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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update\u003c/strong>: \u003ca href=\"https://twitter.com/511SFBay/status/264419314008985601\">Muni service is returning to normal\u003c/a>.\u003c/p>\n\u003cp>\u003cem> Original post\u003c/em>\u003c/p>\n\u003cp>SF Muni is reporting a major delay this morning after a man was struck and killed by a train. The \u003ca href=\"http://www.sfgate.com/bayarea/article/Muni-Metro-mess-at-Montgomery-4003430.php\">Chron reports\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>An inbound N-Judah train hit the man while he was walking in the tunnel 700 feet east of the station platform shortly before 7:30 a.m.\u003c/p>\n\u003cp>Officials said it is unclear why the man was in the tunnel. He was declared dead at the scene, and the station will be closed while the city's Medical Examiner's office conducts its investigation. \u003ca href=\"http://www.sfgate.com/bayarea/article/Muni-Metro-mess-at-Montgomery-4003430.php#ixzz2B5FLRRyK\">Full article\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>Here's more info from \u003ca href=\"http://transit.511.org/accessible/announcements/detail.aspx?ann=87781\">Muni\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>On Friday November 2 at 8:15 am, SF Muni reports a service suspension of all Metro service between the West Portal and Embarcadero stations due to a medical emergency. Shuttles are in place. The N and J Lines are switching back at Duboce Street.\u003c/p>\n\u003cp>Muni riders with valid Muni tickets may enter BART between Balboa Park and Embarcadero stations this morning for free until further notice. They must have their ticket in their possession and show it to the Station Agent. If they travel farther, they will need to pay the prorated fare for that distance.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>One exchange between a passenger and Muni...\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\u003cp>@\u003ca href=\"https://twitter.com/sfmta_muni\">sfmta_muni\u003c/a> are we getting shuttles at Duboce & Church? Muni staff telling us to wait here\u003c/p>\n\u003cp>— Gina B (@jigglesfrog) \u003ca href=\"https://twitter.com/jigglesfrog/status/264392675111878656\">November 2, 2012\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp> \u003c/p>\n\u003cp>BART reports it's...\u003c/p>\n\u003cblockquote>\u003cp>...offering mutual aid to Muni between Balboa Park and Embarcadero Stations. Passengers are NOT permitted to enter BART stations by simply showing a Clipper card. See Muni station personnel for more information 511.org is reporting that Muni shuttles are in place. The N and J Lines are switching back at Duboce Street. Muni passengers are encouraged to take the shuttles.\u003c/p>\u003c/blockquote>\n\u003cp>Here's \u003ca href=\"http://www.sfmta.com/cms/mroutes/metro.htm#alternatives\">Muni's list of alternatives to underground service\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Update\u003c/strong>:\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> From Bay City News:\u003c/p>\n\u003cblockquote>\u003cp>The operator of the Muni light-rail vehicle has been placed on non-driving status pending an investigation into the incident and will undergo alcohol and drug testing, as is standard procedure, according to Rose.\n\u003c/p>\u003c/blockquote>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Californians' Commute Times Rank 10th Longest in US",
"title": "Californians' Commute Times Rank 10th Longest in US",
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"content": "\u003cp>by Joanna Lin, \u003ca href=\"http://californiawatch.org/dailyreport/californians-commute-times-rank-10th-longest-us-18614\">California Watch\u003c/a>\u003c/p>\n\u003cp>Californians rank 10th in the country for having the longest commute times, taking an average of 26.9 minutes to travel to work, recently released census data show.\u003c/p>\n\u003cfigure id=\"attachment_79551\" class=\"wp-caption alignleft\" style=\"max-width: 248px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/11/BART.jpg\">\u003cimg class=\"size-full wp-image-79551\" title=\"BART\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/11/BART.jpg\" alt=\"\" width=\"248\" height=\"140\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Commuters use public transportation in San Francisco more than in anyplace esle in California. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>Workers in the state spent 10.4 minutes more getting to work than did workers in North Dakota, which reported the quickest commutes in the \u003ca href=\"http://www.census.gov/acs/www/\" target=\"_blank\">2009-11 American Community Survey\u003c/a>. Commuters in Maryland had the longest commute times to work at 31.8 minutes.\u003c/p>\n\u003cp>On average, Americans spent 23.7 minutes getting to work. More than three-quarters of them drove alone to their jobs, nearly 1 in 10 carpooled and 5 percent took public transportation. Californians were less likely to drive alone – about 73 percent did – and were more likely to carpool (11.4 percent) or ride public transit (5.2 percent).\u003c!--more-->\u003c/p>\n\u003cp>Californians' commuting habits have not changed much in recent years. They drive, carpool and ride public transit at about the same rates they reported in the 2006-8 American Community Survey, and their journeys to work are about the same duration.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>One explanation for persistently high rates of solo drivers, said Donald Shoup, a professor of urban planning at UCLA, is free parking.\u003c/p>\n\u003cp>\"If you can park free at work, it's an invitation to drive to work alone. And almost everybody who does drive to work has this invitation,\" he said.\u003c/p>\n\u003cp>Shoup's research led to a 1992 state law that requires employers to offer workers cash in lieu of a parking space. The idea behind the \u003ca href=\"http://www.arb.ca.gov/planning/tsaq/cashout/cashout.htm\" target=\"_blank\">cash-out program\u003c/a> is that by allowing employees to cash out their subsidized parking spots and instead walk, bike, take public transit or carpool to work, there would be fewer cars on the road and less emissions in the air.\u003c/p>\n\u003cp>A \u003ca href=\"http://www.arb.ca.gov/research/single-project.php?row_id=55468\" target=\"_blank\">study\u003c/a> Shoup conducted 15 years ago for the state Air Resources Board found that employers who offered cash-out programs saw solo driving to work drop by 17 percent, carpooling increase by 64 percent, walking and biking grow by 33 percent and transit ridership jump by 50 percent.\u003c/p>\n\u003cp>The cash-out program, however, is not well known and not widely used, Shoup said.\u003c/p>\n\u003cp>\"California has missed an opportunity to take advantage of this law,\" he said. \"If you offer parking cash-out it would really turn things upside down. Parking, which used to be free, now has an opportunity cost. They could get cash, so now you think, well gee, maybe I should think about transit.\"\u003c/p>\n\u003cp>Women and minorities would be the biggest beneficiaries of cash-out programs because they're less likely to drive alone and more likely to take public transit to work, Shoup said. The 2009-11 American Community Survey showed that about 55 percent of solo drivers to work in California were men and about 45 percent were women. About 44 percent of public transit riders were Latino.\u003c/p>\n\u003cp>Californians who refrained from driving to work alone typically had longer commutes. On average, solo drivers spent 25.5 minutes getting to work, the survey showed. Carpoolers took just over half an hour to get to their jobs, and public transit riders commuted nearly 47 minutes to work.