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"disqusTitle": "Pedestrian Fatalities Up in San Francisco ",
"title": "Pedestrian Fatalities Up in San Francisco ",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>\u003cem>by Zusha Ellinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/pedestrian-deaths-rising-san-francisco/\">The Bay Citizen\u003c/a>\u003c/em>\u003c/p>\n\u003cp>As San Francisco implements new measures to improve pedestrian safety, the number of pedestrians killed this year is on pace to surpass the death toll from each of the two previous years.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo2.png\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo2.png\" alt=\"\" title=\"BayCitizenLogo\" width=\"218\" height=\"74\" class=\"alignright size-full wp-image-70635\">\u003c/a>There have been 10 pedestrian fatalities this year, according to the San Francisco Police Department. There were 17 such fatalities last year and 15 in 2010.\u003c/p>\n\u003cp>Since 2008, San Francisco has averaged 17 pedestrian deaths a year. For the past two years, there have been more than 800 pedestrian collisions a year.\u003c/p>\n\u003cp>One elderly pedestrian died this year after a bicyclist ran into him. Chris Bucchere, 36, was charged with vehicular manslaughter for killing Sutchi Hui, 71, in the Castro on March 29. Bucchere is accused of running a red light before hitting Hui.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Most of this year's fatalities resulted from collisions between pedestrians and vehicles. Sena Putra, 47, an accountant at the Langley Porter Psychiatric Institute, was hit and killed by a gasoline tanker while reportedly walking in a crosswalk at Folsom and 13th streets at lunchtime on May 17. Putra emigrated from Indonesia a decade ago and had become a U.S. citizen a month before he died, \u003ca href=\"http://ucsfdepressioncenter.ucsf.edu/news.aspx?id=7187\" target=\"_blank\">according to his employer\u003c/a>. \u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>A 34-year-old skateboarder, Justin Stone, considered a pedestrian under state law, died in a collision with a car after rolling through a red light in the Tenderloin, according to police. Another man who died after throwing himself under the wheels of a Muni bus is not included in the count because police have concluded his death was a suicide.\u003c/p>\n\u003cp>Complete data about who is to blame in this year's fatalities is not available yet. But in last year's fatal collisions, the police department determined that nine drivers, six pedestrians, and one cyclist were at fault.\u003c/p>\n\u003cp>Two years ago, then-Mayor Gavin Newsom issued an \u003ca href=\"http://sfmayor.org/ftp/archive/mayornewsom/press-release-mayor-newsom-signs-pedestrian-safety-executive-directive/index.html\" target=\"_blank\">executive order\u003c/a> setting goals for reducing deaths and serious injuries and creating the Pedestrian Safety Task Force. But pedestrian advocates say the renewed attention has not resulted in enough action.\u003c/p>\n\u003cp>“Over the last couple years we've seen a lot of attention to the issue, but I don't know that we’ve seen much action,” said Elizabeth Stampe, executive director of WalkSF, a pedestrian advocacy organization “The message is so often that ‘it’s getting better,’ but the number of pedestrian collisions has stayed at about 800 collisions for years, and we also see the fatalities are not going down.”\u003c/p>\n\u003cp>The city recently lowered speed limits in some parts of the city in an effort to protect pedestrians. The risk of a pedestrian fatality is six times greater if cars are traveling 30 mph compared with 20 mph, according to the San Francisco Department of Public Health.\u003c/p>\n\u003cp>In May, the city reduced speed limits to 15 mph near 181 public and private schools in San Francisco at the urging of WalkSF. Then in June, the speed limits on four South of Market streets – Howard, Folsom, Harrison and Bryant – were lowered from 30 to 25 mph. The wide one-way streets have been a hot spot for pedestrian accidents for years.\u003c/p>\n\u003cp>\"It's an issue of frustration for the city that we haven't been able to get pedestrian fatalities to go continually down,\" said Ricardo Olea, a traffic engineer with the San Francisco Municipal Transportation Agency. \"We are trying to do everything we can do on our side, and we hope some of the changes we are making will improve certain intersections and bring down the numbers.\"\u003c/p>\n\u003cp>Megan Weir, a department of health epidemiologist who sits on the city’s pedestrian safety task force, said that impact of the changes yet to be seen, because “a lot of coordinated city efforts really started at the beginning 2011.”\u003c/p>\n\u003cp>Weir said that injuries to pedestrians account for a quarter of the trauma injuries treated at San Francisco General Hospital, costing the public $15 million.\u003c/p>\n\u003cp>“This is a real public health issue,” said Weir. “We see higher numbers of pedestrian injuries and deaths in San Francisco, and I think it’s because we have higher concentrations of people walking, and also a lot of areas such as downtown and SOMA we also have higher concentrations of traffic and traffic speeds.”\u003c/p>\n\u003cp>The San Francisco metropolitan area, which includes Fremont and Oakland, had a higher pedestrian fatality rate than 24 other major metro regions, including Chicago, Seattle and Boston, according to \u003ca href=\"http://t4america.org/resources/dangerousbydesign2011/states/worst-metros/\" target=\"_blank\">a report\u003c/a> by the policy group Transportation for America. There were 1.6 pedestrian deaths per 100,000 residents every year from 2000 to 2009 in the Bay Area, the report found. Still, San Francisco was ranked in the report as 12th safest region for pedestrians among the nation's 52 metro areas with more than 1 million residents.\u003c/p>\n\u003cp>Stampe said that while progress has been made, more needs to be done in San Francisco. Speeders should be ticketed more regularly, she said, and traffic lights need to be set to keep the flow of traffic at the new lower speeds.\u003c/p>\n\u003cp>\u003ciframe width=\"425\" height=\"350\" frameborder=\"0\" scrolling=\"no\" marginheight=\"0\" marginwidth=\"0\" src=\"https://maps.google.com/maps/ms?msa=0&msid=204812065707556536648.0004c5991a25019a35a4a&hl=en&ie=UTF8&t=m&source=embed&ll=37.768272,-122.43885&spn=0.108558,0.188484&output=embed\">\u003c/iframe>\u003cbr>View \u003ca href=\"https://maps.google.com/maps/ms?msa=0&msid=204812065707556536648.0004c5991a25019a35a4a&hl=en&ie=UTF8&t=m&source=embed&ll=37.768272,-122.43885&spn=0.108558,0.188484\">San Francisco pedestrian deaths in 2012\u003c/a> in a larger map\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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"description": "by Zusha Ellinson, The Bay Citizen As San Francisco implements new measures to improve pedestrian safety, the number of pedestrians killed this year is on pace to surpass the death toll from each of the two previous years. There have been 10 pedestrian fatalities this year, according to the San Francisco Police Department. There were 17",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>by Zusha Ellinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/pedestrian-deaths-rising-san-francisco/\">The Bay Citizen\u003c/a>\u003c/em>\u003c/p>\n\u003cp>As San Francisco implements new measures to improve pedestrian safety, the number of pedestrians killed this year is on pace to surpass the death toll from each of the two previous years.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo2.png\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo2.png\" alt=\"\" title=\"BayCitizenLogo\" width=\"218\" height=\"74\" class=\"alignright size-full wp-image-70635\">\u003c/a>There have been 10 pedestrian fatalities this year, according to the San Francisco Police Department. There were 17 such fatalities last year and 15 in 2010.\u003c/p>\n\u003cp>Since 2008, San Francisco has averaged 17 pedestrian deaths a year. For the past two years, there have been more than 800 pedestrian collisions a year.\u003c/p>\n\u003cp>One elderly pedestrian died this year after a bicyclist ran into him. Chris Bucchere, 36, was charged with vehicular manslaughter for killing Sutchi Hui, 71, in the Castro on March 29. Bucchere is accused of running a red light before hitting Hui.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Most of this year's fatalities resulted from collisions between pedestrians and vehicles. Sena Putra, 47, an accountant at the Langley Porter Psychiatric Institute, was hit and killed by a gasoline tanker while reportedly walking in a crosswalk at Folsom and 13th streets at lunchtime on May 17. Putra emigrated from Indonesia a decade ago and had become a U.S. citizen a month before he died, \u003ca href=\"http://ucsfdepressioncenter.ucsf.edu/news.aspx?id=7187\" target=\"_blank\">according to his employer\u003c/a>. \u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>A 34-year-old skateboarder, Justin Stone, considered a pedestrian under state law, died in a collision with a car after rolling through a red light in the Tenderloin, according to police. Another man who died after throwing himself under the wheels of a Muni bus is not included in the count because police have concluded his death was a suicide.\u003c/p>\n\u003cp>Complete data about who is to blame in this year's fatalities is not available yet. But in last year's fatal collisions, the police department determined that nine drivers, six pedestrians, and one cyclist were at fault.\u003c/p>\n\u003cp>Two years ago, then-Mayor Gavin Newsom issued an \u003ca href=\"http://sfmayor.org/ftp/archive/mayornewsom/press-release-mayor-newsom-signs-pedestrian-safety-executive-directive/index.html\" target=\"_blank\">executive order\u003c/a> setting goals for reducing deaths and serious injuries and creating the Pedestrian Safety Task Force. But pedestrian advocates say the renewed attention has not resulted in enough action.\u003c/p>\n\u003cp>“Over the last couple years we've seen a lot of attention to the issue, but I don't know that we’ve seen much action,” said Elizabeth Stampe, executive director of WalkSF, a pedestrian advocacy organization “The message is so often that ‘it’s getting better,’ but the number of pedestrian collisions has stayed at about 800 collisions for years, and we also see the fatalities are not going down.”\u003c/p>\n\u003cp>The city recently lowered speed limits in some parts of the city in an effort to protect pedestrians. The risk of a pedestrian fatality is six times greater if cars are traveling 30 mph compared with 20 mph, according to the San Francisco Department of Public Health.\u003c/p>\n\u003cp>In May, the city reduced speed limits to 15 mph near 181 public and private schools in San Francisco at the urging of WalkSF. Then in June, the speed limits on four South of Market streets – Howard, Folsom, Harrison and Bryant – were lowered from 30 to 25 mph. The wide one-way streets have been a hot spot for pedestrian accidents for years.