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"content": "\u003cp>If you are out and about in San Francisco, you may have noticed ads on the sides of Muni buses that refer to Israel's enemies as \"savages.\" The ads are raising questions about the kind of advertising public agencies can accept.\u003c/p>\n\u003cp>The ads read: \"In any war between the civilized man and the savage, support the civilized man. Support Israel. Defeat jihad.\"\u003c/p>\n\u003cp>The ad has offended some San Franciscans, who have expressed their \u003ca href=\"http://storify.com/xdamman/sf-muni-shows-a-political-and-racist-ad-against-pa\">reactions on Twitter\u003c/a>. For example:\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\u003cp>PT: A blatantly racist, pro-Israel ad by the American Freedom Defense Initiative, on SF MUNI buses. \u003ca title=\"http://twitter.com/roamingradical/status/234184296443834368/photo/1\" href=\"http://t.co/L2c5m7az\">twitter.com/roamingradical…\u003c/a> h/t \u003ca href=\"https://twitter.com/roamingradical\">\u003cs>@\u003c/s>\u003cstrong>roamingradical\u003c/strong>\u003c/a>\u003c/p>\n\u003cp>— volksmenner (@volksmenner) \u003ca href=\"https://twitter.com/volksmenner/status/234275582907674624\">August 11, 2012\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>\u003ca href=\"http://freedomdefense.typepad.com/fdi/2011/07/american-freedom-defense-initiative-action-plan.html\">Pamela Geller\u003c/a>, who purchased the ads, had been waiting for approval from Muni for months, she tells KQED's Aarti Shahani. She says approval came the same day a federal judge ruled that New York City violated Geller's free speech rights by refusing an identical campaign there.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Geller said she bought the ads in response to advertising that called for ending U.S. aid to Israel. \"I wanted to counter that message,\" she said.\u003c/p>\n\u003cp>Why the word \"savage?\"\u003c/p>\n\u003cp>Here's Geller's explanation:\u003c/p>\n\u003cblockquote>\u003cp>Because any targeting of innocent civilians is savagery. Mothers and children on a bus are targeted, and that is savagery. Kidnapping and murdering is savagery. The U.S. does not conduct war that way, and neither does Israel. Now, there is sometimes the accidental death of civilians, which is far different than the targeting of innocent civilians.\u003c/p>\u003c/blockquote>\n\u003cp>The ads are scheduled to run through the end of the month. But some people would like to stop them sooner.\u003c/p>\n\u003cp>The Council on American-Islamic Relations is supporting \u003ca href=\"http://www.change.org/petitions/commissioner-join-us-in-condemning-ads-that-are-hate-speech-and-promote-violence\">a petition\u003c/a> to stop the ads. CAIR's San Francisco executive director told Aarti Shahani that she would like Muni to formulate a policy prohibiting hate speech:\u003c/p>\n\u003cblockquote>\u003cp>We're hearing from members of the community, both Arabs and Muslims and otherwise, like interfaith and civil rights alike, saying, 'We don't feel comfortable boarding buses that label an entire community savage.'\u003c/p>\u003c/blockquote>\n\u003cp>Manhattan district judge Paul A. Engelmayer's decision to allow the ads in New York does not end the possibility of banning such ads, Shahani says, because Engelmayer did not say all such ads must automatically be allowed. Instead he ruled that the Metropolitan Transportation Commission's policy was unconstitutional because it appeared to ban speech that impugned some groups and not others.\u003c/p>\n\u003cp>According to the \u003ca href=\"http://www.nytimes.com/2012/07/21/nyregion/mta-violated-rights-of-pro-israel-group-judge-says.html?_r=1\">New York Times:\u003c/a>\u003c/p>\n\u003cblockquote>\u003cp>(H)e even offered examples, like “Southerners are bigots,” “Upper West Siders are elitist snobs,” “Fat people are slobs,” “Blondes are bimbos” and “Lawyers are sleazebags.”\u003c/p>\u003c/blockquote>\n\u003cp>Aarti says the MTC is appealing Engelmayer's decision.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Update at 4:10 p.m\u003c/strong>: Muni spokesman Paul Rose told Aarti the agency has gotten some complaints about the ad campaign, but that's not unusual. It has never removed ads before the contract to display them ended. Will this be a first?\u003c/p>\n\u003cblockquote>\u003cp>We understand how this ad might be offensive, but we are limited in what we can do... We're exploring options in light of First Amendment issues, \u003ca href=\"http://www.sfmta.com/cms/aprocurement/advindx.htm\">our ad policy\u003c/a> and our contractual obligations.\u003c/p>\u003c/blockquote>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Geller said she bought the ads in response to advertising that called for ending U.S. aid to Israel. \"I wanted to counter that message,\" she said.\u003c/p>\n\u003cp>Why the word \"savage?\"\u003c/p>\n\u003cp>Here's Geller's explanation:\u003c/p>\n\u003cblockquote>\u003cp>Because any targeting of innocent civilians is savagery. Mothers and children on a bus are targeted, and that is savagery. Kidnapping and murdering is savagery. The U.S. does not conduct war that way, and neither does Israel. Now, there is sometimes the accidental death of civilians, which is far different than the targeting of innocent civilians.\u003c/p>\u003c/blockquote>\n\u003cp>The ads are scheduled to run through the end of the month. But some people would like to stop them sooner.\u003c/p>\n\u003cp>The Council on American-Islamic Relations is supporting \u003ca href=\"http://www.change.org/petitions/commissioner-join-us-in-condemning-ads-that-are-hate-speech-and-promote-violence\">a petition\u003c/a> to stop the ads. CAIR's San Francisco executive director told Aarti Shahani that she would like Muni to formulate a policy prohibiting hate speech:\u003c/p>\n\u003cblockquote>\u003cp>We're hearing from members of the community, both Arabs and Muslims and otherwise, like interfaith and civil rights alike, saying, 'We don't feel comfortable boarding buses that label an entire community savage.'\u003c/p>\u003c/blockquote>\n\u003cp>Manhattan district judge Paul A. Engelmayer's decision to allow the ads in New York does not end the possibility of banning such ads, Shahani says, because Engelmayer did not say all such ads must automatically be allowed. Instead he ruled that the Metropolitan Transportation Commission's policy was unconstitutional because it appeared to ban speech that impugned some groups and not others.