\u003c/p>\n\u003cp>The longest commute times in the state belonged to residents of Contra Costa County, who spent an average of 32.2 minutes traveling to work. In the county, 7 in 10 drove alone, 11.8 percent carpooled and 8.8 percent took public transit. Contra Costa County, along with Riverside County, had the highest proportion of its residents traveling an hour or more to work – 17 percent.\u003c/p>\n\u003cp>In Humboldt County, workers had the quickest commutes, an average of 17 minutes, and 3.3 percent traveled an hour or more. Statewide, fewer than 1 in 10 Californians commuted an hour or more.\u003c/p>\n\u003cp>Residents of San Francisco were the least likely in the state to commute by driving alone – 37.5 percent did. One in five reported having no vehicles available to them – a much higher rate than the statewide average of 3.6 percent. San Franciscans were also the most likely to take public transit, with nearly one-third using buses, subways, trains or ferries to get to work.\u003c/p>\n\u003cp>For public transit riders in San Francisco, the average commute was 37.3 minutes – about 10 minutes longer than for carpoolers or solo drivers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>By contrast, in Los Angeles County, the 7.2 percent of residents who rode public transit to work commuted an average of nearly 48 minutes. Driving alone to work took Los Angeles residents an average of 27.4 minutes.\u003c/p>\n\n",
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"description": "by Joanna Lin, California Watch Californians rank 10th in the country for having the longest commute times, taking an average of 26.9 minutes to travel to work, recently released census data show. Workers in the state spent 10.4 minutes more getting to work than did workers in North Dakota, which reported the quickest commutes in",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>by Joanna Lin, \u003ca href=\"http://californiawatch.org/dailyreport/californians-commute-times-rank-10th-longest-us-18614\">California Watch\u003c/a>\u003c/p>\n\u003cp>Californians rank 10th in the country for having the longest commute times, taking an average of 26.9 minutes to travel to work, recently released census data show.\u003c/p>\n\u003cfigure id=\"attachment_79551\" class=\"wp-caption alignleft\" style=\"max-width: 248px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/11/BART.jpg\">\u003cimg class=\"size-full wp-image-79551\" title=\"BART\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/11/BART.jpg\" alt=\"\" width=\"248\" height=\"140\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Commuters use public transportation in San Francisco more than in anyplace esle in California. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>Workers in the state spent 10.4 minutes more getting to work than did workers in North Dakota, which reported the quickest commutes in the \u003ca href=\"http://www.census.gov/acs/www/\" target=\"_blank\">2009-11 American Community Survey\u003c/a>. Commuters in Maryland had the longest commute times to work at 31.8 minutes.\u003c/p>\n\u003cp>On average, Americans spent 23.7 minutes getting to work. More than three-quarters of them drove alone to their jobs, nearly 1 in 10 carpooled and 5 percent took public transportation. Californians were less likely to drive alone – about 73 percent did – and were more likely to carpool (11.4 percent) or ride public transit (5.2 percent).\u003c!--more-->\u003c/p>\n\u003cp>Californians' commuting habits have not changed much in recent years. They drive, carpool and ride public transit at about the same rates they reported in the 2006-8 American Community Survey, and their journeys to work are about the same duration.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>One explanation for persistently high rates of solo drivers, said Donald Shoup, a professor of urban planning at UCLA, is free parking.\u003c/p>\n\u003cp>\"If you can park free at work, it's an invitation to drive to work alone. And almost everybody who does drive to work has this invitation,\" he said.\u003c/p>\n\u003cp>Shoup's research led to a 1992 state law that requires employers to offer workers cash in lieu of a parking space. The idea behind the \u003ca href=\"http://www.arb.ca.gov/planning/tsaq/cashout/cashout.htm\" target=\"_blank\">cash-out program\u003c/a> is that by allowing employees to cash out their subsidized parking spots and instead walk, bike, take public transit or carpool to work, there would be fewer cars on the road and less emissions in the air.\u003c/p>\n\u003cp>A \u003ca href=\"http://www.arb.ca.gov/research/single-project.php?row_id=55468\" target=\"_blank\">study\u003c/a> Shoup conducted 15 years ago for the state Air Resources Board found that employers who offered cash-out programs saw solo driving to work drop by 17 percent, carpooling increase by 64 percent, walking and biking grow by 33 percent and transit ridership jump by 50 percent.\u003c/p>\n\u003cp>The cash-out program, however, is not well known and not widely used, Shoup said.\u003c/p>\n\u003cp>\"California has missed an opportunity to take advantage of this law,\" he said. \"If you offer parking cash-out it would really turn things upside down. Parking, which used to be free, now has an opportunity cost. They could get cash, so now you think, well gee, maybe I should think about transit.\"\u003c/p>\n\u003cp>Women and minorities would be the biggest beneficiaries of cash-out programs because they're less likely to drive alone and more likely to take public transit to work, Shoup said. The 2009-11 American Community Survey showed that about 55 percent of solo drivers to work in California were men and about 45 percent were women. About 44 percent of public transit riders were Latino.\u003c/p>\n\u003cp>Californians who refrained from driving to work alone typically had longer commutes. On average, solo drivers spent 25.5 minutes getting to work, the survey showed. Carpoolers took just over half an hour to get to their jobs, and public transit riders commuted nearly 47 minutes to work.\u003c/p>\n\u003cp>The longest commute times in the state belonged to residents of Contra Costa County, who spent an average of 32.2 minutes traveling to work. In the county, 7 in 10 drove alone, 11.8 percent carpooled and 8.8 percent took public transit. Contra Costa County, along with Riverside County, had the highest proportion of its residents traveling an hour or more to work – 17 percent.\u003c/p>\n\u003cp>In Humboldt County, workers had the quickest commutes, an average of 17 minutes, and 3.3 percent traveled an hour or more. Statewide, fewer than 1 in 10 Californians commuted an hour or more.\u003c/p>\n\u003cp>Residents of San Francisco were the least likely in the state to commute by driving alone – 37.5 percent did. One in five reported having no vehicles available to them – a much higher rate than the statewide average of 3.6 percent. San Franciscans were also the most likely to take public transit, with nearly one-third using buses, subways, trains or ferries to get to work.\u003c/p>\n\u003cp>For public transit riders in San Francisco, the average commute was 37.3 minutes – about 10 minutes longer than for carpoolers or solo drivers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>By contrast, in Los Angeles County, the 7.2 percent of residents who rode public transit to work commuted an average of nearly 48 minutes. Driving alone to work took Los Angeles residents an average of 27.4 minutes.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Do High-Tech Traffic Tools Work? Caltrans Hopes They'll Ease I-80 Traffic Mess",
"title": "Do High-Tech Traffic Tools Work? Caltrans Hopes They'll Ease I-80 Traffic Mess",
"headTitle": "News Fix | KQED News",