\u003c/p>\n\u003cp>\"It's an issue of frustration for the city that we haven't been able to get pedestrian fatalities to go continually down,\" said Ricardo Olea, a traffic engineer with the San Francisco Municipal Transportation Agency. \"We are trying to do everything we can do on our side, and we hope some of the changes we are making will improve certain intersections and bring down the numbers.\"\u003c/p>\n\u003cp>Megan Weir, a department of health epidemiologist who sits on the city’s pedestrian safety task force, said that impact of the changes yet to be seen, because “a lot of coordinated city efforts really started at the beginning 2011.”\u003c/p>\n\u003cp>Weir said that injuries to pedestrians account for a quarter of the trauma injuries treated at San Francisco General Hospital, costing the public $15 million.\u003c/p>\n\u003cp>“This is a real public health issue,” said Weir. “We see higher numbers of pedestrian injuries and deaths in San Francisco, and I think it’s because we have higher concentrations of people walking, and also a lot of areas such as downtown and SOMA we also have higher concentrations of traffic and traffic speeds.”\u003c/p>\n\u003cp>The San Francisco metropolitan area, which includes Fremont and Oakland, had a higher pedestrian fatality rate than 24 other major metro regions, including Chicago, Seattle and Boston, according to \u003ca href=\"http://t4america.org/resources/dangerousbydesign2011/states/worst-metros/\" target=\"_blank\">a report\u003c/a> by the policy group Transportation for America. There were 1.6 pedestrian deaths per 100,000 residents every year from 2000 to 2009 in the Bay Area, the report found. Still, San Francisco was ranked in the report as 12th safest region for pedestrians among the nation's 52 metro areas with more than 1 million residents.\u003c/p>\n\u003cp>Stampe said that while progress has been made, more needs to be done in San Francisco. Speeders should be ticketed more regularly, she said, and traffic lights need to be set to keep the flow of traffic at the new lower speeds.\u003c/p>\n\u003cp>\u003ciframe width=\"425\" height=\"350\" frameborder=\"0\" scrolling=\"no\" marginheight=\"0\" marginwidth=\"0\" src=\"https://maps.google.com/maps/ms?msa=0&msid=204812065707556536648.0004c5991a25019a35a4a&hl=en&ie=UTF8&t=m&source=embed&ll=37.768272,-122.43885&spn=0.108558,0.188484&output=embed\">\u003c/iframe>\u003cbr>View \u003ca href=\"https://maps.google.com/maps/ms?msa=0&msid=204812065707556536648.0004c5991a25019a35a4a&hl=en&ie=UTF8&t=m&source=embed&ll=37.768272,-122.43885&spn=0.108558,0.188484\">San Francisco pedestrian deaths in 2012\u003c/a> in a larger map\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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"disqusTitle": "Muni Paid Bonuses Tied to Inflated On-Time Rate",
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"content": "\u003cp>By Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/muni-paid-bonuses-tied-inflated-time/\">The Bay Citizen\u003c/a>\u003c/p>\n\u003cp>Muni paid thousands of dollars in bonuses to top executives for meeting or exceeding on-time performance goals, even as the agency inflated its on-time rates by as much as 18 percent.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo2.png\">\u003cimg class=\"alignleft size-full wp-image-70635\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo2.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>The agency's two previous chief executives, Michael Burns and Nathaniel Ford, received the bonuses. Both men have denied knowing about the on-time rate inflation.\u003c/p>\n\u003cp>Ed Reiskin, the current Muni chief, does not have any performance bonuses written into his contract.\u003c/p>\n\u003cp>Shortly after Burns joined the transit agency in 1999, San Francisco voters approved a ballot initiative mandating an 85 percent on-time rate for Muni, a goal it has never reached. The measure allowed the agency to give performance-based bonuses.\u003c/p>\n\u003cfigure id=\"attachment_70636\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/munibus-jason-henry-baycitizen1.jpg\">\u003cimg class=\"size-full wp-image-70636 \" title=\"munibus jason henry baycitizen\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/munibus-jason-henry-baycitizen1.jpg\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni bus makes its way down Market Street in San Francisco. (Jason Henry/Bay Citizen)\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Citizen has reported that Muni used accounting maneuvers to boost its on-time rate by 13 to 18 percent for more than a decade.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Under the terms of his contract, Burns, who ran the agency until 2005, was eligible for an annual $3,000 bonus for meeting on-time performance goals.\u003c/p>\n\u003cp>He earned the first such bonus in 2001, according to Muni spokeswoman Kristen Holland. That is the same year Muni began inflating its performance rates, according to Muni's Chief Information Officer Travis Fox.\u003c/p>\n\u003cp>Burns earned his second and last $3,000 bonus for meeting on-time goals in 2002. Under his watch, Muni's on-time performance increased from 55 percent in 2001 to 71 percent in 2005, according to the agency's inflated data.\u003c/p>\n\u003cp>Burns received a total of about $30,000 in bonuses for meeting other goals during his tenure. He wrote in an email that he recalled accepting some of those bonuses but said he turned down the additional money when the agency's budget was tight.\u003c!--more-->\u003c/p>\n\u003cp>Ford, Muni's CEO from 2006 to 2011, was eligible for bonuses worth 10 percent of his base salary, or about $31,000 each year. He had the highest salary on the city's payroll, earning $308,000 annually, and he received bonuses for three of his five years at the transit agency.\u003c/p>\n\u003cp>Although he received a total of about $69,000 in bonuses, most of the money was not tied directly to meeting or improving Muni's on-time performance. One-quarter of his annual bonus was based on 10 factors; improvements to the on-time rate represented one of those factors.\u003c/p>\n\u003cp>During Ford's tenure, the on-time rate improved from 69 percent to 73 percent, according to Muni's inflated figures. A percentage of the bonuses he received were based on that improvement, according to Paul Rose, spokesman for the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>\"I believe the board may have recognized my performance regarding on-time performance from one year to the next to note the progress I made,\" Ford wrote in an email to The Bay Citizen.\u003c/p>\n\u003cp>In a 2010 memo sent to Ford and other top Muni managers, Fox, the chief information officer, outlined accounting maneuvers that he said resulted in on-time rates that were 13 to 18 percent higher than the actual rates. Those maneuvers, which Fox called \"quirks,\" included not counting inbound trains headed to the Embarcadero station; expanding the definition of “on time” from 1 minute early or 4 minutes late to 1 minute early or 4 minutes and 59 seconds late; and excluding buses that skipped their routes.\u003cbr>\nFord said he didn’t remember seeing the memo, adding that it would have set off “alarm bells.”\u003c/p>\n\u003cp>Ford, who is now working as a consultant, said that because those maneuvers were in place before he arrived, the progress Muni made under his tenure was real, based on an \"apples to apples\" comparison.\u003c/p>\n\u003cp>Burns, who now runs the Santa Clara Valley Transportation Authority, said he had no knowledge of the maneuvers.\u003c/p>\n\u003cp>“This is a level of detail that is something I had no reason to question or be involved in,” Burns said. “If I had any indication that 4 minutes and 59 seconds was being used, I would have reported that.”\u003c/p>\n\u003cp>Muni officials say they have no plans to recoup the bonus money paid to the men.\u003c/p>\n\u003cp>“The performance bonuses were based on dozens of service metrics, not just on-time performance. We are not going to go backward at this point,” said Tom Nolan, chairman of the SFMTA Board of Directors, in prepared statement. “Moving forward, I am confident that our efforts to craft more comprehensive service standards will give our customers more useful information and help us manage service more effectively.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Muni has said that beginning this month it will no longer use the accounting \"quirks\" when reporting its on-time performance rates.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>By Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/muni-paid-bonuses-tied-inflated-time/\">The Bay Citizen\u003c/a>\u003c/p>\n\u003cp>Muni paid thousands of dollars in bonuses to top executives for meeting or exceeding on-time performance goals, even as the agency inflated its on-time rates by as much as 18 percent.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo2.png\">\u003cimg class=\"alignleft size-full wp-image-70635\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo2.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>The agency's two previous chief executives, Michael Burns and Nathaniel Ford, received the bonuses. Both men have denied knowing about the on-time rate inflation.\u003c/p>\n\u003cp>Ed Reiskin, the current Muni chief, does not have any performance bonuses written into his contract.\u003c/p>\n\u003cp>Shortly after Burns joined the transit agency in 1999, San Francisco voters approved a ballot initiative mandating an 85 percent on-time rate for Muni, a goal it has never reached. The measure allowed the agency to give performance-based bonuses.\u003c/p>\n\u003cfigure id=\"attachment_70636\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/munibus-jason-henry-baycitizen1.jpg\">\u003cimg class=\"size-full wp-image-70636 \" title=\"munibus jason henry baycitizen\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/munibus-jason-henry-baycitizen1.jpg\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni bus makes its way down Market Street in San Francisco. (Jason Henry/Bay Citizen)\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Citizen has reported that Muni used accounting maneuvers to boost its on-time rate by 13 to 18 percent for more than a decade.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Under the terms of his contract, Burns, who ran the agency until 2005, was eligible for an annual $3,000 bonus for meeting on-time performance goals.\u003c/p>\n\u003cp>He earned the first such bonus in 2001, according to Muni spokeswoman Kristen Holland. That is the same year Muni began inflating its performance rates, according to Muni's Chief Information Officer Travis Fox.\u003c/p>\n\u003cp>Burns earned his second and last $3,000 bonus for meeting on-time goals in 2002. Under his watch, Muni's on-time performance increased from 55 percent in 2001 to 71 percent in 2005, according to the agency's inflated data.\u003c/p>\n\u003cp>Burns received a total of about $30,000 in bonuses for meeting other goals during his tenure. He wrote in an email that he recalled accepting some of those bonuses but said he turned down the additional money when the agency's budget was tight.