\u003c/p>\n\u003cp>According to the \u003ca href=\"http://www.nytimes.com/2012/07/21/nyregion/mta-violated-rights-of-pro-israel-group-judge-says.html?_r=1\">New York Times:\u003c/a>\u003c/p>\n\u003cblockquote>\u003cp>(H)e even offered examples, like “Southerners are bigots,” “Upper West Siders are elitist snobs,” “Fat people are slobs,” “Blondes are bimbos” and “Lawyers are sleazebags.”\u003c/p>\u003c/blockquote>\n\u003cp>Aarti says the MTC is appealing Engelmayer's decision.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Update at 4:10 p.m\u003c/strong>: Muni spokesman Paul Rose told Aarti the agency has gotten some complaints about the ad campaign, but that's not unusual. It has never removed ads before the contract to display them ended. Will this be a first?\u003c/p>\n\u003cblockquote>\u003cp>We understand how this ad might be offensive, but we are limited in what we can do... We're exploring options in light of First Amendment issues, \u003ca href=\"http://www.sfmta.com/cms/aprocurement/advindx.htm\">our ad policy\u003c/a> and our contractual obligations.\u003c/p>\u003c/blockquote>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Update at 4:47 p.m:\u003c/strong> This is the latest service advisory from the \u003ca href=\"http://www.bart.gov/schedules/advisories/index.aspx\">BART website:\u003c/a>\u003c/p>\n\u003cblockquote>\u003cp>BART is recovering from an earlier problem. There is a 15-minute delay between system wide due to a medical emergency.\u003c/p>\u003c/blockquote>\n\u003cp>BART has not updated its Twitter messages in over an hour. We have a call into media relations.\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp>UPDATE: Lake Merrit BART station is re-opened, but there’s no Richmond-Fremont service. Dublin-bound trains are being turned back to SF.\u003c/p>\n\u003cp>— abc7newsBayArea (@abc7newsBayArea) \u003ca href=\"https://twitter.com/abc7newsBayArea/status/234058126733737984\">August 10, 2012\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp>RT \u003ca href=\"https://twitter.com/erin_ivie\">\u003cs>@\u003c/s>\u003cb>erin_ivie\u003c/b>\u003c/a>: Oakland: Man struck by BART train “alert, responsive, en route to hospital” official said. Full story: \u003ca href=\"http://t.co/tCGa0OmR\" title=\"http://bit.ly/MnlW3w\">bit.ly/MnlW3w\u003c/a>\u003c/p>\n\u003cp>— insidebayarea (@insidebayarea) \u003ca href=\"https://twitter.com/insidebayarea/status/234057665444196352\">August 10, 2012\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp>BART Lake Merritt Station re-opens. Police say person removed from the track, taken to hospital, condition unknown \u003ca href=\"http://t.co/vaEiQIjl\" title=\"http://bit.ly/kcbslive\">bit.ly/kcbslive\u003c/a>\u003c/p>\n\u003cp>— KCBS 740 AM/106.9 FM (@KCBSNews) \u003ca href=\"https://twitter.com/KCBSNews/status/234056633104334849\">August 10, 2012\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp>\u003ca href=\"https://twitter.com/search/?q=%23BREAKING\">\u003cs>#\u003c/s>\u003cb>BREAKING\u003c/b>\u003c/a>: BART says a man was on the tracks near the Lake Merritt station for unknown reasons, when he was struck by a train around 3 p.m.\u003c/p>\n\u003cp>— abc7newsBayArea (@abc7newsBayArea) \u003ca href=\"https://twitter.com/abc7newsBayArea/status/234056068374884352\">August 10, 2012\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp>Major delay system wide due to a person under a train at Lake Merritt station.\u003c/p>\n\u003cp>— SFBART (@SFBART) \u003ca href=\"https://twitter.com/SFBART/status/234055904474058753\">August 10, 2012\u003c/a>\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 4:47 p.m:\u003c/strong> This is the latest service advisory from the \u003ca href=\"http://www.bart.gov/schedules/advisories/index.aspx\">BART website:\u003c/a>\u003c/p>\n\u003cblockquote>\u003cp>BART is recovering from an earlier problem. There is a 15-minute delay between system wide due to a medical emergency.\u003c/p>\u003c/blockquote>\n\u003cp>BART has not updated its Twitter messages in over an hour. We have a call into media relations.\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp>UPDATE: Lake Merrit BART station is re-opened, but there’s no Richmond-Fremont service. Dublin-bound trains are being turned back to SF.\u003c/p>\n\u003cp>— abc7newsBayArea (@abc7newsBayArea) \u003ca href=\"https://twitter.com/abc7newsBayArea/status/234058126733737984\">August 10, 2012\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp>RT \u003ca href=\"https://twitter.com/erin_ivie\">\u003cs>@\u003c/s>\u003cb>erin_ivie\u003c/b>\u003c/a>: Oakland: Man struck by BART train “alert, responsive, en route to hospital” official said. Full story: \u003ca href=\"http://t.co/tCGa0OmR\" title=\"http://bit.ly/MnlW3w\">bit.ly/MnlW3w\u003c/a>\u003c/p>\n\u003cp>— insidebayarea (@insidebayarea) \u003ca href=\"https://twitter.com/insidebayarea/status/234057665444196352\">August 10, 2012\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp>BART Lake Merritt Station re-opens. Police say person removed from the track, taken to hospital, condition unknown \u003ca href=\"http://t.co/vaEiQIjl\" title=\"http://bit.ly/kcbslive\">bit.ly/kcbslive\u003c/a>\u003c/p>\n\u003cp>— KCBS 740 AM/106.9 FM (@KCBSNews) \u003ca href=\"https://twitter.com/KCBSNews/status/234056633104334849\">August 10, 2012\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp>\u003ca href=\"https://twitter.com/search/?q=%23BREAKING\">\u003cs>#\u003c/s>\u003cb>BREAKING\u003c/b>\u003c/a>: BART says a man was on the tracks near the Lake Merritt station for unknown reasons, when he was struck by a train around 3 p.m.\u003c/p>\n\u003cp>— abc7newsBayArea (@abc7newsBayArea) \u003ca href=\"https://twitter.com/abc7newsBayArea/status/234056068374884352\">August 10, 2012\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp>Major delay system wide due to a person under a train at Lake Merritt station.\u003c/p>\n\u003cp>— SFBART (@SFBART) \u003ca href=\"https://twitter.com/SFBART/status/234055904474058753\">August 10, 2012\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/08/Bicycling-in-traffic.