"content": "\u003cfigure id=\"attachment_78686\" class=\"wp-caption alignright\" style=\"max-width: 320px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/80Traffic.jpg\">\u003cimg class=\"size-full wp-image-78686\" title=\"80Traffic\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/80Traffic.jpg\" alt=\"\" width=\"320\" height=\"175\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A normal midday traffic snarl on westbound I-80 in Emeryville.\u003c/figcaption>\u003c/figure>\n\u003cp>Bay Area drivers have some notoriously bad daily commutes, but if you’re looking for the stretch of freeway with top bragging rights, look no further than the Interstate 80 corridor through Richmond and Berkeley. Caltrans ranks it as the worst traffic in the Bay Area.\u003c/p>\n\u003cp>Now, Caltrans and regional transportation groups are kicking off an $80 million dollar project to improve that stat – not through new freeways lanes but through technology.\u003c/p>\n\u003cp>Weekday or weekend, the traffic is almost constant between the Carquinez Bride and Bay Bridge – as I found when I tried to get to the midday press conference about that very subject on Friday.\u003c!--more-->\u003c/p>\n\u003cp>The coincidence wasn’t lost on Bijan Sartipi, director of Caltrans District 4. “There are 290,000 cars that travel through this corridor every single day. And every single what you see behind me does occur, which is congestion,” he says.\u003c/p>\n\u003cp>The numbers don’t lie – add up all the time lost by each car and it’s more than 7,500 hours of delay each day, not to mention the added air pollution. But with San Francisco Bay on one side and buildings on the other, there’s no room to widen the road.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We can’t just keep building ourselves out of congestion. We have to better manage the traffic,” says Sartipi.\u003c/p>\n\u003cp>So, Caltrans is going high-tech.\u003c/p>\n\u003cp>\u003cstrong>Project number one\u003c/strong>: Install advanced metering lights at the on-ramps which space out the cars entering the freeway and give special preference to buses.\u003c/p>\n\u003cp>\u003cstrong>Project number two\u003c/strong>: Banks of signs over each lane of traffic displaying real-time information. “So what the drivers will see is actually more information about the lane that they’re driving in. If a lane is closed, you will see a red X mark in that lane.” That will move cars out of lanes with accidents. The signs will also have changing speed limits, so cars slow down more gradually to improve traffic flow.\u003c/p>\n\u003cp>\u003cstrong>Project number three\u003c/strong>: Traffic signal coordination with the main parallel route, San Pablo Avenue, so street traffic doesn’t back up there. All the systems will go through a main Caltrans information center.\u003c/p>\n\u003cp>\u003cstrong>Check out this video for more about how it will work:\u003c/strong>\u003cbr>\n\u003ciframe src=\"http://player.vimeo.com/video/25423461?title=0&byline=0&portrait=0\" frameborder=\"0\" width=\"400\" height=\"300\">\u003c/iframe>\u003c/p>\n\u003cp>Sartipi says when it’s all in place in mid-2015, the project should reduce travel time by 16 percent.\u003c/p>\n\u003cp>Will it really work? “People should be very grateful for these projects, because they’re going to make their life much easier,” says Alex Bayen of the University of California, Berkeley’s Institute for Transportation Studies. These real-time techniques have been proven in other countries, he says, which are actually ahead of the Bay Area in adopting them.\u003c/p>\n\u003cp>Just take the variable speed limits. “Conceptually it’s very easy for people to understand if you have a bunch of people running to certain point, you can see how that’s an unstable system. So if you’re preventing them from running that fast, you can see how you can smooth things out,” he says.\u003c/p>\n\u003cp>Bayen says these tools won’t solve traffic problems long term with the Bay Area’s ever-growing population. There's a mathematical limit on the number of cars a freeway can handle.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But engineers have more tricks to try before giving in to gridlock: Someday self-driving cars could pick routes more logically than the most rational human.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_78686\" class=\"wp-caption alignright\" style=\"max-width: 320px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/80Traffic.jpg\">\u003cimg class=\"size-full wp-image-78686\" title=\"80Traffic\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/80Traffic.jpg\" alt=\"\" width=\"320\" height=\"175\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A normal midday traffic snarl on westbound I-80 in Emeryville.\u003c/figcaption>\u003c/figure>\n\u003cp>Bay Area drivers have some notoriously bad daily commutes, but if you’re looking for the stretch of freeway with top bragging rights, look no further than the Interstate 80 corridor through Richmond and Berkeley. Caltrans ranks it as the worst traffic in the Bay Area.\u003c/p>\n\u003cp>Now, Caltrans and regional transportation groups are kicking off an $80 million dollar project to improve that stat – not through new freeways lanes but through technology.\u003c/p>\n\u003cp>Weekday or weekend, the traffic is almost constant between the Carquinez Bride and Bay Bridge – as I found when I tried to get to the midday press conference about that very subject on Friday.\u003c!--more-->\u003c/p>\n\u003cp>The coincidence wasn’t lost on Bijan Sartipi, director of Caltrans District 4. “There are 290,000 cars that travel through this corridor every single day. And every single what you see behind me does occur, which is congestion,” he says.\u003c/p>\n\u003cp>The numbers don’t lie – add up all the time lost by each car and it’s more than 7,500 hours of delay each day, not to mention the added air pollution. But with San Francisco Bay on one side and buildings on the other, there’s no room to widen the road.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We can’t just keep building ourselves out of congestion. We have to better manage the traffic,” says Sartipi.\u003c/p>\n\u003cp>So, Caltrans is going high-tech.\u003c/p>\n\u003cp>\u003cstrong>Project number one\u003c/strong>: Install advanced metering lights at the on-ramps which space out the cars entering the freeway and give special preference to buses.\u003c/p>\n\u003cp>\u003cstrong>Project number two\u003c/strong>: Banks of signs over each lane of traffic displaying real-time information. “So what the drivers will see is actually more information about the lane that they’re driving in. If a lane is closed, you will see a red X mark in that lane.” That will move cars out of lanes with accidents. The signs will also have changing speed limits, so cars slow down more gradually to improve traffic flow.\u003c/p>\n\u003cp>\u003cstrong>Project number three\u003c/strong>: Traffic signal coordination with the main parallel route, San Pablo Avenue, so street traffic doesn’t back up there. All the systems will go through a main Caltrans information center.\u003c/p>\n\u003cp>\u003cstrong>Check out this video for more about how it will work:\u003c/strong>\u003cbr>\n\u003ciframe src=\"http://player.vimeo.com/video/25423461?title=0&byline=0&portrait=0\" frameborder=\"0\" width=\"400\" height=\"300\">\u003c/iframe>\u003c/p>\n\u003cp>Sartipi says when it’s all in place in mid-2015, the project should reduce travel time by 16 percent.\u003c/p>\n\u003cp>Will it really work? “People should be very grateful for these projects, because they’re going to make their life much easier,” says Alex Bayen of the University of California, Berkeley’s Institute for Transportation Studies. These real-time techniques have been proven in other countries, he says, which are actually ahead of the Bay Area in adopting them.\u003c/p>\n\u003cp>Just take the variable speed limits. “Conceptually it’s very easy for people to understand if you have a bunch of people running to certain point, you can see how that’s an unstable system. So if you’re preventing them from running that fast, you can see how you can smooth things out,” he says.\u003c/p>\n\u003cp>Bayen says these tools won’t solve traffic problems long term with the Bay Area’s ever-growing population. There's a mathematical limit on the number of cars a freeway can handle.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>But engineers have more tricks to try before giving in to gridlock: Someday self-driving cars could pick routes more logically than the most rational human.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "No San Mateo Bridge This Weekend; List of Detours",