\u003c!--more-->\u003c/p>\n\u003cp>Ford, Muni's CEO from 2006 to 2011, was eligible for bonuses worth 10 percent of his base salary, or about $31,000 each year. He had the highest salary on the city's payroll, earning $308,000 annually, and he received bonuses for three of his five years at the transit agency.\u003c/p>\n\u003cp>Although he received a total of about $69,000 in bonuses, most of the money was not tied directly to meeting or improving Muni's on-time performance. One-quarter of his annual bonus was based on 10 factors; improvements to the on-time rate represented one of those factors.\u003c/p>\n\u003cp>During Ford's tenure, the on-time rate improved from 69 percent to 73 percent, according to Muni's inflated figures. A percentage of the bonuses he received were based on that improvement, according to Paul Rose, spokesman for the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>\"I believe the board may have recognized my performance regarding on-time performance from one year to the next to note the progress I made,\" Ford wrote in an email to The Bay Citizen.\u003c/p>\n\u003cp>In a 2010 memo sent to Ford and other top Muni managers, Fox, the chief information officer, outlined accounting maneuvers that he said resulted in on-time rates that were 13 to 18 percent higher than the actual rates. Those maneuvers, which Fox called \"quirks,\" included not counting inbound trains headed to the Embarcadero station; expanding the definition of “on time” from 1 minute early or 4 minutes late to 1 minute early or 4 minutes and 59 seconds late; and excluding buses that skipped their routes.\u003cbr>\nFord said he didn’t remember seeing the memo, adding that it would have set off “alarm bells.”\u003c/p>\n\u003cp>Ford, who is now working as a consultant, said that because those maneuvers were in place before he arrived, the progress Muni made under his tenure was real, based on an \"apples to apples\" comparison.\u003c/p>\n\u003cp>Burns, who now runs the Santa Clara Valley Transportation Authority, said he had no knowledge of the maneuvers.\u003c/p>\n\u003cp>“This is a level of detail that is something I had no reason to question or be involved in,” Burns said. “If I had any indication that 4 minutes and 59 seconds was being used, I would have reported that.”\u003c/p>\n\u003cp>Muni officials say they have no plans to recoup the bonus money paid to the men.\u003c/p>\n\u003cp>“The performance bonuses were based on dozens of service metrics, not just on-time performance. We are not going to go backward at this point,” said Tom Nolan, chairman of the SFMTA Board of Directors, in prepared statement. “Moving forward, I am confident that our efforts to craft more comprehensive service standards will give our customers more useful information and help us manage service more effectively.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Muni has said that beginning this month it will no longer use the accounting \"quirks\" when reporting its on-time performance rates.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Mike McCarron, Director of Community Affairs for SFO, says flights are delayed anywhere from a few minutes to an hour-and-a-half because of low visiblity due to fog. Flights less than two hours in length are the most impacted.\u003c/p>\n\u003cp>\"On a clear day we can land 60 planes an hour, on a foggy day you can only land 30,\" he says. \"The schedule's designed to land 60. It's kind of like driving, when it's foggy you slow down. We can only use one of the two runways, because they're too close together to operate in bad weather.\"\u003c/p>\n\u003cp>McCarron says you should contact your airline before you head out for the airport. \u003c/p>\n\u003cp>That's something you should probably do anyway, but today, more so. Just sayin'...\u003c/p>\n\u003cp>Or \u003ca href=\"http://www.flysfo.com/web/page/index.jsp\">check your flight status here\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Also, in the \u003ca href=\"https://twitter.com/flySFO/status/225269866851078144\">lemons to lemonade department\u003c/a>...\u003c/p>\n\u003cp>https://twitter.com/flySFO/status/225269866851078144\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>No four-letter-word mantras, please.\u003c/p>\n\n",
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"content": "\u003cp>By Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/bart-police-shooting/story/bart-cop-cleared-internal-investigation/?utm_source=BayCitizen&utm_medium=social_media&utm_campaign=twitter\">Bay City News\u003c/a>\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo1.png\">\u003cimg class=\"size-full wp-image-69874 alignleft\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo1.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>BART has exonerated a police officer who shot and killed a knife-wielding homeless man on the Civic Center platform last July, The Bay Citizen has learned.\u003c/p>\n\u003cp>The results of the BART police department's yearlong internal investigation came five months after the San Francisco district attorney determined the officer, James Crowell, fired his weapon in self-defense. Crowell, who was responding to a call about a \"wobbly drunk,\" shot and killed Charles Hill, a 45-year-old transient, on July 3, 2011. BART security camera video showed Crowell opening fire 25 seconds after arriving on the platform.\u003c/p>\n\u003cp>Shortly after the shooting, Crowell left BART to work for the FBI.\u003c/p>\n\u003cfigure id=\"attachment_69882\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/charleshillshooting-300x225.jpg\">\u003cimg class=\"size-full wp-image-69882\" title=\"charleshillshooting-300x225\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/charleshillshooting-300x225.jpg\" alt=\"\" width=\"300\" height=\"225\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Still from surveillance video released by BART of the July 3, 2011 incident.\u003c/figcaption>\u003c/figure>\n\u003cp>Since the shooting, BART has made strides toward implementing long-delayed reforms. But its Citizen Review Board, which was formed in 2010 for police oversight, and its independent police auditor, have been criticized for inaction – and did not undertake their own investigation of the Hill shooting.\u003c/p>\n\u003cp>Yesterday morning, during a sparsely attended review board meeting, Mark Smith, the independent police auditor hired shortly before Hill was killed, announced that the agency's investigation into the “officer-involved shooting” had been closed.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Smith and the board discussed the shooting while referring to a brief write-up of the internal investigation, which concluded that “Police Officer #1” was exonerated after a 353-day probe into use of force. Board member Peter Barnett asked Smith if the exoneration was in reference to the Hill shooting. Smith said it was. A person familiar with the investigation also confirmed to The Bay Citizen that Crowell was cleared.\u003c/p>\n\u003cp>Following yesterday's meeting, Smith and BART Police Chief Kenton Rainey declined to comment on the case, saying it was a personnel matter. An attorney representing Crowell, Dale Allen, also declined to comment.\u003c/p>\n\u003cp>Two years before Hill was killed, a BART police officer shot and killed an unarmed black man, Oscar Grant, on the platform at the Fruitvale station. In the wake of Grant's death and the protests that followed, BART vowed to take steps to prevent such shootings, agreeing to 127 policy changes recommended by an independent auditor.\u003c/p>\n\u003cp>\u003c!--more-->The transit agency had completed 27 of those reforms at the time of the Hill shooting. The two officers involved had not had crisis intervention training and only one had a Taser, even though an audit following the Grant shooting recommended Tasers and training for all officers.\u003c/p>\n\u003cp>In the year since the Hill shooting, the department has made progress toward meeting those reforms, completing 85 of the reforms by the end of June.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>BART has introduced zoned policing so that officers can get to know the people on their beats. In June, the department hired a crisis intervention consultant, Armando Sandoval, to train officers and help direct mentally ill people who frequent BART stations to services. By the end of the year, about 100 officers will be trained in crisis intervention techniques.\u003c/p>\n\n",
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"content": "\u003cp>California’s bullet train project surged out of the station on Friday when the state Senate voted 21-16 vote in favor of bonds to begin construction.\u003c/p>\n\u003cfigure id=\"attachment_69769\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/bullet-train2.png\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/bullet-train2.png\" alt=\"\" title=\"bullet train\" width=\"235\" height=\"230\" class=\"size-full wp-image-69769\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An artist's rendition of the bullet train planned to connect San Francisco to Los Angeles. (California High Speed Rail Authority)\u003c/figcaption>\u003c/figure>\n\u003cp>The bill \u003ca href=\"http://ww2.kqed.org/news/2012/07/05/assembly-passes-high-speed-rail-bill/\">passed in the Assembly \u003c/a>Thursday by a vote of 51-27 and now goes to Gov. Jerry Brown, who has energetically supported it.\u003c/p>\n\u003cp>It will release $2.6 billion in voter-approved bonds for the proposed bullet train, and allocate another $1.9 billion for regional rail improvements in Northern and Southern California.\u003c/p>\n\u003cp>It will allow the state to receive $3.2 billion in federal funds to begin constructing the first rail segment in the Central Valley.\u003c/p>\n\u003cp>Supporters argued that high-speed rail will become increasingly necessary as the state’s growing population clogs highways and airports, that the construction project will bring jobs to the state and that the federal funding will disappear if the state doesn’t take advantage of them now.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“It’s rare that we get the opportunity to make a vote for a project that will last not only for our children, but for their children,” said Michael Rubio, D-Bakersfield.\u003c/p>\n\u003cp>Opponents countered that project is too expensive. “We cannot afford this,” said Ted Gaines, R-Rocklin. “We have a crisis in nearly every other area of the state.”\u003c/p>\n\u003cp>He said the rail system will probably cost more than the $100 billion he said was currently estimated, and the state will owe at least $7 billion a year in interest and principle over 30 years.\u003c/p>\n\u003cp>A recent opinion poll suggested that the project could diminish voters’ enthusiasm for a November ballot initiative to raise taxes. The state has cut spending on education and healthcare recently, and will cut further if the tax measure fails.