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/08/Bicycling-in-traffic.jpg\" alt=\"\" title=\"Bicycling in traffic\" width=\"248\" height=\"140\" class=\"alignright size-full wp-image-72211\">\u003c/a>No big problems were reported and some riders expressed support for bikes on BART trains during the morning commute Friday.\u003c/p>\n\u003cp>BART prohibits bikes on board in commute directions during rush hour, but as an experiment \u003ca href=\"http://ww2.kqed.org/news/2012/07/31/bicycles-allowed-on-bart-during-commute-hours-friday/\">is making an exception on Fridays \u003c/a>for the month of August.\u003c/p>\n\u003cp>KQED's Andrew Stelzer rode with his bike during today's morning rush, from Ashby Station in Berkeley to Macarthur Station in Oakland.\u003c/p>\n\u003cp>A few people said bikes should get a separate car, or questioned whether Friday was the best day to do this pilot program, but most were supportive, he found.\u003c/p>\n\u003cp>In recent years, the system has become more tolerant of bicycles. See the \u003ca href=\"http://ww2.kqed.org/news/2012/07/31/bicycles-allowed-on-bart-during-commute-hours-friday/\">timeline at the bottom of this post\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>BART is soliciting feedback from riders with \u003ca href=\"http://www.bart.gov/guide/bikes/index.aspx\">online and telephone surveys\u003c/a>. Baralda says the results of the survey along with ridership data and staff observations will inform a report that the staff will make to the BART Board in November. It's up to the board to decide what permanent changes to make, if any.\u003c/p>\n\n",
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"content": "\u003cp>\u003cstrong>Update at 10:57 a.m.:\u003c/strong> Police apprehended a man who apparently stayed overnight on the south tower of the Golden Gate Bridge, leading them to briefly close the bridge to traffic on Monday morning.\u003c/p>\n\u003cp>\"The investigation is ongoing,\" California Highway Patrol Sergeant Diana McDermottso told KQED's Aarti Shahani. \"Our concern now is for... his medical health.\"\u003c/p>\n\u003cp>The CHP had the man examined by a medical team and planned to take him to San Francisco General Hospital, McDermottso said. She said they will not disclose his name if he has a medical condition and is not charged with a crime. \u003c/p>\n\u003cp>The bridge was fully opened, including sidewalks, by 10:45 a.m.\u003c/p>\n\u003cp>\u003cstrong>Update at 8:54 a.m.:\u003c/strong> Police reopened the Golden Gate Bridge at 8:52 a.m., but sidewalks remained closed and the California Highway Patrol promised a shuttle for bicyclists and pedestrians.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Police shut down the Golden Gate Bridge in both directions at 8:42 a.m. Friday morning, reportedly because they were searching for a man who climbed a bridge tower late Thursday and disappeared overnight in the fog.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Police spoke to the man between 1 and 2 a.m., according to the \u003ca href=\"http://www.insidebayarea.com/oakland-tribune/ci_21227316/police-location-golden-gate-bridge-climber-unkown\">Oakland Tribune\u003c/a>, quoting San Francisco police Officer Gordon Shyy.\u003c/p>\n\u003cblockquote>\u003cp>The man had told police by phone that he was armed, Shyy said. When he climbed down close enough for officers to approach him, their own guns drawn, the man climbed back up and has not been seen since. The officers did not see the man brandish a gun, Shyy said.\n\u003c/p>\u003c/blockquote>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update at 10:57 a.m.:\u003c/strong> Police apprehended a man who apparently stayed overnight on the south tower of the Golden Gate Bridge, leading them to briefly close the bridge to traffic on Monday morning.\u003c/p>\n\u003cp>\"The investigation is ongoing,\" California Highway Patrol Sergeant Diana McDermottso told KQED's Aarti Shahani. \"Our concern now is for... his medical health.\"\u003c/p>\n\u003cp>The CHP had the man examined by a medical team and planned to take him to San Francisco General Hospital, McDermottso said. She said they will not disclose his name if he has a medical condition and is not charged with a crime. \u003c/p>\n\u003cp>The bridge was fully opened, including sidewalks, by 10:45 a.m.\u003c/p>\n\u003cp>\u003cstrong>Update at 8:54 a.m.:\u003c/strong> Police reopened the Golden Gate Bridge at 8:52 a.m., but sidewalks remained closed and the California Highway Patrol promised a shuttle for bicyclists and pedestrians.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Police shut down the Golden Gate Bridge in both directions at 8:42 a.m. Friday morning, reportedly because they were searching for a man who climbed a bridge tower late Thursday and disappeared overnight in the fog.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Police spoke to the man between 1 and 2 a.m., according to the \u003ca href=\"http://www.insidebayarea.com/oakland-tribune/ci_21227316/police-location-golden-gate-bridge-climber-unkown\">Oakland Tribune\u003c/a>, quoting San Francisco police Officer Gordon Shyy.\u003c/p>\n\u003cblockquote>\u003cp>The man had told police by phone that he was armed, Shyy said. When he climbed down close enough for officers to approach him, their own guns drawn, the man climbed back up and has not been seen since. The officers did not see the man brandish a gun, Shyy said.\n\u003c/p>\u003c/blockquote>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Traffic Ticket Amnesty Generates Windfall for Some Counties",