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"content": "\u003cp>(Bay City News Service and KQED) You know how three weeks you took note of that announcement that the San Mateo-Hayward Bridge would be shutting down over two weekends in October and tucked it away for future consideration? Guess what -- weekend No. 1 is upon us. \u003c/p>\n\u003cfigure id=\"attachment_78606\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://511.org/img/closure/sanmateo/sanmateo_detour_map.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/sanmateo_detour_map-300x205.jpg\" alt=\"\" title=\"sanmateo_detour_map\" width=\"300\" height=\"205\" class=\"size-medium wp-image-78606\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Click on the map from 511.org to see detour routes\u003c/figcaption>\u003c/figure>\n\u003cp>The bridge is shutting down the next two weekends for earthquake safety improvements, pushing motorists onto alternate routes to get between the Peninsula and East Bay, Caltrans officials said.\u003c/p>\n\u003cp>This weekend's closure begins at 10 p.m. today and is expected to continue until 5 a.m. Monday.\u003c/p>\n\u003cp>The span will shut down again the weekend of Oct. 26-29.\u003c/p>\n\u003cp>The closures will allow crews to install a new seismic joint and replace 60 feet of the bridge deck just east of the high rise, officials said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Suggested alternate routes include the Dumbarton Bridge, the Bay Bridge or a southern route along state Highway 237.\u003c/p>\n\u003cp>As part of the closures, on-ramps from Edgewater Boulevard and Metro Center Boulevard on the Foster City eastbound side of the bridge will also shut down.\u003c/p>\n\u003cp>On the westbound side in Hayward, the on-ramp from Industrial Boulevard and Clawiter Road will be closed. \u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Here are the detour routes as provided by \u003ca href=\"http://511.org/sanmateobridge/default.asp\">511.org\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>\u003cem>Primary Detour\u003c/em>\u003cbr>\nDrivers should use Hwy 84 / the Dumbarton Bridge as an alternate connector between the East Bay and the Peninsula. From Foster City and San Mateo, eastbound traffic should take Hwy 101 south and then Hwy 84/Willow Road east over the Dumbarton Bridge. From Hayward, westbound traffic should take I-880 south to Hwy 84 west over the Dumbarton Bridge. See the map below for more details.\u003c/p>\n\u003cp>\u003cem>South Detour\u003c/em>\u003cbr>\nDrivers can use Hwy 237 through the South Bay as another option between I-880 and Hwy 101. From Foster City and San Mateo, eastbound traffic should take Hwy 101 south and then Hwy 237 east toward Milpitas. From Hayward, westbound traffic should take I-880 south and then Hwy 237 west toward Sunnyvale. See the map below for more details.\u003c/p>\n\u003cp>\u003cem>North Detour\u003c/em>\u003cbr>\nFrom the north, drivers can also use the Bay Bridge as an alternate route between the East Bay and the Peninsula. However, heavier congestion is expected along this route. From Foster City and San Mateo, eastbound traffic should take Hwy 101 north and then I-80 east toward Oakland. From Hayward, westbound traffic should take I-880 north and then I-80 west toward San Francisco. See the map below for more details.\u003c/p>\u003c/blockquote>\n\n",
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"description": "(Bay City News Service and KQED) You know how three weeks you took note of that announcement that the San Mateo-Hayward Bridge would be shutting down over two weekends in October and tucked it away for future consideration? Guess what -- weekend No. 1 is upon us. The bridge is shutting down the next two",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>(Bay City News Service and KQED) You know how three weeks you took note of that announcement that the San Mateo-Hayward Bridge would be shutting down over two weekends in October and tucked it away for future consideration? Guess what -- weekend No. 1 is upon us. \u003c/p>\n\u003cfigure id=\"attachment_78606\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://511.org/img/closure/sanmateo/sanmateo_detour_map.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/sanmateo_detour_map-300x205.jpg\" alt=\"\" title=\"sanmateo_detour_map\" width=\"300\" height=\"205\" class=\"size-medium wp-image-78606\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Click on the map from 511.org to see detour routes\u003c/figcaption>\u003c/figure>\n\u003cp>The bridge is shutting down the next two weekends for earthquake safety improvements, pushing motorists onto alternate routes to get between the Peninsula and East Bay, Caltrans officials said.\u003c/p>\n\u003cp>This weekend's closure begins at 10 p.m. today and is expected to continue until 5 a.m. Monday.\u003c/p>\n\u003cp>The span will shut down again the weekend of Oct. 26-29.\u003c/p>\n\u003cp>The closures will allow crews to install a new seismic joint and replace 60 feet of the bridge deck just east of the high rise, officials said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Suggested alternate routes include the Dumbarton Bridge, the Bay Bridge or a southern route along state Highway 237.\u003c/p>\n\u003cp>As part of the closures, on-ramps from Edgewater Boulevard and Metro Center Boulevard on the Foster City eastbound side of the bridge will also shut down.\u003c/p>\n\u003cp>On the westbound side in Hayward, the on-ramp from Industrial Boulevard and Clawiter Road will be closed. \u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Here are the detour routes as provided by \u003ca href=\"http://511.org/sanmateobridge/default.asp\">511.org\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>\u003cem>Primary Detour\u003c/em>\u003cbr>\nDrivers should use Hwy 84 / the Dumbarton Bridge as an alternate connector between the East Bay and the Peninsula. From Foster City and San Mateo, eastbound traffic should take Hwy 101 south and then Hwy 84/Willow Road east over the Dumbarton Bridge. From Hayward, westbound traffic should take I-880 south to Hwy 84 west over the Dumbarton Bridge. See the map below for more details.\u003c/p>\n\u003cp>\u003cem>South Detour\u003c/em>\u003cbr>\nDrivers can use Hwy 237 through the South Bay as another option between I-880 and Hwy 101. From Foster City and San Mateo, eastbound traffic should take Hwy 101 south and then Hwy 237 east toward Milpitas. From Hayward, westbound traffic should take I-880 south and then Hwy 237 west toward Sunnyvale. See the map below for more details.\u003c/p>\n\u003cp>\u003cem>North Detour\u003c/em>\u003cbr>\nFrom the north, drivers can also use the Bay Bridge as an alternate route between the East Bay and the Peninsula. However, heavier congestion is expected along this route. From Foster City and San Mateo, eastbound traffic should take Hwy 101 north and then I-80 east toward Oakland. From Hayward, westbound traffic should take I-880 north and then I-80 west toward San Francisco. See the map below for more details.\u003c/p>\u003c/blockquote>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Clipper Cards Reveal Travelers' Whereabouts to Police, Lawyers, Apps",
"title": "Clipper Cards Reveal Travelers' Whereabouts to Police, Lawyers, Apps",