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The debate got lively coverage on \u003ca href=\"http://embed.scribblelive.com/Embed/v5.aspx?Id=52077&ThemeId=5820\">Twitter\u003c/a>:\u003cbr>\n\u003ciframe src=\"http://embed.scribblelive.com/Embed/v5.aspx?Id=52077&ThemeId=5820\" width=\"520\" height=\"600\" frameborder=\"0\" style=\"border: 1px solid #000\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California’s bullet train project surged out of the station on Friday when the state Senate voted 21-16 vote in favor of bonds to begin construction.\u003c/p>\n\u003cfigure id=\"attachment_69769\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/bullet-train2.png\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/bullet-train2.png\" alt=\"\" title=\"bullet train\" width=\"235\" height=\"230\" class=\"size-full wp-image-69769\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An artist's rendition of the bullet train planned to connect San Francisco to Los Angeles. (California High Speed Rail Authority)\u003c/figcaption>\u003c/figure>\n\u003cp>The bill \u003ca href=\"http://ww2.kqed.org/news/2012/07/05/assembly-passes-high-speed-rail-bill/\">passed in the Assembly \u003c/a>Thursday by a vote of 51-27 and now goes to Gov. Jerry Brown, who has energetically supported it.\u003c/p>\n\u003cp>It will release $2.6 billion in voter-approved bonds for the proposed bullet train, and allocate another $1.9 billion for regional rail improvements in Northern and Southern California.\u003c/p>\n\u003cp>It will allow the state to receive $3.2 billion in federal funds to begin constructing the first rail segment in the Central Valley.\u003c/p>\n\u003cp>Supporters argued that high-speed rail will become increasingly necessary as the state’s growing population clogs highways and airports, that the construction project will bring jobs to the state and that the federal funding will disappear if the state doesn’t take advantage of them now.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s rare that we get the opportunity to make a vote for a project that will last not only for our children, but for their children,” said Michael Rubio, D-Bakersfield.\u003c/p>\n\u003cp>Opponents countered that project is too expensive. “We cannot afford this,” said Ted Gaines, R-Rocklin. “We have a crisis in nearly every other area of the state.”\u003c/p>\n\u003cp>He said the rail system will probably cost more than the $100 billion he said was currently estimated, and the state will owe at least $7 billion a year in interest and principle over 30 years.\u003c/p>\n\u003cp>A recent opinion poll suggested that the project could diminish voters’ enthusiasm for a November ballot initiative to raise taxes. The state has cut spending on education and healthcare recently, and will cut further if the tax measure fails.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The debate got lively coverage on \u003ca href=\"http://embed.scribblelive.com/Embed/v5.aspx?Id=52077&ThemeId=5820\">Twitter\u003c/a>:\u003cbr>\n\u003ciframe src=\"http://embed.scribblelive.com/Embed/v5.aspx?Id=52077&ThemeId=5820\" width=\"520\" height=\"600\" frameborder=\"0\" style=\"border: 1px solid #000\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The California Assembly on Thursday gave a green-light for high-speed rail. \u003c/p>\n\u003cp>The bill to release about $4.6 billion in voter-approved state bonds to start construction of a high-speed rail system now goes to the Senate, which is expected to vote on Friday.\u003c/p>\n\u003cp>Some highlights of the Assembly debate:\u003c/p>\n\u003cp>Henry T. Perea, D-Fresno: \"High-speed rail in my district represents hope for the future... High-speed rail represents the opportunity for a good paying job.\"\u003c/p>\n\u003cp>David G. Valadao, R-Hanford: \"We're spending money we don't have.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cp>By Juliet Williams and Judy Lin, Associated Press\u003c/p>\n\u003cp>SACRAMENTO, Calif. (AP) — State lawmakers plan to begin taking up Gov. Jerry Brown’s top infrastructure initiative for a California bullet train.\u003c/p>\n\u003cfigure id=\"attachment_69580\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/bullet-train.png\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/bullet-train.png\" alt=\"\" title=\"bullet train\" width=\"235\" height=\"230\" class=\"size-full wp-image-69580\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An artist's rendition of the planned California bullet train (cahighspeedrail.ca.gov)\u003c/figcaption>\u003c/figure>\n\u003cp>The Assembly was expected to vote Thursday afternoon on a bill authorizing the first leg of the high-speed rail line, which would start in the Central Valley.\u003c/p>\n\u003cp>The bill would authorize selling $2.6 billion in voter-approved state bonds, allowing California to tap $3.3 billion in federal grants. It also would allocate about $2 billion for regional transit improvements in Northern and Southern California.\u003c/p>\n\u003cp>Once complete, the $68 billion bullet train would connect San Francisco with Los Angeles.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It is not clear how the rest of the construction will be financed.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The bill is expected to face a contentious vote in the Senate, where it is expected to be taken up Friday. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>By Juliet Williams and Judy Lin, Associated Press\u003c/p>\n\u003cp>SACRAMENTO, Calif. (AP) — State lawmakers plan to begin taking up Gov. Jerry Brown’s top infrastructure initiative for a California bullet train.\u003c/p>\n\u003cfigure id=\"attachment_69580\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/bullet-train.png\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/bullet-train.png\" alt=\"\" title=\"bullet train\" width=\"235\" height=\"230\" class=\"size-full wp-image-69580\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An artist's rendition of the planned California bullet train (cahighspeedrail.ca.gov)\u003c/figcaption>\u003c/figure>\n\u003cp>The Assembly was expected to vote Thursday afternoon on a bill authorizing the first leg of the high-speed rail line, which would start in the Central Valley.\u003c/p>\n\u003cp>The bill would authorize selling $2.6 billion in voter-approved state bonds, allowing California to tap $3.3 billion in federal grants. It also would allocate about $2 billion for regional transit improvements in Northern and Southern California.\u003c/p>\n\u003cp>Once complete, the $68 billion bullet train would connect San Francisco with Los Angeles.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "New Math at Muni Led to Decade of Inflated On-Time Performance",
"title": "New Math at Muni Led to Decade of Inflated On-Time Performance",
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"content": "\u003cp>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/muni-time-performance-inflated/\">The Bay Citizen\u003cbr>\n\u003c/a>\u003cbr>\nMuni officials were told two years ago that they had been inflating on-time arrival rates of buses for a decade but they failed to address the issue, according to interviews and documents obtained by The Bay Citizen.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo.png\">\u003cimg class=\"alignleft size-full wp-image-69570\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>In a memo to top executives, including the CEO, Muni's chief information officer detailed the accounting maneuvers, called “quirks,” that were boosting the numbers reported to the public by as much as 18 percent.\u003c/p>\n\u003cp>Muni has been under pressure to improve timeliness since 1999, when San Francisco residents voted to require the transit agency to be on time at least 85 percent of the time. For years, bonuses for the Muni chief have also been tied to performance measures, including on-time performance.\u003c/p>\n\u003cfigure id=\"attachment_69571\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/munibus-jason-henry-baycitizen.jpg\">\u003cimg class=\"size-full wp-image-69571\" title=\"munibus jason henry baycitizen\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/munibus-jason-henry-baycitizen.jpg\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni bus makes its way down Market Street in San Francisco. (Jason Henry/The Bay Citizen)\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Citizen revealed last month that Muni vehicles arrived on schedule 61.4 percent of the time during the last three months of 2011, instead of the 71 percent reported by the transit agency. From July to September 2011, the transit agency’s on-time performance was 59 percent, not the 72 percent it claimed.\u003c/p>\n\u003cp>At the time, Muni officials blamed an imprecise algorithm for the errant calculation.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In a newly obtained 2010 memo sent to then-CEO Nat Ford and others, Muni Chief Information Officer Travis Fox detailed exactly how the agency made its calculations.\u003c!--more-->\u003c/p>\n\u003cp>He wrote that in the late 1990s, on-time performance was measured by observing whether a bus reached the bus stop at the scheduled time. He characterized that method as the “most appropriate way to measure the consistency of service delivered.”\u003c/p>\n\u003cp>But the transit agency dropped that method after voters passed Proposition E, which set goals and etched into the city’s charter the definition of “on time” as no more than one minute early or four minutes late.\u003c/p>\n\u003cp>In the memo, Fox outlined four accounting maneuvers that led to “a reported on-time performance figure that is 13-18 percent higher than actual schedule adherence.”\u003c/p>\n\u003cp>Any bus arriving up to 4 minutes and 59 seconds late was counted as on time. The liberal definition of 60 seconds was reported by The Bay Citizen last month. In his 2010 memo, Fox blamed a software program that “clips” the seconds off of time entries.\u003c/p>\n\u003cp>Phantom buses that don't make their scheduled runs at all were not factored into on-time performance. Yet Fox pointed out that the “resulting service gaps affect on-time performance due to longer boarding times associated with crush loads.”\u003c/p>\n\u003cp>Muni would count a bus as on time if it came to a stop at the time when another bus was scheduled to arrive, even if it was a different late or early bus on the same bus line. Fox wrote that accounting maneuver was used to “maximize the number of observations falling within the -1/+4 minute on-time performance window.”\u003c/p>\n\u003cp>Late inbound Muni trains heading to the Embarcadero Station were excluded from the calculation because “service in the tunnel cannot be controlled.” Tunnel traffic, automatically controlled by Muni computers, is a chronic source of train delays. The N-Judah, for instance, was on time 52 percent of the time during the last six months of 2011, according to a Bay Citizen analysis.\u003c/p>\n\u003cp>Ford, the former Muni CEO, acknowledged in an interview that the memo should have “set off alarm bells.”\u003c/p>\n\u003cp>“That would have been a major issue that would have had to be brought to the board,” he said.