp>But Vanderhorst said his son did not run at any time, did not make any loud noises and didn't display any other offensive behaviors. The boy walked around with him or sat quietly in the gate area, Vanderhorst said.\u003c/p>\n\u003cp>A cell phone video captured by the boy's mother shows Bede sitting and quietly playing with a baseball cap.\u003c/p>\n\u003cp>Vanderhorst said Bede, a freshman at Granite Hills High School in Porterville, about 70 miles from Fresno, is very charming in contact with other people. The family has flown more than two dozen times with him, without any difficulties.\u003c/p>\n\u003cp>\"Usually my son gets his snack and falls asleep, just like most people,\" Vanderhorst said. \"The problem is this pilot thought my son might not be like most people. He didn't want a disabled person disturbing other passengers in first class.\"\u003c/p>\n\u003cp>The family says the pilot might have also been affected by the disabled boy's size — Bede is 5'1 and weighs 160 lbs.\u003c/p>\n\u003cp>On the second airplane, the family was placed in the last row and no passengers were allowed to sit within two rows of them, Vanderhorst said.\u003c/p>\n\u003cp>He hoped that airlines would change their mentality when dealing with the disabled.\u003c/p>\n\u003cp>\"It's ridiculous and groundless to claim that this kid created a security risk,\" he said. \"It was the pilot's insecurity. I paid for those seats and there was nothing that should have prevented us from taking that flight.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>American Airlines' Miller said the company will reimburse the family for the upgrade fees.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>FRESNO, Calif. (AP) — A California family that was not allowed to board a cross-country flight says they believe they were discriminated against because their son has Down syndrome.\u003c/p>\n\u003cp>Robert Vanderhorst, his wife Joan and 16-year-old son Bede, who is disabled, were booked to fly on an American Airlines flight from Newark to Los Angeles on Sunday when the boy and his parents were not allowed on the plane.\u003c/p>\n\u003cp>The family from Porterville had upgraded to first class tickets at an airport kiosk, and asked the airline to seat the boy and one of his parents together — a request the airline granted — Vanderhorst said Tuesday.\u003c/p>\n\u003cp>When the family was ready to board, they were stopped by airline personnel, told their son was a \"security risk\" and would not be allowed on the flight, he said. The parents protested, and later were rebooked to fly coach with another airline.\u003c/p>\n\u003cp>American Airlines spokesman Matt Miller said the disabled boy was agitated and running around the gate area prior to boarding, which his parents dispute. The airplane's pilot observed the boy, Miller said, and made the call based on his behavior. \u003c!--more-->\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"He was not ready to fly, that was our perspective,\" Miller said. \"We rebooked the family out of concern for the young man's safety and that of other passengers as well.\"\u003c/p>\n\u003cp>But Vanderhorst said his son did not run at any time, did not make any loud noises and didn't display any other offensive behaviors. The boy walked around with him or sat quietly in the gate area, Vanderhorst said.\u003c/p>\n\u003cp>A cell phone video captured by the boy's mother shows Bede sitting and quietly playing with a baseball cap.\u003c/p>\n\u003cp>Vanderhorst said Bede, a freshman at Granite Hills High School in Porterville, about 70 miles from Fresno, is very charming in contact with other people. The family has flown more than two dozen times with him, without any difficulties.\u003c/p>\n\u003cp>\"Usually my son gets his snack and falls asleep, just like most people,\" Vanderhorst said. \"The problem is this pilot thought my son might not be like most people. He didn't want a disabled person disturbing other passengers in first class.\"\u003c/p>\n\u003cp>The family says the pilot might have also been affected by the disabled boy's size — Bede is 5'1 and weighs 160 lbs.\u003c/p>\n\u003cp>On the second airplane, the family was placed in the last row and no passengers were allowed to sit within two rows of them, Vanderhorst said.\u003c/p>\n\u003cp>He hoped that airlines would change their mentality when dealing with the disabled.\u003c/p>\n\u003cp>\"It's ridiculous and groundless to claim that this kid created a security risk,\" he said. \"It was the pilot's insecurity. I paid for those seats and there was nothing that should have prevented us from taking that flight.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>American Airlines' Miller said the company will reimburse the family for the upgrade fees.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>(Bay City News) A California Highway Patrol officer shot during a traffic stop on Interstate Highway 680 near Alamo on Tuesday is dead tonight, according to the CHP.\u003c/p>\n\u003caside class=\"pullquote alignleft\">\u003ca href=\"http://www.facebook.com/KenyonYoungstromMemorialFreeway\">Facebook page: Dedicate I-680 in Walnut Creek to murdered officer\u003c/a> \u003c/aside>\n\u003cp>Officer Kenyon Youngstrom, 37, was shot at about 8:30 a.m. after he and another CHP officer pulled over a Jeep Wrangler near the Livorna exit on southbound I-680.\u003c/p>\n\u003cp>The driver of that Jeep, identified as \u003ca href=\"http://sfappeal.com/news/2012/09/man-who-shot-chp-officer-during-680-traffic-stop-recently-lived-in-sf-was-sf-state-grad.php\">Christopher Boone Lacy\u003c/a>, shot Youngstrom in the head after the officer approached the Jeep and briefly conversed with him.\u003c/p>\n\u003cp>The other CHP officer then opened fire on Lacy.\u003c/p>\n\u003cp>Youngstrom and Lacy were both taken to John Muir Medical Center where Lacy was pronounced dead later in the day. Youngstrom remained in critical condition until this evening, when he was pronounced dead at 6:05 p.m.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Youngstrom's family rushed to be by his side on Tuesday, and fellow CHP officers kept a constant presence at the hospital.\u003c/p>\n\u003cp>A vigil for Youngstrom was scheduled at Oakbrook Elementary School in Fairfield tonight for residents of the community of Cordelia where Youngstrom lived with his wife and four children.\u003c/p>\n\u003cp>The California Highway Patrol has established a memorial fund to support Youngstrom's family.\u003c/p>\n\u003cp>The fund is available through Wells Fargo, and donations to the Officer Kenyon Youngstrom Memorial can be made at any Wells Fargo branch, Officer Elon Steers said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The California Highway Patrol 11-99 Foundation, which provides financial assistance to the families of fallen officers, can provide further information on the memorial. Foundation representatives can be reached at (714) 529-1199 or at info@chp11-99.org. \u003c/p>\n\n",
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"rss": "https://podcasts.files.bbci.co.uk/p02nq0gn.rss"
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},
"californiareport": {
"id": "californiareport",
"title": "The California Report",
"tagline": "California, day by day",
"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"officialWebsiteLink": "/californiareport",
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"order": 8
},
"link": "/californiareport",
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}
},
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"id": "californiareportmagazine",
"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": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"rss": "https://www.cityarts.net/feed/"
}
},
"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.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"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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},
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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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"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"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",
"title": "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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"here-and-now": {
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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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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "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.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"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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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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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"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
"subscribe": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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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": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"stitcher": "https://www.stitcher.com/show/on-our-watch",
"rss": "https://feeds.npr.org/510360/podcast.xml"
}
},
"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",
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"info": "One of public radio's most dynamic voices, Sam Sanders helped launch The NPR Politics Podcast and hosted NPR's hit show It's Been A Minute. Now, the award-winning host returns with something brand new, The Sam Sanders Show. Every week, Sam Sanders and friends dig into the culture that shapes our lives: what's driving the biggest trends, how artists really think, and even the memes you can't stop scrolling past. Sam is beloved for his way of unpacking the world and bringing you up close to fresh currents and engaging conversations. The Sam Sanders Show is smart, funny and always a good time.",
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