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"content": "\u003cp>by Jennifer Gollan, \u003ca href=\"http://www.baycitizen.org/government/story/amnesty-ticket-holders-nets-tens-state/\">The Bay Citizen\u003c/a>\u003c/p>\n\u003cp>Last year, the state made a deal with Californians who had overdue traffic tickets.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/08/BayCitizenLogo.png\">\u003cimg class=\"alignleft size-full wp-image-72093\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/08/BayCitizenLogo.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>They would only owe half the fines and fees if they paid off their debts between January and June of this year. In exchange, the state would share the money collected with local governments and trial courts.\u003c/p>\n\u003cp>So far, that amnesty program has generated millions of dollars of much-needed revenue, according to preliminary estimates from local governments and the state's trial courts, which collect the funds.\u003c/p>\n\u003cfigure id=\"attachment_72096\" class=\"wp-caption alignright\" style=\"max-width: 250px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/08/parking-ticket.jpg\">\u003cimg class=\"size-full wp-image-72096 \" title=\"parking ticket\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/08/parking-ticket.jpg\" alt=\"\" width=\"250\" height=\"250\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An officer issues a parking citation. (Jerold Chinn/SF Public Press)\u003c/figcaption>\u003c/figure>\n\u003cp>The program, which Gov. Jerry Brown signed into law in October, has provided an unexpected windfall for some counties. Los Angeles County has collected about $6 million. In other counties, like Contra Costa, which has collected $385,337, and Santa Clara County, which has collected more than $175,000, the revenue has provided a more modest infusion of cash.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But in some cases, the cost of collecting the revenue outweighed the benefits.\u003c/p>\n\u003cp>In San Mateo County, for example, the court and county collected $31,350, of which $28,740 went to collections services and to pay a contractor to reprogram the online traffic system that people use to pay fines. The remaining $2,610 covered the time staff spent setting up and tracking the program.\u003c!--more-->\u003c/p>\n\u003cp>“In hindsight, it probably wasn’t worth it,” said Neal Taniguchi, director of finance for the San Mateo County Superior Court. “We really didn’t make any money off of it. We ended up having to spend more time to make sure people qualified for the program, and we spent a considerable amount of time setting up the program.”\u003c/p>\n\u003cp>Still, Margie Borjon-Miller, assistant director of the finance division at the Administrative Office of the Courts, which administered the program in all 58 counties, said it generally “helps the courts, the state and local governments to generate revenues that would have otherwise gone uncollected.”\u003c/p>\n\u003cp>The program did not apply to parking tickets or citations for driving under the influence or reckless driving.\u003c/p>\n\u003cp>But for people with long overdue traffic tickets, the program provided an opportunity to clear their record.\u003c/p>\n\u003cp>“While collecting overdue court-ordered fines is certainly important, what is also important is that thousands of people were able to clear up overdue debts, which in many cases helped them to move on with their lives,” said Leanne Kozak, a spokeswoman for the Administrative Office of the Courts.\u003c/p>\n\u003cp>Some of the money raised will also go to the state court system, which has seen its budget cut by millions of dollars over the past several years.\u003c/p>\n\u003cp>Kozak said she received dozens of calls from people wanting to participate in the amnesty program.\u003c/p>\n\u003cp>“It wasn’t the dollar amount that was so important, it was people solving their life problems,” Kozak said.\u003c/p>\n\u003cp>One woman said she wanted to clear her record of tickets so that she could enlist in the military.\u003c/p>\n\u003cp>California offered similar ticket amnesty programs in 1992 and 1996. In December, the Administrative Office of the Courts will report to the Legislature on how much money this year's program generated and the number of cases it resolved.\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 Jennifer Gollan, The Bay Citizen Last year, the state made a deal with Californians who had overdue traffic tickets. They would only owe half the fines and fees if they paid off their debts between January and June of this year. In exchange, the state would share the money collected with local governments and",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>by Jennifer Gollan, \u003ca href=\"http://www.baycitizen.org/government/story/amnesty-ticket-holders-nets-tens-state/\">The Bay Citizen\u003c/a>\u003c/p>\n\u003cp>Last year, the state made a deal with Californians who had overdue traffic tickets.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/08/BayCitizenLogo.png\">\u003cimg class=\"alignleft size-full wp-image-72093\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/08/BayCitizenLogo.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>They would only owe half the fines and fees if they paid off their debts between January and June of this year. In exchange, the state would share the money collected with local governments and trial courts.\u003c/p>\n\u003cp>So far, that amnesty program has generated millions of dollars of much-needed revenue, according to preliminary estimates from local governments and the state's trial courts, which collect the funds.\u003c/p>\n\u003cfigure id=\"attachment_72096\" class=\"wp-caption alignright\" style=\"max-width: 250px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/08/parking-ticket.jpg\">\u003cimg class=\"size-full wp-image-72096 \" title=\"parking ticket\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/08/parking-ticket.jpg\" alt=\"\" width=\"250\" height=\"250\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An officer issues a parking citation. (Jerold Chinn/SF Public Press)\u003c/figcaption>\u003c/figure>\n\u003cp>The program, which Gov. Jerry Brown signed into law in October, has provided an unexpected windfall for some counties. Los Angeles County has collected about $6 million. In other counties, like Contra Costa, which has collected $385,337, and Santa Clara County, which has collected more than $175,000, the revenue has provided a more modest infusion of cash.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But in some cases, the cost of collecting the revenue outweighed the benefits.\u003c/p>\n\u003cp>In San Mateo County, for example, the court and county collected $31,350, of which $28,740 went to collections services and to pay a contractor to reprogram the online traffic system that people use to pay fines. The remaining $2,610 covered the time staff spent setting up and tracking the program.\u003c!--more-->\u003c/p>\n\u003cp>“In hindsight, it probably wasn’t worth it,” said Neal Taniguchi, director of finance for the San Mateo County Superior Court. “We really didn’t make any money off of it. We ended up having to spend more time to make sure people qualified for the program, and we spent a considerable amount of time setting up the program.”