\u003c/p>\n\u003cp>But Ford, who resigned last year, said he didn’t recall ever reading the memo, which was also sent to four other SFMTA higher-ups, including John Haley, director of Transit Operations, and Julie Kirschbaum, manager of Operations Planning. The transit agency was in the midst of dealing with cuts to bus service, Ford said, and the memo “may have got lost in the shuffle.”\u003c/p>\n\u003cp>Instead, two weeks after Fox sent the memo, Ford and then-Mayor Gavin Newsom together announced that the troubled transit agency had achieved a record 75 percent on-time performance rate in the first three months of 2010.\u003c/p>\n\u003cp>“Improving Muni’s on-time performance is fundamental to the SFMTA’s mission,” Ford said in the news release on the achievement.\u003c/p>\n\u003cp>Disappointment, but no surprise\u003c/p>\n\u003cp>Proof that Muni’s on-time arrival rate is lower than it reported for years did not surprise passengers.\u003c/p>\n\u003cp>“I’ve been here for seven years, and they’re always late,” said Rex Tan, who takes a train and a bus to his job selling sunglasses at Fisherman’s Wharf. “Just last week I was late to work twice.”\u003c/p>\n\u003cp>Ben Kaufman, a spokesman for the San Francisco Transit Riders Union, said that it was “disappointing and frustrating that the MTA would deceive the public like that for better performance data.”\u003c/p>\n\u003cp>“They’re not going to get better on-time performance unless they make serious changes to the system,” Kaufman said.\u003c/p>\n\u003cp>The initial reaction at the transit agency to inflated on-time reports was muted. At a board meeting last month, the agency’s directors said they were not concerned when the issue first was raised by The Bay Citizen.\u003c/p>\n\u003cp>“We have a lot of faith in the management team here in terms of the integrity of the information,” Jerry Lee, chairman of the agency’s Policy and Governance Committee, said at the time.\u003c/p>\n\u003cp>The board made no effort to inquire further.\u003c/p>\n\u003cp>But Fox said in an interview last week that, starting in July, Muni would be reporting on-time performance without any of the maneuvers he had identified.\u003c/p>\n\u003cp>“There will be no quirk implementation,” he said.\u003c/p>\n\u003cp>Origins of the deception\u003c/p>\n\u003cp>It is unclear who set Muni down the path of overstating on-time performance. In his memo, Fox wrote that the methodology was “modified” by Michael Burns, the Muni chief from 1999 to 2005. And in an interview Fox said the method first was used in 2001.\u003c/p>\n\u003cp>Burns, however, said that he “was not involved in developing the formula at all.”\u003c/p>\n\u003cp>“I was not aware of the details, and I did not direct any of the calculations,” he said.\u003c/p>\n\u003cp>Burns said he wouldn’t have stood for it.\u003c/p>\n\u003cp>“I would've had them go back and use the four minutes,” he said. “ I never, nor do I now, think there’s any flexibility on what is written in charter.”\u003cbr>\nThree SFMTA employees who worked on the performance statistics at the time either refused to comment or didn’t return emails and phone calls seeking comment.\u003c/p>\n\u003cp>What is clear is that after voters set the 85 percent target, Muni struggled to reach it. In fiscal year 2001, the transit agency’s on-time arrival rate was 55.4 percent. The next year, the rate jumped to 69.9 percent. From then on, the rate leveled off before peaking in 2010.\u003c/p>\n\u003cp>Bonuses for Muni employees, including Burns, were tied to the performance standards back then. A total of 1,500 employees received incentive payments in 2001, according to meeting minutes. Burns' contract allowed him to receive up to $15,000 in bonuses tied to performance, including on-time performance, although it is not clear whether he received them.\u003c/p>\n\u003cp>The man behind the numbers\u003c/p>\n\u003cp>Fox, 40, arrived at the transit agency in 2007 with a background in performance measurement. He quickly pieced together how the transit agency calculated on-time arrivals. The issue came to the fore as the agency considered switching from a manual tally to electronic data supplied by transmitters on the buses.\u003c/p>\n\u003cp>In a November 2010 email to Ford, Fox wrote, “As discussed previously, this is not a matter of simply flicking the switch – we need to ensure the NextMuni data is as 'apples to apples' as possible when compared to the historical methodology.”\u003c/p>\n\u003cp>In his memo from earlier that year, Fox had weighed the pros and cons of switching to the unadulterated electronic data. The new system, he wrote, “would likely result in a hard-to-explain 10-15 percent drop in reporting on-time performance.”\u003c/p>\n\u003cp>Ultimately, it wasn’t until current Muni Chief Ed Reiskin arrived last year that the agency decided to ditch the old method, Fox said.\u003c/p>\n\u003cp>Soon, Fox said, the public and Muni managers will have access to plentiful data measuring real-time performance of the transit agency’s buses, trains and cable cars. One statistic the agency will highlight is the time between arrivals. Muni officials believe that it's more important that a bus comes every 10 minutes than whether it arrives exactly at 10:02 a.m. as scheduled, for example.\u003c/p>\n\u003cp>“There's the importance of transparency, but it’s also important that the management have the information they need to improve service,” he said.\u003c/p>\n\u003cp>When asked how he felt about Muni inflating numbers for all those years, Fox hesitated. Then he answered.\u003c/p>\n\u003cp>“I'm really happy where we are today,” he said. “I think that probably being spelled out helped the organization along in a significant way, and now we’re on the path to having much clearer reporting.”\u003c/p>\n\u003cp>Tan, the Muni rider who was waiting for his bus, said he hoped that Muni buses would arrive on schedule more often. When he leaves work at 10 p.m., it often takes hours to travel from Fisherman's Wharf across town to his home on Ocean Avenue.\u003c/p>\n\u003cp>“Sometimes I get home at midnight,” he said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Shane Shifflett contributed to this report.\u003c/p>\n\n",
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"description": "by Zusha Elinson, The Bay Citizen Muni officials were told two years ago that they had been inflating on-time arrival rates of buses for a decade but they failed to address the issue, according to interviews and documents obtained by The Bay Citizen. In a memo to top executives, including the CEO, Muni's chief information",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/muni-time-performance-inflated/\">The Bay Citizen\u003cbr>\n\u003c/a>\u003cbr>\nMuni officials were told two years ago that they had been inflating on-time arrival rates of buses for a decade but they failed to address the issue, according to interviews and documents obtained by The Bay Citizen.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo.png\">\u003cimg class=\"alignleft size-full wp-image-69570\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>In a memo to top executives, including the CEO, Muni's chief information officer detailed the accounting maneuvers, called “quirks,” that were boosting the numbers reported to the public by as much as 18 percent.\u003c/p>\n\u003cp>Muni has been under pressure to improve timeliness since 1999, when San Francisco residents voted to require the transit agency to be on time at least 85 percent of the time. For years, bonuses for the Muni chief have also been tied to performance measures, including on-time performance.\u003c/p>\n\u003cfigure id=\"attachment_69571\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/munibus-jason-henry-baycitizen.jpg\">\u003cimg class=\"size-full wp-image-69571\" title=\"munibus jason henry baycitizen\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/munibus-jason-henry-baycitizen.jpg\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni bus makes its way down Market Street in San Francisco. (Jason Henry/The Bay Citizen)\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Citizen revealed last month that Muni vehicles arrived on schedule 61.4 percent of the time during the last three months of 2011, instead of the 71 percent reported by the transit agency. From July to September 2011, the transit agency’s on-time performance was 59 percent, not the 72 percent it claimed.\u003c/p>\n\u003cp>At the time, Muni officials blamed an imprecise algorithm for the errant calculation.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In a newly obtained 2010 memo sent to then-CEO Nat Ford and others, Muni Chief Information Officer Travis Fox detailed exactly how the agency made its calculations.\u003c!--more-->\u003c/p>\n\u003cp>He wrote that in the late 1990s, on-time performance was measured by observing whether a bus reached the bus stop at the scheduled time. He characterized that method as the “most appropriate way to measure the consistency of service delivered.”\u003c/p>\n\u003cp>But the transit agency dropped that method after voters passed Proposition E, which set goals and etched into the city’s charter the definition of “on time” as no more than one minute early or four minutes late.\u003c/p>\n\u003cp>In the memo, Fox outlined four accounting maneuvers that led to “a reported on-time performance figure that is 13-18 percent higher than actual schedule adherence.”\u003c/p>\n\u003cp>Any bus arriving up to 4 minutes and 59 seconds late was counted as on time. The liberal definition of 60 seconds was reported by The Bay Citizen last month. In his 2010 memo, Fox blamed a software program that “clips” the seconds off of time entries.\u003c/p>\n\u003cp>Phantom buses that don't make their scheduled runs at all were not factored into on-time performance. Yet Fox pointed out that the “resulting service gaps affect on-time performance due to longer boarding times associated with crush loads.”\u003c/p>\n\u003cp>Muni would count a bus as on time if it came to a stop at the time when another bus was scheduled to arrive, even if it was a different late or early bus on the same bus line. Fox wrote that accounting maneuver was used to “maximize the number of observations falling within the -1/+4 minute on-time performance window.”\u003c/p>\n\u003cp>Late inbound Muni trains heading to the Embarcadero Station were excluded from the calculation because “service in the tunnel cannot be controlled.” Tunnel traffic, automatically controlled by Muni computers, is a chronic source of train delays. The N-Judah, for instance, was on time 52 percent of the time during the last six months of 2011, according to a Bay Citizen analysis.\u003c/p>\n\u003cp>Ford, the former Muni CEO, acknowledged in an interview that the memo should have “set off alarm bells.”\u003c/p>\n\u003cp>“That would have been a major issue that would have had to be brought to the board,” he said.