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"content": "\u003cp>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/clipper-cards-reveal-travelers-police/\">The Bay Citizen\u003c/a>\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/BayCitizenLogo3.png\">\u003cimg class=\"alignleft size-full wp-image-78325\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/BayCitizenLogo3.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>San Francisco police arrested Marcel Largaespada on April 30 after a gunpoint robbery at a Lombard Street business, but they couldn’t catch his alleged accomplice, Alan McCahill.\u003c/p>\n\u003cp>McCahill gave officers the slip, investigators believed, by hopping on a Muni bus.\u003c/p>\n\u003cp>He was caught days later. To try to place McCahill at the scene, prosecutors subpoenaed the information from his Clipper card, which they believed he’d used to pay his bus fare.\u003c/p>\n\u003cp>The request for McCahill’s travel record was one of the rare occasions that police or lawyers have sought to use the Clipper card database to track the whereabouts of a cardholder.\u003c/p>\n\u003cfigure id=\"attachment_78323\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/clipper-card-scott-james-the-bay-citizen.jpg\">\u003cimg class=\"size-full wp-image-78323\" title=\"clipper card scott james the bay citizen\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/clipper-card-scott-james-the-bay-citizen.jpg\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Clipper card (Scott James/The Bay Citizen)\u003c/figcaption>\u003c/figure>\n\u003cp>According to the Metropolitan Transportation Commission, which administers the card, it has received three search warrants or subpoenas seeking customers’ personal travel information since the card’s inception in 2010. In only one of those cases did the search turn up any relevant travel information, according to the commission’s response to a public records request from The Bay Citizen.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Use of the card, accepted by every major Bay Area public transit system, is soaring with 689,000 transactions a day and more than 1 million active Clipper cards. Many cardholders might not realize that data tracking their every move on public transit is stored on computers and available to anyone with a search warrant or subpoena. Personal data can be stored for seven years after a Clipper account is closed, according to the commission’s policy.\u003c/p>\n\u003cp>In addition, a new smartphone app, called FareBot, allows anyone to scan a Clipper card and find out where the owner has been.\u003c!--more-->\u003c/p>\n\u003cp>Privacy advocates say the transportation commission should not store data on individuals’ locations.\u003c/p>\n\u003cp>“As with all location information, Clipper cards can tell quite a bit about a person – it could show that a person got off BART at a rally,” said Chris Conley, an attorney with the American Civil Liberties Union on Northern California. “Clipper is one place that collects this data that people might not really be aware of.”\u003c/p>\n\u003cp>John Goodwin, a spokesman for the Metropolitan Transportation Commission, said that three search warrants or subpoenas was a relatively low number and that people’s private information is well protected.\u003c/p>\n\u003cp>“Absent a subpoena or a search warrant, we would not turn over any information,” Goodwin said.\u003c/p>\n\u003cp>Transit riders can remain anonymous if they pay for a Clipper card in cash and do not register it, he noted. People who don’t register stand to lose any money on their card if it is lost, stolen or stops working.\u003c/p>\n\u003cp>As for the new app that scans Clipper cards for travel information, Goodwin said he was “completely unconcerned” because there is “no personally identifiable information on the card.” He said Clipper might even roll out a similar app so people can access their travel history.\u003c/p>\n\u003cp>In the case of the robbery getaway, prosecutors wrote in the subpoena that McCahill “is believed to have used his Clipper card to escape from police.” But it turned out that the suspect had not used the card to pay his fare – or perhaps had not traveled on Muni at all. The Metropolitan Transportation Commission didn’t have any data related to McCahill’s alleged escape, said Pam Grove, a commission spokeswoman. The case is ongoing.\u003c/p>\n\u003cp>In another case, an attorney for the family of a man who died after a fall on a Muni Metro train sought Clipper card records to determine which train he was riding. Hin Don, 81, fell after the operator of the M line allegedly jerked the train forward before the elderly man could sit down. Don suffered bleeding in his brain and went into a coma for a month before dying Dec. 25, 2011.\u003c/p>\n\u003cp>Chuck Geerhart, a lawyer for Don’s family, sued the city. Geerhart said he wanted to depose the train operator, but the city wouldn’t tell him which train or operator was involved. For that reason, he said he subpoenaed Don’s Clipper card information to find out which train he’d been riding. The Metropolitan Transportation Commission handed over the information, and Geerhart plans to depose the train operator.\u003c/p>\n\u003cp>In the third instance, a San Francisco police officer obtained a search warrant seeking information about the credit card that an unnamed person used to purchase a Clipper card, saying it could help in the investigation of an unspecified felony. The police also asked for “dates and exact times and exact locations where this Clipper card was used.” A police spokesman declined to comment on the warrant. Grove said the transportation commission didn’t have any information to turn over.\u003c/p>\n\u003cp>Civil rights advocates say there might be few requests for Clipper card information because law enforcement officials have easy access to cellphone location data. Cellphone tracking is on the rise, and police often can get the information without a warrant, the ACLU’s Conley said.\u003c/p>\n\u003cp>In 2010, California enacted a law limiting the use of data collected on bridges and toll roads through FasTrak devices, but Clipper cards were not included in the legislation.\u003c/p>\n\u003cp>The FareBot app has been put to use by travelers who want to check their balance or see where they've been. Eric Butler, the software developer behind FareBot, said he was \"a little surprised\" to find that a person's entire travel history is stored on his or her Clipper card.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"You can read them from some distance, so it is possible that somebody could brush their phone on your back pocket and they could know where you live, where you shop and quite a bit about your life,\" he said.\u003cbr>\n\u003cem>\u003cbr>\nThis story was produced by The Bay Citizen, a project of the Center for Investigative Reporting. Learn more at www.baycitizen.org.\u003c/em>\u003c/p>\n\n",
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"description": "by Zusha Elinson, The Bay Citizen San Francisco police arrested Marcel Largaespada on April 30 after a gunpoint robbery at a Lombard Street business, but they couldn’t catch his alleged accomplice, Alan McCahill. McCahill gave officers the slip, investigators believed, by hopping on a Muni bus. He was caught days later. To try to place",