\u003c/p>\n\u003cp>Still, Margie Borjon-Miller, assistant director of the finance division at the Administrative Office of the Courts, which administered the program in all 58 counties, said it generally “helps the courts, the state and local governments to generate revenues that would have otherwise gone uncollected.”\u003c/p>\n\u003cp>The program did not apply to parking tickets or citations for driving under the influence or reckless driving.\u003c/p>\n\u003cp>But for people with long overdue traffic tickets, the program provided an opportunity to clear their record.\u003c/p>\n\u003cp>“While collecting overdue court-ordered fines is certainly important, what is also important is that thousands of people were able to clear up overdue debts, which in many cases helped them to move on with their lives,” said Leanne Kozak, a spokeswoman for the Administrative Office of the Courts.\u003c/p>\n\u003cp>Some of the money raised will also go to the state court system, which has seen its budget cut by millions of dollars over the past several years.\u003c/p>\n\u003cp>Kozak said she received dozens of calls from people wanting to participate in the amnesty program.\u003c/p>\n\u003cp>“It wasn’t the dollar amount that was so important, it was people solving their life problems,” Kozak said.\u003c/p>\n\u003cp>One woman said she wanted to clear her record of tickets so that she could enlist in the military.\u003c/p>\n\u003cp>California offered similar ticket amnesty programs in 1992 and 1996. In December, the Administrative Office of the Courts will report to the Legislature on how much money this year's program generated and the number of cases it resolved.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story was produced by The Bay Citizen, a project of the Center for Investigative Reporting. Learn more at www.baycitizen.org.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>by Liz Reid\u003c/p>\n\u003cp>I’ll admit it: I’m a 30 year old woman with a security blanket. That security blanket has two wheels, a set of handlebars, and weighs about 20 pounds. It’s my bicycle, and I hardly ever go anywhere without it.\u003c/p>\n\u003cfigure id=\"attachment_71944\" class=\"wp-caption alignright\" style=\"max-width: 248px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/Bicycling-in-traffic.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-71944 \" title=\"Bicycling in traffic\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/Bicycling-in-traffic.jpg\" alt=\"\" width=\"248\" height=\"140\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Many bicyclists would like to use BART as part of their commute. (Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>Friends and colleagues often offer me rides to places I need to go, and are utterly confounded when I turn them down. My bicycle offers me a level of flexibility and independence that the passenger seat of a car could just never provide.\u003c/p>\n\u003cp>So when I heard that BART was \u003ca href=\"http://www.bart.gov/news/articles/2012/news20120614b.aspx?source=hp46\">experimenting with lifting its restrictions on bicycles\u003c/a>, I was elated. And really skeptical.\u003c/p>\n\u003cp>Currently \u003ca href=\"http://www.bart.gov/guide/bikes/index.aspx\">BART bans bikes\u003c/a> during rush hours in commute directions. That’s for a reason. If you ride BART in the mornings and evenings on weekdays, you know that most of the trains are crowded. On some trains, finding a place to stand is challenge enough, let alone a place for me and my bicycle.\u003c!--more-->\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“During commute, the trains are already at crush load,” Antonette Bryant told me. Bryant is president of the Amalgamated Transit Union Local 1555 and a station agent. She says that while most cyclists are courteous and respectful of other passengers, she worries about those who are not.\u003c/p>\n\u003cp>“If you come to a car that’s crowded and you’re on a bike, you’re not supposed to get on that car. I’ve witnessed, as an agent and a rider, people forcing their way on the trains, with bicycles.”\u003c/p>\n\u003cp>Steve Beraldo, of BART’s Customer Access Department, hopes that cyclists know what they are doing. Every Friday in August, passengers will be allowed to bring bicycles on board trains at all times. I asked Steve how this is going to work, when commute-hour trains are already packed with passengers.\u003c/p>\n\u003cp>“We’re really gonna emphasize that this is an experiment. We really need all the bicyclists to use common sense, use good judgment, and not board crowded trains.”\u003c/p>\n\u003cp>This month’s experiment is just one part of a comprehensive plan to facilitate bicycle access to BART, made possible through a grant from CalTrans.\u003c/p>\n\u003cp>Victoria Eisen, co-founder of Eisen Letunic, the Berkeley-based transportation, environmental, & urban planning firm that authored the bicycle plan told me about half of the people who ride bikes to BART bring them on board.\u003c/p>\n\u003cp>“And of the people who bring them on board, I think about half of those bring them on board because they don’t have a place to leave them at the station, where they feel safe that their bike will be there when they get back home,” she said.\u003c/p>\n\u003cp>This is a legitimate concern for many cyclists. The nearest station to my home is North Berkeley, where there are no lockers or in-station parking areas. To me, it’s just not worth the risk; \u003ca href=\"http://ww2.kqed.org/news/2012/02/08/bart-bike-thefts-on-the-rise-walnut-creek-stations-top-targets/\">I’ve had a bicycle stolen\u003c/a> in the past, and it’s not a fun experience.\u003c/p>\n\u003cp>Eisen said that one of the important goals of the new bicycle plan is to increase bicycle parking—both in terms of availability and security—at stations throughout the BART system.\u003c/p>\n\u003cp>But for some cyclists, bike parking isn’t the issue. “When I’m coming to San Francisco or when I’m coming to the East Bay, I often have multiple stops and I need my bike on the other end,” Adina Levin, of the \u003ca href=\"http://bikesiliconvalley.org/bikeex\">Silicon Valley Bicycle Coalition\u003c/a>, told me. “Bringing your bike on board gives you 16 times as much access as walking, you can get 16 times as far, so it’s a really powerful tool.”