\u003c/p>\n\u003cp>But Ford, who resigned last year, said he didn’t recall ever reading the memo, which was also sent to four other SFMTA higher-ups, including John Haley, director of Transit Operations, and Julie Kirschbaum, manager of Operations Planning. The transit agency was in the midst of dealing with cuts to bus service, Ford said, and the memo “may have got lost in the shuffle.”\u003c/p>\n\u003cp>Instead, two weeks after Fox sent the memo, Ford and then-Mayor Gavin Newsom together announced that the troubled transit agency had achieved a record 75 percent on-time performance rate in the first three months of 2010.\u003c/p>\n\u003cp>“Improving Muni’s on-time performance is fundamental to the SFMTA’s mission,” Ford said in the news release on the achievement.\u003c/p>\n\u003cp>Disappointment, but no surprise\u003c/p>\n\u003cp>Proof that Muni’s on-time arrival rate is lower than it reported for years did not surprise passengers.\u003c/p>\n\u003cp>“I’ve been here for seven years, and they’re always late,” said Rex Tan, who takes a train and a bus to his job selling sunglasses at Fisherman’s Wharf. “Just last week I was late to work twice.”\u003c/p>\n\u003cp>Ben Kaufman, a spokesman for the San Francisco Transit Riders Union, said that it was “disappointing and frustrating that the MTA would deceive the public like that for better performance data.”\u003c/p>\n\u003cp>“They’re not going to get better on-time performance unless they make serious changes to the system,” Kaufman said.\u003c/p>\n\u003cp>The initial reaction at the transit agency to inflated on-time reports was muted. At a board meeting last month, the agency’s directors said they were not concerned when the issue first was raised by The Bay Citizen.\u003c/p>\n\u003cp>“We have a lot of faith in the management team here in terms of the integrity of the information,” Jerry Lee, chairman of the agency’s Policy and Governance Committee, said at the time.\u003c/p>\n\u003cp>The board made no effort to inquire further.\u003c/p>\n\u003cp>But Fox said in an interview last week that, starting in July, Muni would be reporting on-time performance without any of the maneuvers he had identified.\u003c/p>\n\u003cp>“There will be no quirk implementation,” he said.\u003c/p>\n\u003cp>Origins of the deception\u003c/p>\n\u003cp>It is unclear who set Muni down the path of overstating on-time performance. In his memo, Fox wrote that the methodology was “modified” by Michael Burns, the Muni chief from 1999 to 2005. And in an interview Fox said the method first was used in 2001.\u003c/p>\n\u003cp>Burns, however, said that he “was not involved in developing the formula at all.”\u003c/p>\n\u003cp>“I was not aware of the details, and I did not direct any of the calculations,” he said.\u003c/p>\n\u003cp>Burns said he wouldn’t have stood for it.\u003c/p>\n\u003cp>“I would've had them go back and use the four minutes,” he said. “ I never, nor do I now, think there’s any flexibility on what is written in charter.”\u003cbr>\nThree SFMTA employees who worked on the performance statistics at the time either refused to comment or didn’t return emails and phone calls seeking comment.\u003c/p>\n\u003cp>What is clear is that after voters set the 85 percent target, Muni struggled to reach it. In fiscal year 2001, the transit agency’s on-time arrival rate was 55.4 percent. The next year, the rate jumped to 69.9 percent. From then on, the rate leveled off before peaking in 2010.\u003c/p>\n\u003cp>Bonuses for Muni employees, including Burns, were tied to the performance standards back then. A total of 1,500 employees received incentive payments in 2001, according to meeting minutes. Burns' contract allowed him to receive up to $15,000 in bonuses tied to performance, including on-time performance, although it is not clear whether he received them.\u003c/p>\n\u003cp>The man behind the numbers\u003c/p>\n\u003cp>Fox, 40, arrived at the transit agency in 2007 with a background in performance measurement. He quickly pieced together how the transit agency calculated on-time arrivals. The issue came to the fore as the agency considered switching from a manual tally to electronic data supplied by transmitters on the buses.\u003c/p>\n\u003cp>In a November 2010 email to Ford, Fox wrote, “As discussed previously, this is not a matter of simply flicking the switch – we need to ensure the NextMuni data is as 'apples to apples' as possible when compared to the historical methodology.”\u003c/p>\n\u003cp>In his memo from earlier that year, Fox had weighed the pros and cons of switching to the unadulterated electronic data. The new system, he wrote, “would likely result in a hard-to-explain 10-15 percent drop in reporting on-time performance.”\u003c/p>\n\u003cp>Ultimately, it wasn’t until current Muni Chief Ed Reiskin arrived last year that the agency decided to ditch the old method, Fox said.\u003c/p>\n\u003cp>Soon, Fox said, the public and Muni managers will have access to plentiful data measuring real-time performance of the transit agency’s buses, trains and cable cars. One statistic the agency will highlight is the time between arrivals. Muni officials believe that it's more important that a bus comes every 10 minutes than whether it arrives exactly at 10:02 a.m. as scheduled, for example.\u003c/p>\n\u003cp>“There's the importance of transparency, but it’s also important that the management have the information they need to improve service,” he said.\u003c/p>\n\u003cp>When asked how he felt about Muni inflating numbers for all those years, Fox hesitated. Then he answered.\u003c/p>\n\u003cp>“I'm really happy where we are today,” he said. “I think that probably being spelled out helped the organization along in a significant way, and now we’re on the path to having much clearer reporting.”\u003c/p>\n\u003cp>Tan, the Muni rider who was waiting for his bus, said he hoped that Muni buses would arrive on schedule more often. When he leaves work at 10 p.m., it often takes hours to travel from Fisherman's Wharf across town to his home on Ocean Avenue.\u003c/p>\n\u003cp>“Sometimes I get home at midnight,” he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cstrong>Update 10:07 p.m:\u003c/strong> All lanes of the Bay Bridge have been reopened, the \u003ca href=\"http://traffic.511.org/alerts.asp\">Metropolitan Transportation Commission \u003c/a>reports. \"Motorists are advised to continue to expect delays until traffic can clear the area.\"\u003c/p>\n\u003cp>(Bay City News) Sporadic lane closures on the San Francisco-Oakland Bay Bridge could last until 10:30 a.m. today as officers investigate a shooting incident there, according to the California Highway Patrol.\u003c/p>\n\u003cp>CHP first responded to the incident on the lower deck of the Bay Bridge at around 2 a.m. and closed all lanes headed to Oakland for about 15 minutes.\u003c/p>\n\u003cp>Three lanes were opened for several hours after that, but were closed again briefly around 4:30 a.m. and CHP has been sporadically opening and closing lanes since then.\u003c/p>\n\u003cp>San Francisco police recently took over the investigation, according to CHP. The bridge may not fully reopen until 10:30 a.m.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cp>\u003cstrong>Update at 3:55 pm\u003c/strong>: BART tells us it is recovering from delays in trans-Bay service triggered when a man was discovered deceased on a Richmond-to-Millbrae train.\u003c/p>\n\u003cp>The train was stopped for more than half an hour at the Embarcadero Station while the San Francisco medical examiner removed the body.\u003c/p>\n\u003cp>BART service from the East Bay to San Francisco was delayed up to 45 minutes by the incident.\u003c/p>\n\u003cp>\u003cstrong>Update at 3:40 pm:\u003c/strong> BART has resumed normal service following a major service disruption at Embarcadero BART Station. Earlier, \u003ca href=\"http://www.bart.gov/news/articles/2012/news20120703.aspx\">BART\u003c/a> reported the following on its website:\u003c/p>\n\u003cblockquote>\u003cp>There is currently a major service disruption at Embarcadero BART Station. At approximately 2:00 pm, a person was reported on the floor of a train car. Emergency personnel responded and service through the station has been reduced. We're awaiting more details. There is no service on the Fremont - Daly City and Richmond - Daly City lines. Service is operating on the Fremont to Richmond, Pittsburg / Bay Point to SFO - Millbrae and Dublin / Pleasanton to Daly City Lines.\n\u003c/p>\u003c/blockquote>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update at 3:55 pm\u003c/strong>: BART tells us it is recovering from delays in trans-Bay service triggered when a man was discovered deceased on a Richmond-to-Millbrae train.\u003c/p>\n\u003cp>The train was stopped for more than half an hour at the Embarcadero Station while the San Francisco medical examiner removed the body.\u003c/p>\n\u003cp>BART service from the East Bay to San Francisco was delayed up to 45 minutes by the incident.\u003c/p>\n\u003cp>\u003cstrong>Update at 3:40 pm:\u003c/strong> BART has resumed normal service following a major service disruption at Embarcadero BART Station. Earlier, \u003ca href=\"http://www.bart.gov/news/articles/2012/news20120703.aspx\">BART\u003c/a> reported the following on its website:\u003c/p>\n\u003cblockquote>\u003cp>There is currently a major service disruption at Embarcadero BART Station. At approximately 2:00 pm, a person was reported on the floor of a train car. Emergency personnel responded and service through the station has been reduced. We're awaiting more details. There is no service on the Fremont - Daly City and Richmond - Daly City lines. Service is operating on the Fremont to Richmond, Pittsburg / Bay Point to SFO - Millbrae and Dublin / Pleasanton to Daly City Lines.\n\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Does California need a bullet train zooming from San Francisco to Los Angeles in under 3 hours? Does San Francisco need a new 1.7-mile extension of Muni’s T Third Line? The two projects became entangled this week, \u003ca href=\"http://www.sfgate.com/bayarea/matier-ross/article/High-speed-rail-Bay-Area-legislators-support-key-3677809.php\">San Francisco Chronicle \u003c/a>reports, with key votes looming on both.\u003c/p>\n\u003cblockquote>\u003cp>In a move some see as an attempt to round up badly needed \"yes\" votes for the project, Gov. Jerry Brown and state Senate President Pro Tem Darrell Steinberg, D-Sacramento, are insisting on an \"all or nothing\" vote on both the $68 billion rail line and millions of dollars for local \"connectivity\" projects. In the Bay Area, those connections include:\u003c/p>\n\u003cp>-- $140 million for new BART cars.\u003c/p>\n\u003cp>-- $105 million to modernize Caltrain.\u003c/p>\n\u003cp>-- $61 million for San Francisco's Central Subway.\u003c/p>\n\u003cp>-- $46.5 million to improve the tracks on the Capital Corridor commute line between Oakland and San Jose.\u003c/p>\u003c/blockquote>\n\u003cp>That's not the only obstacle on the tracks for the central subway. An amendment that passed in the US House of Representatives would strip the project of federal funding, the \u003ca href=\"http://www.sfexaminer.com/local/transportation/2012/07/central-subway-going-forward-despite-house-s-vote-yank-850m-funds\">San Francisco Examiner\u003c/a> reports. But Muni is chugging ahead with the project, hoping the US Senate will vote against the amendment.