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"headline": "Clipper Cards Reveal Travelers' Whereabouts to Police, Lawyers, Apps",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/clipper-cards-reveal-travelers-police/\">The Bay Citizen\u003c/a>\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/BayCitizenLogo3.png\">\u003cimg class=\"alignleft size-full wp-image-78325\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/BayCitizenLogo3.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>San Francisco police arrested Marcel Largaespada on April 30 after a gunpoint robbery at a Lombard Street business, but they couldn’t catch his alleged accomplice, Alan McCahill.\u003c/p>\n\u003cp>McCahill gave officers the slip, investigators believed, by hopping on a Muni bus.\u003c/p>\n\u003cp>He was caught days later. To try to place McCahill at the scene, prosecutors subpoenaed the information from his Clipper card, which they believed he’d used to pay his bus fare.\u003c/p>\n\u003cp>The request for McCahill’s travel record was one of the rare occasions that police or lawyers have sought to use the Clipper card database to track the whereabouts of a cardholder.\u003c/p>\n\u003cfigure id=\"attachment_78323\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/clipper-card-scott-james-the-bay-citizen.jpg\">\u003cimg class=\"size-full wp-image-78323\" title=\"clipper card scott james the bay citizen\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/clipper-card-scott-james-the-bay-citizen.jpg\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Clipper card (Scott James/The Bay Citizen)\u003c/figcaption>\u003c/figure>\n\u003cp>According to the Metropolitan Transportation Commission, which administers the card, it has received three search warrants or subpoenas seeking customers’ personal travel information since the card’s inception in 2010. In only one of those cases did the search turn up any relevant travel information, according to the commission’s response to a public records request from The Bay Citizen.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Use of the card, accepted by every major Bay Area public transit system, is soaring with 689,000 transactions a day and more than 1 million active Clipper cards. Many cardholders might not realize that data tracking their every move on public transit is stored on computers and available to anyone with a search warrant or subpoena. Personal data can be stored for seven years after a Clipper account is closed, according to the commission’s policy.\u003c/p>\n\u003cp>In addition, a new smartphone app, called FareBot, allows anyone to scan a Clipper card and find out where the owner has been.\u003c!--more-->\u003c/p>\n\u003cp>Privacy advocates say the transportation commission should not store data on individuals’ locations.\u003c/p>\n\u003cp>“As with all location information, Clipper cards can tell quite a bit about a person – it could show that a person got off BART at a rally,” said Chris Conley, an attorney with the American Civil Liberties Union on Northern California. “Clipper is one place that collects this data that people might not really be aware of.”\u003c/p>\n\u003cp>John Goodwin, a spokesman for the Metropolitan Transportation Commission, said that three search warrants or subpoenas was a relatively low number and that people’s private information is well protected.\u003c/p>\n\u003cp>“Absent a subpoena or a search warrant, we would not turn over any information,” Goodwin said.\u003c/p>\n\u003cp>Transit riders can remain anonymous if they pay for a Clipper card in cash and do not register it, he noted. People who don’t register stand to lose any money on their card if it is lost, stolen or stops working.\u003c/p>\n\u003cp>As for the new app that scans Clipper cards for travel information, Goodwin said he was “completely unconcerned” because there is “no personally identifiable information on the card.” He said Clipper might even roll out a similar app so people can access their travel history.\u003c/p>\n\u003cp>In the case of the robbery getaway, prosecutors wrote in the subpoena that McCahill “is believed to have used his Clipper card to escape from police.” But it turned out that the suspect had not used the card to pay his fare – or perhaps had not traveled on Muni at all. The Metropolitan Transportation Commission didn’t have any data related to McCahill’s alleged escape, said Pam Grove, a commission spokeswoman. The case is ongoing.\u003c/p>\n\u003cp>In another case, an attorney for the family of a man who died after a fall on a Muni Metro train sought Clipper card records to determine which train he was riding. Hin Don, 81, fell after the operator of the M line allegedly jerked the train forward before the elderly man could sit down. Don suffered bleeding in his brain and went into a coma for a month before dying Dec. 25, 2011.\u003c/p>\n\u003cp>Chuck Geerhart, a lawyer for Don’s family, sued the city. Geerhart said he wanted to depose the train operator, but the city wouldn’t tell him which train or operator was involved. For that reason, he said he subpoenaed Don’s Clipper card information to find out which train he’d been riding. The Metropolitan Transportation Commission handed over the information, and Geerhart plans to depose the train operator.\u003c/p>\n\u003cp>In the third instance, a San Francisco police officer obtained a search warrant seeking information about the credit card that an unnamed person used to purchase a Clipper card, saying it could help in the investigation of an unspecified felony. The police also asked for “dates and exact times and exact locations where this Clipper card was used.” A police spokesman declined to comment on the warrant. Grove said the transportation commission didn’t have any information to turn over.\u003c/p>\n\u003cp>Civil rights advocates say there might be few requests for Clipper card information because law enforcement officials have easy access to cellphone location data. Cellphone tracking is on the rise, and police often can get the information without a warrant, the ACLU’s Conley said.\u003c/p>\n\u003cp>In 2010, California enacted a law limiting the use of data collected on bridges and toll roads through FasTrak devices, but Clipper cards were not included in the legislation.\u003c/p>\n\u003cp>The FareBot app has been put to use by travelers who want to check their balance or see where they've been. Eric Butler, the software developer behind FareBot, said he was \"a little surprised\" to find that a person's entire travel history is stored on his or her Clipper card.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"You can read them from some distance, so it is possible that somebody could brush their phone on your back pocket and they could know where you live, where you shop and quite a bit about your life,\" he said.\u003cbr>\n\u003cem>\u003cbr>\nThis story was produced by The Bay Citizen, a project of the Center for Investigative Reporting. Learn more at www.baycitizen.org.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>By Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/development/story/behind-closed-doors-bart-closes-then/\">The Bay Citizen\u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/BayCitizenLogo2.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignleft size-full wp-image-78172\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/BayCitizenLogo2.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>BART has quietly reopened the bidding to develop valuable real estate near the Millbrae BART station, leading to calls for a public hearing \u003ca href=\"http://www.baycitizen.org/development/story/friends-lobbyists-shape-bart-development/\" target=\"_blank\" rel=\"noopener\">on negotiations that have been shrouded in secrecy and marred by accusations of favoritism\u003c/a>.\u003c/p>\n\u003cp>Last May, the BART board voted to enter into exclusive negotiations with Justin Development to build a hotel, even though studies showed that Republic Urban’s proposal to develop an office complex would likely mean more money and riders for the transit agency.\u003c/p>\n\u003cp>Justin is owned by Lawrence Lui, a friend and campaign contributor to BART Director James Fang. Behind closed doors, Fang persuaded the board last year to vote for Justin and against Republic Urban, a developer backed by BART Director Joel Keller.