\u003c/p>\n\u003cp>If this commute-hour experiment is successful and BART does end up lifting the ban, I’ll definitely be taking my security blanket on board. But don’t worry, we won’t block the doors.\u003c/p>\n\u003cp>BART’s rules regarding bicycles on board have become increasingly lenient over the past 40 years. Here’s a timeline of the history:\u003cbr>\n\u003cstrong>\u003cbr>\n1972:\u003c/strong> BART opens, no bikes are allowed on board\u003c/p>\n\u003cp>\u003cstrong>1974:\u003c/strong> Bikes are allowed in the rear half of the last car, during non-commute hours, with purchase of a $3 permit. No more than 5 bicycles are allowed on the train at once.\u003c/p>\n\u003cp>\u003cstrong>1988:\u003c/strong> Bikes are allowed in both the front and rear of the last car. Bikes allowed during commute hours only in “reverse-commute” directions: from Embarcadero to East Bay destinations in the morning, from the East Bay to Embarcadero in the evenings.\u003c/p>\n\u003cp>\u003cstrong>1997:\u003c/strong> Permit no longer required to bring bike on board. Bicycles allowed in the rear half of any car except the first.\u003c/p>\n\u003cp>\u003cstrong>1998:\u003c/strong> Time restrictions tailored to focus on specific trains with heavy commute loads. Blackout periods reduced from approximately 5 ½ hours per day to 3 ½ hours per day.\u003c/p>\n\u003cp>\u003cstrong>1999:\u003c/strong> Cyclists no longer required to enter through the rear doors of cars.\u003c/p>\n\u003cp>\u003cstrong>2009:\u003c/strong> BART designates “Bike Spaces” on many of its new cars.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>BART isn’t the only train system grappling with the issue of taking bikes on board. The \u003ca href=\"http://www.ebbc.org/?q=BikesOnBART\">East Bay Bicycle Coalition \u003c/a>recently distributed this humorous video of a flash mob performance in Brussels, Belgium:\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://www.youtube.com/embed/ARwZ3scXQ7U?rel=0\" frameborder=\"0\" width=\"560\" height=\"315\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>by Liz Reid\u003c/p>\n\u003cp>I’ll admit it: I’m a 30 year old woman with a security blanket. That security blanket has two wheels, a set of handlebars, and weighs about 20 pounds. It’s my bicycle, and I hardly ever go anywhere without it.\u003c/p>\n\u003cfigure id=\"attachment_71944\" class=\"wp-caption alignright\" style=\"max-width: 248px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/Bicycling-in-traffic.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-71944 \" title=\"Bicycling in traffic\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/Bicycling-in-traffic.jpg\" alt=\"\" width=\"248\" height=\"140\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Many bicyclists would like to use BART as part of their commute. (Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>Friends and colleagues often offer me rides to places I need to go, and are utterly confounded when I turn them down. My bicycle offers me a level of flexibility and independence that the passenger seat of a car could just never provide.\u003c/p>\n\u003cp>So when I heard that BART was \u003ca href=\"http://www.bart.gov/news/articles/2012/news20120614b.aspx?source=hp46\">experimenting with lifting its restrictions on bicycles\u003c/a>, I was elated. And really skeptical.\u003c/p>\n\u003cp>Currently \u003ca href=\"http://www.bart.gov/guide/bikes/index.aspx\">BART bans bikes\u003c/a> during rush hours in commute directions. That’s for a reason. If you ride BART in the mornings and evenings on weekdays, you know that most of the trains are crowded. On some trains, finding a place to stand is challenge enough, let alone a place for me and my bicycle.\u003c!--more-->\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“During commute, the trains are already at crush load,” Antonette Bryant told me. Bryant is president of the Amalgamated Transit Union Local 1555 and a station agent. She says that while most cyclists are courteous and respectful of other passengers, she worries about those who are not.\u003c/p>\n\u003cp>“If you come to a car that’s crowded and you’re on a bike, you’re not supposed to get on that car. I’ve witnessed, as an agent and a rider, people forcing their way on the trains, with bicycles.”\u003c/p>\n\u003cp>Steve Beraldo, of BART’s Customer Access Department, hopes that cyclists know what they are doing. Every Friday in August, passengers will be allowed to bring bicycles on board trains at all times. I asked Steve how this is going to work, when commute-hour trains are already packed with passengers.\u003c/p>\n\u003cp>“We’re really gonna emphasize that this is an experiment. We really need all the bicyclists to use common sense, use good judgment, and not board crowded trains.”\u003c/p>\n\u003cp>This month’s experiment is just one part of a comprehensive plan to facilitate bicycle access to BART, made possible through a grant from CalTrans.\u003c/p>\n\u003cp>Victoria Eisen, co-founder of Eisen Letunic, the Berkeley-based transportation, environmental, & urban planning firm that authored the bicycle plan told me about half of the people who ride bikes to BART bring them on board.\u003c/p>\n\u003cp>“And of the people who bring them on board, I think about half of those bring them on board because they don’t have a place to leave them at the station, where they feel safe that their bike will be there when they get back home,” she said.\u003c/p>\n\u003cp>This is a legitimate concern for many cyclists. The nearest station to my home is North Berkeley, where there are no lockers or in-station parking areas. To me, it’s just not worth the risk; \u003ca href=\"http://ww2.kqed.org/news/2012/02/08/bart-bike-thefts-on-the-rise-walnut-creek-stations-top-targets/\">I’ve had a bicycle stolen\u003c/a> in the past, and it’s not a fun experience.\u003c/p>\n\u003cp>Eisen said that one of the important goals of the new bicycle plan is to increase bicycle parking—both in terms of availability and security—at stations throughout the BART system.\u003c/p>\n\u003cp>But for some cyclists, bike parking isn’t the issue. “When I’m coming to San Francisco or when I’m coming to the East Bay, I often have multiple stops and I need my bike on the other end,” Adina Levin, of the \u003ca href=\"http://bikesiliconvalley.org/bikeex\">Silicon Valley Bicycle Coalition\u003c/a>, told me. “Bringing your bike on board gives you 16 times as much access as walking, you can get 16 times as far, so it’s a really powerful tool.”