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Does California need a bullet train zooming from San Francisco to Los Angeles in under 3 hours? Does San Francisco need a new 1.7-mile extension of Muni’s T Third Line? The two projects became entangled this week, \u003ca href=\"http://www.sfgate.com/bayarea/matier-ross/article/High-speed-rail-Bay-Area-legislators-support-key-3677809.php\">San Francisco Chronicle \u003c/a>reports, with key votes looming on both.\u003c/p>\n\u003cblockquote>\u003cp>In a move some see as an attempt to round up badly needed \"yes\" votes for the project, Gov. Jerry Brown and state Senate President Pro Tem Darrell Steinberg, D-Sacramento, are insisting on an \"all or nothing\" vote on both the $68 billion rail line and millions of dollars for local \"connectivity\" projects. In the Bay Area, those connections include:\u003c/p>\n\u003cp>-- $140 million for new BART cars.\u003c/p>\n\u003cp>-- $105 million to modernize Caltrain.\u003c/p>\n\u003cp>-- $61 million for San Francisco's Central Subway.\u003c/p>\n\u003cp>-- $46.5 million to improve the tracks on the Capital Corridor commute line between Oakland and San Jose.\u003c/p>\u003c/blockquote>\n\u003cp>That's not the only obstacle on the tracks for the central subway. An amendment that passed in the US House of Representatives would strip the project of federal funding, the \u003ca href=\"http://www.sfexaminer.com/local/transportation/2012/07/central-subway-going-forward-despite-house-s-vote-yank-850m-funds\">San Francisco Examiner\u003c/a> reports. But Muni is chugging ahead with the project, hoping the US Senate will vote against the amendment.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cstrong>by Will Evans, \u003ca href=\"http://californiawatch.org/dailyreport/scrutiny-oakland-church-school-grows-16725\">California Watch\u003c/a>\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_67187\" class=\"wp-caption alignright\" style=\"max-width: 200px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/06/St.Andrew_08_web.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/06/St.Andrew_08_web-200x300.jpg\" alt=\"\" title=\"St. Andrew Missionary Baptist Church in West Oakland\" width=\"200\" height=\"300\" class=\"size-medium wp-image-67187\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: Michael Short/California Watch\u003c/figcaption>\u003c/figure>\n\u003cp>Scrutiny of a West Oakland church school accused of abuse by parents and students is growing, with BART officials now questioning the school's right to solicit for donations in stations and state officials investigating whether federal funds should have gone to school leaders.\u003c/p>\n\u003cp>The latest actions follow an ongoing investigation by California Watch and CBS 5 into St. Andrew Missionary Baptist Church and private school, where students as young as 9 say they were required to ask for money for hours after school and federal funding appears to be based on inflated enrollment numbers. The Oakland school board also has \u003ca href=\"http://californiawatch.org/dailyreport/oakland-unified-board-orders-investigation-church-school-16635\" target=\"_blank\">launched an investigation\u003c/a>\u003cstrong> \u003c/strong>after a rancorous school board meeting earlier this month, where parents alleged mistreatment of students at the school.\u003c/p>\n\u003cp>\"We should not be in the position of allowing children to be exploited in any kind of way,\" said BART Director Lynette Sweet. \"An abundance of caution tells us we should stop (the soliciting).\"\u003c/p>\n\u003cp>Church leader Robert Lacy Jr. objected to the continued scrutiny of the \u003ca href=\"http://www.saintambcpstu.com/752.html\" target=\"_blank\">school\u003c/a> his father, the pastor Robert Lacy, founded in 1978.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Now it sounds like it’s getting into harassing individuals that aren’t bothering anyone,\" he said in an interview. \"It sounds like you’re trying to defame the character of the school and the church and everything that has to do with St. Andrew.\" \u003c!--more-->\u003c/p>\n\u003cp>BART has routinely granted permits allowing St. Andrew to solicit donations, and staff previously defended that action to its board citing free speech rights. But Sweet and Director Robert Raburn now are asking BART's lawyers to determine what leeway the agency has to restrict the soliciting activities of St. Andrew.\u003c/p>\n\u003cp>\"By all accounts, this is not a group that we want to promote on public property,\" Raburn wrote in an email to California Watch.\u003c/p>\n\u003cp>Raburn said he became concerned last year when he saw unsupervised St. Andrew students asking for money at the Fruitvale BART after dark. Sweet also grew alarmed, she said, after seeing the soliciting continue day after day.\u003c/p>\n\u003cp>But BART staff responded to the board in a \u003ca href=\"https://www.documentcloud.org/documents/372850-bart-memo.html\" target=\"_blank\">December memo\u003c/a> that \"the speech activities are protected on the grounds that the Church is a religious organization engaged in charitable solicitation.\"\u003c/p>\n\u003cp>St. Andrew students have been raising money for years, but it's \u003ca href=\"http://californiawatch.org/dailyreport/controversial-church-sends-kids-solicit-money-bart-stations-13825\" target=\"_blank\">unclear\u003c/a> where the money is going. The pastor drives a Cadillac Escalade while the school building needs repairs.\u003c/p>\n\u003cp>California Watch recently uncovered \u003ca href=\"http://californiawatch.org/k-12/oakland-school-accused-abuse-overbilling-taxpayers-records-show-16428\" target=\"_blank\">allegations of abuse\u003c/a> at the hands of Robert Lacy Jr., who teaches at the school and sometimes takes students to solicit at BART stations. Former students said he hit and threw things at children in his classes. Lacy Jr. has said he doesn't have \"any history\" of hitting children.\u003c/p>\n\u003cp>Sweet said the staff decision to keep monthly permits flowing to St. Andrew was \"the wrong thing to do.\"\u003c/p>\n\u003cp>\"It didn’t appear that they were raising money for a legitimate cause,\" she said. \"It also appeared that they were out there too long – they were being abused.\"\u003c/p>\n\u003cp>BART spokeswoman Luna Salaver said that as a public agency, BART has to issue the permits \"on a level playing field.\" She said BART police monitored the situation and did not observe any violations.\u003c/p>\n\u003cp>\"BART takes children’s safety very seriously,\" Salaver said.\u003c/p>\n\u003cp>BART issued \u003ca href=\"https://www.documentcloud.org/documents/372852-bart-permit-june-2012.html\" target=\"_blank\">this month's permit\u003c/a> to Andrew Lacy, another son of the pastor. The permit allows fundraising every day from 5 to 7 p.m. at seven BART stations in Berkeley, Oakland and San Leandro.\u003c/p>\n\u003cp>Andrew Lacy has a history of illegal activity. He pleaded guilty to \u003ca href=\"https://www.documentcloud.org/documents/366460-charges.html\" target=\"_blank\">felony welfare fraud\u003c/a> in 2004, according to court records. And, according to \u003ca href=\"https://www.documentcloud.org/documents/372858-andrew-lacy-2002-arrest.html\" target=\"_blank\">police records\u003c/a> newly obtained by California Watch, he was also arrested in 2002 on charges of injuring his girlfriend with a club. He was convicted of a misdemeanor domestic violence charge in that case, which was later dismissed after he satisfied the conditions of his probation, according to court records.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>BART does not conduct a criminal background check before issuing permits, Salaver said.\u003c/p>\n\u003cdiv>\n\u003cp>In a separate custody court case this year, the father of Andrew Lacy's stepdaughter – then a student at St. Andrew – accused Lacy of threatening to slap the girl if she didn't solicit at BART stations. The girl’s mother denied the allegations in court filings, but the judge gave primary custody to the father, specifying that the girl not engage in soliciting.\u003c/p>\n\u003cp>Andrew Lacy did not respond to requests for comment.\u003c/p>\n\u003cp>Meanwhile, state officials plan to investigate whether the Oakland Unified School District mismanaged federal funds as it distributed money to St. Andrew teachers. California Watch found that the school's reported enrollment numbers, used to determine its level of federal funding, far exceeded the number of students who actually attend.\u003c/p>\n\u003cp>Oakland Unified distributes Title I money based on the number of low-income students and Title II money based on total enrollment. The district uses enrollment figures reported to the state to allocate Title II funds.\u003c/p>\n\u003cp>St. Andrew reported to the state it had 195 students this year, including 61 low-income students, while former students said fewer than 30 attended. An Oakland fire inspector observed 15 to 20 students and determined that the classrooms could fit no more than 58.\u003c/p>\n\u003cp>As part of a federal program to improve teaching and help struggling students at both public and private schools, Oakland Unified allocated at least $50,000 to benefit St. Andrew this school year and paid out $173,500 over the previous four years. Most of the money went to Lacy Jr. and Carrie Banks, a St. Andrew teacher who married the pastor in 1999.\u003c/p>\n\u003cp>Oakland Unified spokesman Troy Flint said the state is responsible for making sure the numbers are accurate.\u003c/p>\n\u003cp>\"It just makes common sense,\" Flint said.\u003c/p>\n\u003cp>But state Education Department spokesman Paul Hefner said the state does not check the enrollment figures.\u003c/p>\n\u003cp>Local school districts, he said, “need to take steps to verify those numbers.”\u003c/p>\n\u003cp>Hefner said the state is moving up a planned routine review of the district's distribution of Title I and II funds from January\u003cstrong> \u003c/strong>to September because of the controversy. The review, he said, will also look into whether the money should have gone to Lacy Jr. and Banks, since the law requires it be used for consultants who are \"independent\" of the school.\u003c/p>\n\u003cp>The district could be on the hook for refunding any misspent money.\u003c/p>\n\u003cp>In total, the district allocated $1.2 million to benefit Oakland private school students and teachers during the 2011-12 school year, according to district records.\u003c/p>\n\u003cp>\u003cem>Will Evans is an investigative journalist for \u003ca href=\"http://californiawatch.org/\">California Watch\u003c/a>.\u003c/em>\u003c/p>\n\u003c/div>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>by Will Evans, \u003ca href=\"http://californiawatch.org/dailyreport/scrutiny-oakland-church-school-grows-16725\">California Watch\u003c/a>\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_67187\" class=\"wp-caption alignright\" style=\"max-width: 200px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/06/St.Andrew_08_web.