\u003c/p>\n\u003cfigure id=\"attachment_78189\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/millbrae-bart.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-78189 \" title=\"millbrae bart\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/millbrae-bart-300x200.jpg\" alt=\"\" width=\"300\" height=\"200\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Florence Fang, the mother of BART Director James Fang, owns an office building around the corner from the Millbrae station, indicated by the red arrow. (Zusha Elinson/The Bay Citizen)\u003c/figcaption>\u003c/figure>\n\u003cp>But following another closed-door meeting this July, the BART board directed staff to allow Republic Urban to submit a new bid, according to interviews and documents obtained by The Bay Citizen. In a confidential memo dated Sept. 27, BART General Manager Grace Crunican wrote that the transit agency would accept best and final offers from both developers on Sept. 28.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The memo did not give any explanation for the decision, and BART spokesman Jim Allison declined to comment.\u003c/p>\n\u003cp>Despite the transit agency’s decision to reopen the bidding, Fang told the Millbrae City Council last month that the BART board was working with Justin Development on a hotel project.\u003c/p>\n\u003cp>After the meeting, Crunican fired off a memo to the Millbrae City Council, apologizing for Fang’s failure to mention that BART is now looking at proposals from two developers.\u003c!--more-->\u003c/p>\n\u003cp>“I regret that this information was not made clear during the City Council meeting and I apologize for any confusion that this omission may have caused,” Crunican wrote.\u003c/p>\n\u003cp>Republic Urban executives were angered last year when the BART chose to negotiate with Lui, who contributed $3,500 to Fang’s 2010 re-election campaign and also helped pay for a $10,000 trip to China that Fang had organized for San Francisco officials.\u003c/p>\n\u003cp>Michael Van Every, a senior vice president at Republic, called it a “clear conflict of interest with Mr. Lui and Mr. Fang” at the time.\u003c/p>\n\u003cp>Fang’s mother, former San Francisco Examiner owner Florence Fang, also owns an office building in view of the Millbrae BART station, whose value could be affected by the development.\u003c/p>\n\u003cp>Fang countered at the time that Republic Urban had lobbied the board with even greater gusto. A lobbyist for Republic donated $450 to Keller’s campaign. Fang also said that the donations and his mother’s property played no role in his advocacy.\u003c/p>\n\u003cp>BART prohibits its directors from taking more than $1,000 in campaign contributions from contractors who have pending bids, but has no such limits for developers. Last year, \u003ca href=\"http://californiawatch.org/dailyreport/despite-regulations-bart-director-received-7000-contractor-12274\">Fang returned a $7,000 donation to a contractor\u003c/a>, Kal Krishnan Consulting, that had a bid pending before the board.\u003c/p>\n\u003cp>In a brief interview this week, Fang declined to comment on the conflict accusations. But he said he thought that the board had voted to work with Justin Development.\u003c/p>\n\u003cp>“There seems to be some sort of misunderstanding,” he said. “I think we need to take a look at it in front of the full board.”\u003c/p>\n\u003cp>Keller and Lui did not return calls seeking comment, and a Republic Urban representative declined to comment.\u003c/p>\n\u003cp>The Millbrae BART station is one of the Bay Area’s biggest transit hubs, where Caltrain, BART and local bus service converge. Lui told the Millbrae City Council last month that his company would like to build a hotel, along with apartments and retail and office space on the land BART owns around the station. Republic has proposed a mixed-use office development.\u003c/p>\n\u003cp>A study by an independent consultant found that the hotel project wouldn’t be profitable without a subsidy. Separately, Republic Urban officials said an office complex would earn $5.2 million more than the hotel for BART because it would generate more users of the transit system.\u003c/p>\n\u003cp>Millbrae’s refusal to subsidize Lui’s project with revenue from its hotel occupancy tax was a factor in BART’s decision to reopen the bidding process, according to Lynette Sweet, a BART board director.\u003c/p>\n\u003cp>“They said, ‘We want the hotel, but we’re not willing to give you anything for it,’ and that pretty much killed deal,” Sweet said.\u003c/p>\n\u003cp>Millbrae Mayor Marge Colapietro asked Fang directly if the city would be required to subsidize the hotel project, “We will not be obligated to give money to the project … it’s either yes or no.”\u003c/p>\n\u003cp>“I would say generally yes,” Fang answered.\u003c/p>\n\u003cp>City Council members seemed frustrated by the lack of specific information on the project. Councilman Robert Gottschalk told Fang, “I would expect at some point we would hear a more formal presentation of what the project is envisioned to do.”\u003c/p>\n\u003cp>BART officials now say they want the development deal to get a full airing in public.\u003c/p>\n\u003cp>“Instead of negotiating in closed session with a developer, we should do this in a public forum,” said BART Director Tom Radulovich.\u003c/p>\n\u003cp>“We have this agreement with this one guy, and now were going to back to the other one?” said Sweet. “The lawyers are going to have a field day.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story was produced by The Bay Citizen, a project of the Center for Investigative Reporting. Learn more at www.baycitizen.org.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>By Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/development/story/behind-closed-doors-bart-closes-then/\">The Bay Citizen\u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/BayCitizenLogo2.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignleft size-full wp-image-78172\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/BayCitizenLogo2.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>BART has quietly reopened the bidding to develop valuable real estate near the Millbrae BART station, leading to calls for a public hearing \u003ca href=\"http://www.baycitizen.org/development/story/friends-lobbyists-shape-bart-development/\" target=\"_blank\" rel=\"noopener\">on negotiations that have been shrouded in secrecy and marred by accusations of favoritism\u003c/a>.\u003c/p>\n\u003cp>Last May, the BART board voted to enter into exclusive negotiations with Justin Development to build a hotel, even though studies showed that Republic Urban’s proposal to develop an office complex would likely mean more money and riders for the transit agency.\u003c/p>\n\u003cp>Justin is owned by Lawrence Lui, a friend and campaign contributor to BART Director James Fang. Behind closed doors, Fang persuaded the board last year to vote for Justin and against Republic Urban, a developer backed by BART Director Joel Keller.\u003c/p>\n\u003cfigure id=\"attachment_78189\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/millbrae-bart.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-78189 \" title=\"millbrae bart\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/10/millbrae-bart-300x200.jpg\" alt=\"\" width=\"300\" height=\"200\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Florence Fang, the mother of BART Director James Fang, owns an office building around the corner from the Millbrae station, indicated by the red arrow. (Zusha Elinson/The Bay Citizen)\u003c/figcaption>\u003c/figure>\n\u003cp>But following another closed-door meeting this July, the BART board directed staff to allow Republic Urban to submit a new bid, according to interviews and documents obtained by The Bay Citizen. In a confidential memo dated Sept. 27, BART General Manager Grace Crunican wrote that the transit agency would accept best and final offers from both developers on Sept. 28.