\u003c/p>\n\u003cp>If this commute-hour experiment is successful and BART does end up lifting the ban, I’ll definitely be taking my security blanket on board. But don’t worry, we won’t block the doors.\u003c/p>\n\u003cp>BART’s rules regarding bicycles on board have become increasingly lenient over the past 40 years. Here’s a timeline of the history:\u003cbr>\n\u003cstrong>\u003cbr>\n1972:\u003c/strong> BART opens, no bikes are allowed on board\u003c/p>\n\u003cp>\u003cstrong>1974:\u003c/strong> Bikes are allowed in the rear half of the last car, during non-commute hours, with purchase of a $3 permit. No more than 5 bicycles are allowed on the train at once.\u003c/p>\n\u003cp>\u003cstrong>1988:\u003c/strong> Bikes are allowed in both the front and rear of the last car. Bikes allowed during commute hours only in “reverse-commute” directions: from Embarcadero to East Bay destinations in the morning, from the East Bay to Embarcadero in the evenings.\u003c/p>\n\u003cp>\u003cstrong>1997:\u003c/strong> Permit no longer required to bring bike on board. Bicycles allowed in the rear half of any car except the first.\u003c/p>\n\u003cp>\u003cstrong>1998:\u003c/strong> Time restrictions tailored to focus on specific trains with heavy commute loads. Blackout periods reduced from approximately 5 ½ hours per day to 3 ½ hours per day.\u003c/p>\n\u003cp>\u003cstrong>1999:\u003c/strong> Cyclists no longer required to enter through the rear doors of cars.\u003c/p>\n\u003cp>\u003cstrong>2009:\u003c/strong> BART designates “Bike Spaces” on many of its new cars.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>BART isn’t the only train system grappling with the issue of taking bikes on board. The \u003ca href=\"http://www.ebbc.org/?q=BikesOnBART\">East Bay Bicycle Coalition \u003c/a>recently distributed this humorous video of a flash mob performance in Brussels, Belgium:\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://www.youtube.com/embed/ARwZ3scXQ7U?rel=0\" frameborder=\"0\" width=\"560\" height=\"315\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "In 5-Year Span, Hundreds of Cyclists Crash Near UC Berkeley Campus",
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"content": "\u003cp>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/bikes/story/berkeley-campus-cyclists-collisions/\">The Bay Citizen\u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo6.png\">\u003cimg class=\"alignleft size-full wp-image-71910\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo6.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>Shlomo Bentin, a world-renown neuropsychologist, bought a bicycle last summer to commute to UC Berkeley from his home two miles away. An expert on facial recognition, the 65-year-old Israeli was on a one-year research sabbatical at the university.\u003c/p>\n\u003cp>“He took up biking in Berkeley because people in Berkeley bike,” said Lynn Robertson, a friend and colleague. “He was very cautious. He was the kind of bicyclist who would stop at stop signs and signal.”\u003c/p>\n\u003cfigure id=\"attachment_71912\" class=\"wp-caption alignright\" style=\"max-width: 200px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/Shlomo-Bentin.jpg\">\u003cimg class=\"size-full wp-image-71912 \" title=\"Shlomo Bentin\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/Shlomo-Bentin.jpg\" alt=\"\" width=\"200\" height=\"206\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Shlomo Bentin (Anat Perry)\u003c/figcaption>\u003c/figure>\n\u003cp>On July 13, Bentin was riding home from the campus gym on Bancroft Way when he was killed. Police received reports that a dump truck might have hit Bentin west of Fulton Street. Jennifer Coats, spokeswoman for the Berkeley Police Department, said investigators are trying to determine whether the truck was a factor in the collision.\u003c/p>\n\u003cp>After learning of Bentin’s death, Robertson, a professor in the psychology department, drove to Bentin’s house to comfort his wife, Miri, until their three children could arrive from Israel. Robertson called Bentin \"a giant\" in his field and said his death was \"shocking, and still is.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Bentin's death marked the second time in the past 10 years that a cyclist was killed in Berkeley, according to police. Bicycle collisions are far more common, especially on the congested downtown streets south of the campus where Bentin was killed, according to the \u003ca href=\"http://www.baycitizen.org/data/bike-accidents/\">The Bay Citizen Bike Accident Tracker\u003c/a>. The tracker maps bike crashes that occurred between 2005 and 2010.\u003c!--more-->\u003c/p>\n\u003cp>During that five-year period, there were 819 bike crashes in Berkeley, the fourth-highest count of any Bay Area city. There were five or more collisions at nine intersections in the downtown area, including one near where Bentin died, \u003ca href=\"http://www.baycitizen.org/data/bike-accidents/?date_from=20050101&date_to=20091231&county=5\">according to the data\u003c/a>. Drivers making improper turns and cyclists riding too fast were among the most frequently cited causes of those crashes, according to police reports.\u003c/p>\n\u003cp>Berkeley, the 11th-largest city in the region, has one of the highest bike commuter rates in the nation, according to the U.S. Census Bureau. About 8 percent of Berkeley residents commute by bike.\u003c/p>\n\u003cp>Over the years, the city has taken steps to make commuting by bike safer, including establishing \"bicycle boulevards,\" designated side streets with less traffic and more room for cyclists. But bike advocates say the city needs to do more, especially near campus.\u003c/p>\n\u003cp>“Cal is bike central in the East Bay,” said Dave Campbell, program director for the East Bay Bicycle Coalition. “In the downtown area, we’re always going to have a lot of people, a lot of cars and a lot of conflicts. So when you have that, you have to reduce the speeds to 20 miles or less, or what we call ‘human speeds.’ ” Currently, the speed limit in downtown Berkeley is 25 mph. Campbell said the bike coalition wants to see a two-way bike lane built around the perimeter of campus so that cyclists wouldn’t have to mix with car traffic as much.