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/06/St.Andrew_08_web-200x300.jpg\" alt=\"\" title=\"St. Andrew Missionary Baptist Church in West Oakland\" width=\"200\" height=\"300\" class=\"size-medium wp-image-67187\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: Michael Short/California Watch\u003c/figcaption>\u003c/figure>\n\u003cp>Scrutiny of a West Oakland church school accused of abuse by parents and students is growing, with BART officials now questioning the school's right to solicit for donations in stations and state officials investigating whether federal funds should have gone to school leaders.\u003c/p>\n\u003cp>The latest actions follow an ongoing investigation by California Watch and CBS 5 into St. Andrew Missionary Baptist Church and private school, where students as young as 9 say they were required to ask for money for hours after school and federal funding appears to be based on inflated enrollment numbers. The Oakland school board also has \u003ca href=\"http://californiawatch.org/dailyreport/oakland-unified-board-orders-investigation-church-school-16635\" target=\"_blank\">launched an investigation\u003c/a>\u003cstrong> \u003c/strong>after a rancorous school board meeting earlier this month, where parents alleged mistreatment of students at the school.\u003c/p>\n\u003cp>\"We should not be in the position of allowing children to be exploited in any kind of way,\" said BART Director Lynette Sweet. \"An abundance of caution tells us we should stop (the soliciting).\"\u003c/p>\n\u003cp>Church leader Robert Lacy Jr. objected to the continued scrutiny of the \u003ca href=\"http://www.saintambcpstu.com/752.html\" target=\"_blank\">school\u003c/a> his father, the pastor Robert Lacy, founded in 1978.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Now it sounds like it’s getting into harassing individuals that aren’t bothering anyone,\" he said in an interview. \"It sounds like you’re trying to defame the character of the school and the church and everything that has to do with St. Andrew.\" \u003c!--more-->\u003c/p>\n\u003cp>BART has routinely granted permits allowing St. Andrew to solicit donations, and staff previously defended that action to its board citing free speech rights. But Sweet and Director Robert Raburn now are asking BART's lawyers to determine what leeway the agency has to restrict the soliciting activities of St. Andrew.\u003c/p>\n\u003cp>\"By all accounts, this is not a group that we want to promote on public property,\" Raburn wrote in an email to California Watch.\u003c/p>\n\u003cp>Raburn said he became concerned last year when he saw unsupervised St. Andrew students asking for money at the Fruitvale BART after dark. Sweet also grew alarmed, she said, after seeing the soliciting continue day after day.\u003c/p>\n\u003cp>But BART staff responded to the board in a \u003ca href=\"https://www.documentcloud.org/documents/372850-bart-memo.html\" target=\"_blank\">December memo\u003c/a> that \"the speech activities are protected on the grounds that the Church is a religious organization engaged in charitable solicitation.\"\u003c/p>\n\u003cp>St. Andrew students have been raising money for years, but it's \u003ca href=\"http://californiawatch.org/dailyreport/controversial-church-sends-kids-solicit-money-bart-stations-13825\" target=\"_blank\">unclear\u003c/a> where the money is going. The pastor drives a Cadillac Escalade while the school building needs repairs.\u003c/p>\n\u003cp>California Watch recently uncovered \u003ca href=\"http://californiawatch.org/k-12/oakland-school-accused-abuse-overbilling-taxpayers-records-show-16428\" target=\"_blank\">allegations of abuse\u003c/a> at the hands of Robert Lacy Jr., who teaches at the school and sometimes takes students to solicit at BART stations. Former students said he hit and threw things at children in his classes. Lacy Jr. has said he doesn't have \"any history\" of hitting children.\u003c/p>\n\u003cp>Sweet said the staff decision to keep monthly permits flowing to St. Andrew was \"the wrong thing to do.\"\u003c/p>\n\u003cp>\"It didn’t appear that they were raising money for a legitimate cause,\" she said. \"It also appeared that they were out there too long – they were being abused.\"\u003c/p>\n\u003cp>BART spokeswoman Luna Salaver said that as a public agency, BART has to issue the permits \"on a level playing field.\" She said BART police monitored the situation and did not observe any violations.\u003c/p>\n\u003cp>\"BART takes children’s safety very seriously,\" Salaver said.\u003c/p>\n\u003cp>BART issued \u003ca href=\"https://www.documentcloud.org/documents/372852-bart-permit-june-2012.html\" target=\"_blank\">this month's permit\u003c/a> to Andrew Lacy, another son of the pastor. The permit allows fundraising every day from 5 to 7 p.m. at seven BART stations in Berkeley, Oakland and San Leandro.\u003c/p>\n\u003cp>Andrew Lacy has a history of illegal activity. He pleaded guilty to \u003ca href=\"https://www.documentcloud.org/documents/366460-charges.html\" target=\"_blank\">felony welfare fraud\u003c/a> in 2004, according to court records. And, according to \u003ca href=\"https://www.documentcloud.org/documents/372858-andrew-lacy-2002-arrest.html\" target=\"_blank\">police records\u003c/a> newly obtained by California Watch, he was also arrested in 2002 on charges of injuring his girlfriend with a club. He was convicted of a misdemeanor domestic violence charge in that case, which was later dismissed after he satisfied the conditions of his probation, according to court records.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BART does not conduct a criminal background check before issuing permits, Salaver said.\u003c/p>\n\u003cdiv>\n\u003cp>In a separate custody court case this year, the father of Andrew Lacy's stepdaughter – then a student at St. Andrew – accused Lacy of threatening to slap the girl if she didn't solicit at BART stations. The girl’s mother denied the allegations in court filings, but the judge gave primary custody to the father, specifying that the girl not engage in soliciting.\u003c/p>\n\u003cp>Andrew Lacy did not respond to requests for comment.\u003c/p>\n\u003cp>Meanwhile, state officials plan to investigate whether the Oakland Unified School District mismanaged federal funds as it distributed money to St. Andrew teachers. California Watch found that the school's reported enrollment numbers, used to determine its level of federal funding, far exceeded the number of students who actually attend.\u003c/p>\n\u003cp>Oakland Unified distributes Title I money based on the number of low-income students and Title II money based on total enrollment. The district uses enrollment figures reported to the state to allocate Title II funds.\u003c/p>\n\u003cp>St. Andrew reported to the state it had 195 students this year, including 61 low-income students, while former students said fewer than 30 attended. An Oakland fire inspector observed 15 to 20 students and determined that the classrooms could fit no more than 58.\u003c/p>\n\u003cp>As part of a federal program to improve teaching and help struggling students at both public and private schools, Oakland Unified allocated at least $50,000 to benefit St. Andrew this school year and paid out $173,500 over the previous four years. Most of the money went to Lacy Jr. and Carrie Banks, a St. Andrew teacher who married the pastor in 1999.\u003c/p>\n\u003cp>Oakland Unified spokesman Troy Flint said the state is responsible for making sure the numbers are accurate.\u003c/p>\n\u003cp>\"It just makes common sense,\" Flint said.\u003c/p>\n\u003cp>But state Education Department spokesman Paul Hefner said the state does not check the enrollment figures.\u003c/p>\n\u003cp>Local school districts, he said, “need to take steps to verify those numbers.”\u003c/p>\n\u003cp>Hefner said the state is moving up a planned routine review of the district's distribution of Title I and II funds from January\u003cstrong> \u003c/strong>to September because of the controversy. The review, he said, will also look into whether the money should have gone to Lacy Jr. and Banks, since the law requires it be used for consultants who are \"independent\" of the school.\u003c/p>\n\u003cp>The district could be on the hook for refunding any misspent money.\u003c/p>\n\u003cp>In total, the district allocated $1.2 million to benefit Oakland private school students and teachers during the 2011-12 school year, according to district records.\u003c/p>\n\u003cp>\u003cem>Will Evans is an investigative journalist for \u003ca href=\"http://californiawatch.org/\">California Watch\u003c/a>.\u003c/em>\u003c/p>\n\u003c/div>\n\u003c/div>\u003c/p>",
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"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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"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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"marketplace": {
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"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.",
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"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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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"pri-the-world": {
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"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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"radiolab": {
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"reveal": {
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},
"rightnowish": {
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"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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},
"science-friday": {
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"info": "Science Friday is a weekly science talk show, broadcast live over public radio stations nationwide. Each week, the show focuses on science topics that are in the news and tries to bring an educated, balanced discussion to bear on the scientific issues at hand. Panels of expert guests join host Ira Flatow, a veteran science journalist, to discuss science and to take questions from listeners during the call-in portion of the program.",
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"snap-judgment": {
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"title": "Snap Judgment",
"tagline": "Real stories with killer beats",
"info": "The Snap Judgment radio show and podcast mixes real stories with killer beats to produce cinematic, dramatic radio. Snap's musical brand of storytelling dares listeners to see the world through the eyes of another. This is storytelling... with a BEAT!! Snap first aired on public radio stations nationwide in July 2010. Today, Snap Judgment airs on over 450 public radio stations and is brought to the airwaves by KQED & PRX.",
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},
"soldout": {
"id": "soldout",
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}