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The memo did not give any explanation for the decision, and BART spokesman Jim Allison declined to comment.\u003c/p>\n\u003cp>Despite the transit agency’s decision to reopen the bidding, Fang told the Millbrae City Council last month that the BART board was working with Justin Development on a hotel project.\u003c/p>\n\u003cp>After the meeting, Crunican fired off a memo to the Millbrae City Council, apologizing for Fang’s failure to mention that BART is now looking at proposals from two developers.\u003c!--more-->\u003c/p>\n\u003cp>“I regret that this information was not made clear during the City Council meeting and I apologize for any confusion that this omission may have caused,” Crunican wrote.\u003c/p>\n\u003cp>Republic Urban executives were angered last year when the BART chose to negotiate with Lui, who contributed $3,500 to Fang’s 2010 re-election campaign and also helped pay for a $10,000 trip to China that Fang had organized for San Francisco officials.\u003c/p>\n\u003cp>Michael Van Every, a senior vice president at Republic, called it a “clear conflict of interest with Mr. Lui and Mr. Fang” at the time.\u003c/p>\n\u003cp>Fang’s mother, former San Francisco Examiner owner Florence Fang, also owns an office building in view of the Millbrae BART station, whose value could be affected by the development.\u003c/p>\n\u003cp>Fang countered at the time that Republic Urban had lobbied the board with even greater gusto. A lobbyist for Republic donated $450 to Keller’s campaign. Fang also said that the donations and his mother’s property played no role in his advocacy.\u003c/p>\n\u003cp>BART prohibits its directors from taking more than $1,000 in campaign contributions from contractors who have pending bids, but has no such limits for developers. Last year, \u003ca href=\"http://californiawatch.org/dailyreport/despite-regulations-bart-director-received-7000-contractor-12274\">Fang returned a $7,000 donation to a contractor\u003c/a>, Kal Krishnan Consulting, that had a bid pending before the board.\u003c/p>\n\u003cp>In a brief interview this week, Fang declined to comment on the conflict accusations. But he said he thought that the board had voted to work with Justin Development.\u003c/p>\n\u003cp>“There seems to be some sort of misunderstanding,” he said. “I think we need to take a look at it in front of the full board.”\u003c/p>\n\u003cp>Keller and Lui did not return calls seeking comment, and a Republic Urban representative declined to comment.\u003c/p>\n\u003cp>The Millbrae BART station is one of the Bay Area’s biggest transit hubs, where Caltrain, BART and local bus service converge. Lui told the Millbrae City Council last month that his company would like to build a hotel, along with apartments and retail and office space on the land BART owns around the station. Republic has proposed a mixed-use office development.\u003c/p>\n\u003cp>A study by an independent consultant found that the hotel project wouldn’t be profitable without a subsidy. Separately, Republic Urban officials said an office complex would earn $5.2 million more than the hotel for BART because it would generate more users of the transit system.\u003c/p>\n\u003cp>Millbrae’s refusal to subsidize Lui’s project with revenue from its hotel occupancy tax was a factor in BART’s decision to reopen the bidding process, according to Lynette Sweet, a BART board director.\u003c/p>\n\u003cp>“They said, ‘We want the hotel, but we’re not willing to give you anything for it,’ and that pretty much killed deal,” Sweet said.\u003c/p>\n\u003cp>Millbrae Mayor Marge Colapietro asked Fang directly if the city would be required to subsidize the hotel project, “We will not be obligated to give money to the project … it’s either yes or no.”\u003c/p>\n\u003cp>“I would say generally yes,” Fang answered.\u003c/p>\n\u003cp>City Council members seemed frustrated by the lack of specific information on the project. Councilman Robert Gottschalk told Fang, “I would expect at some point we would hear a more formal presentation of what the project is envisioned to do.”\u003c/p>\n\u003cp>BART officials now say they want the development deal to get a full airing in public.\u003c/p>\n\u003cp>“Instead of negotiating in closed session with a developer, we should do this in a public forum,” said BART Director Tom Radulovich.\u003c/p>\n\u003cp>“We have this agreement with this one guy, and now were going to back to the other one?” said Sweet. “The lawyers are going to have a field day.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story was produced by The Bay Citizen, a project of the Center for Investigative Reporting. Learn more at www.baycitizen.org.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>BCN -- All lanes of westbound Interstate Highway 80 have been reopened just west of the Bay Bridge in San Francisco after a rollover crash snarled traffic in the area this morning.\u003c/p>\n\u003cp>The two-vehicle crash was reported at about 6:50 a.m. just west of the Fremont Street off-ramp from westbound Highway 80, CHP Officer James Evans said.\u003c/p>\n\u003cp>One of the vehicles overturned in the crash. One person involved in the collision complained of pain, but no major injuries were reported, Evans said.\u003c/p>\n\u003cp>The crash blocked two middle lanes of the highway but was cleared from the roadway shortly after 7:35 a.m., he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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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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"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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"title": "Riders Split on BART's Bike Ban | KQED",
"description": "A BART survey shows riders split on whether bicycles should be allowed on the trains heading into San Francisco during commute hours, the transit system said on Friday. BART lifted that restrictionevery Friday in August as an experiment and surveyed riders about the experience. The poll found riders evenly divided, with 37% wanting to keep",
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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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"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": "\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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"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
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"order": 8
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},
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"order": 1
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"source": "Commonwealth Club of California"
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"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
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"order": 9
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
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"source": "NPR"
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"hyphenacion": {
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"jerrybrown": {
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"order": 18
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"id": "latino-usa",
"title": "Latino USA",
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
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"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"
},
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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>",
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"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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}