\u003c/p>\n\u003cp>Campbell also suggested that the city could slow traffic and prevent bike crashes by replacing traffic lights at some downtown intersections with stop signs.\u003c/p>\n\u003cp>“Perhaps more of a European concept that streets are places rather than a means of moving people,” Campbell said. “The function of moving traffic should be a lower priority.”\u003c/p>\n\u003cp>Farid Javandel, the city of Berkeley's transportation division manager, said replacing traffic lights with stop signs isn’t feasible.\u003c/p>\n\u003cp>“With the volume of traffic on Shattuck, you would have a crazy traffic backup,” he said.\u003c/p>\n\u003cp>He said the city rejected a two-way bike lane for the north side of campus because there wasn’t enough room for the lane as well as pedestrians and bus stops.\u003c/p>\n\u003cp>But Javandel said the city soon will add flashing lights to intersections where bicycle boulevards cross major thoroughfares, such as Virginia Street and Shattuck Avenue, to signal that a cyclist is approaching.\u003c/p>\n\u003cp>The city is also considering installing a left-turn box for bicyclists at the intersection of Oxford Street and Hearst Avenue, according to Javandel. Such a box would allow cyclists to pull in front of cars at a stoplight in order to make a left-hand turn more safely.\u003c/p>\n\u003cp>Cyclists say it’s not just road design, but also road conditions that bother them. \u003c/p>\n\u003cp>But city officials and cycling advocates say that without knowing exactly what caused Bentin’s crash, they don't know what changes could have prevented it. For now, a “ghost bike,” painted white, marks the spot where he died.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story was produced by The Bay Citizen, a project of the Center for Investigative Reporting. Learn more at www.baycitizen.org.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/bikes/story/berkeley-campus-cyclists-collisions/\">The Bay Citizen\u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo6.png\">\u003cimg class=\"alignleft size-full wp-image-71910\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo6.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>Shlomo Bentin, a world-renown neuropsychologist, bought a bicycle last summer to commute to UC Berkeley from his home two miles away. An expert on facial recognition, the 65-year-old Israeli was on a one-year research sabbatical at the university.\u003c/p>\n\u003cp>“He took up biking in Berkeley because people in Berkeley bike,” said Lynn Robertson, a friend and colleague. “He was very cautious. He was the kind of bicyclist who would stop at stop signs and signal.”\u003c/p>\n\u003cfigure id=\"attachment_71912\" class=\"wp-caption alignright\" style=\"max-width: 200px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/Shlomo-Bentin.jpg\">\u003cimg class=\"size-full wp-image-71912 \" title=\"Shlomo Bentin\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/Shlomo-Bentin.jpg\" alt=\"\" width=\"200\" height=\"206\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Shlomo Bentin (Anat Perry)\u003c/figcaption>\u003c/figure>\n\u003cp>On July 13, Bentin was riding home from the campus gym on Bancroft Way when he was killed. Police received reports that a dump truck might have hit Bentin west of Fulton Street. Jennifer Coats, spokeswoman for the Berkeley Police Department, said investigators are trying to determine whether the truck was a factor in the collision.\u003c/p>\n\u003cp>After learning of Bentin’s death, Robertson, a professor in the psychology department, drove to Bentin’s house to comfort his wife, Miri, until their three children could arrive from Israel. Robertson called Bentin \"a giant\" in his field and said his death was \"shocking, and still is.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Bentin's death marked the second time in the past 10 years that a cyclist was killed in Berkeley, according to police. Bicycle collisions are far more common, especially on the congested downtown streets south of the campus where Bentin was killed, according to the \u003ca href=\"http://www.baycitizen.org/data/bike-accidents/\">The Bay Citizen Bike Accident Tracker\u003c/a>. The tracker maps bike crashes that occurred between 2005 and 2010.\u003c!--more-->\u003c/p>\n\u003cp>During that five-year period, there were 819 bike crashes in Berkeley, the fourth-highest count of any Bay Area city. There were five or more collisions at nine intersections in the downtown area, including one near where Bentin died, \u003ca href=\"http://www.baycitizen.org/data/bike-accidents/?date_from=20050101&date_to=20091231&county=5\">according to the data\u003c/a>. Drivers making improper turns and cyclists riding too fast were among the most frequently cited causes of those crashes, according to police reports.\u003c/p>\n\u003cp>Berkeley, the 11th-largest city in the region, has one of the highest bike commuter rates in the nation, according to the U.S. Census Bureau. About 8 percent of Berkeley residents commute by bike.\u003c/p>\n\u003cp>Over the years, the city has taken steps to make commuting by bike safer, including establishing \"bicycle boulevards,\" designated side streets with less traffic and more room for cyclists. But bike advocates say the city needs to do more, especially near campus.\u003c/p>\n\u003cp>“Cal is bike central in the East Bay,” said Dave Campbell, program director for the East Bay Bicycle Coalition. “In the downtown area, we’re always going to have a lot of people, a lot of cars and a lot of conflicts. So when you have that, you have to reduce the speeds to 20 miles or less, or what we call ‘human speeds.’ ” Currently, the speed limit in downtown Berkeley is 25 mph. Campbell said the bike coalition wants to see a two-way bike lane built around the perimeter of campus so that cyclists wouldn’t have to mix with car traffic as much.\u003c/p>\n\u003cp>Campbell also suggested that the city could slow traffic and prevent bike crashes by replacing traffic lights at some downtown intersections with stop signs.\u003c/p>\n\u003cp>“Perhaps more of a European concept that streets are places rather than a means of moving people,” Campbell said. “The function of moving traffic should be a lower priority.”\u003c/p>\n\u003cp>Farid Javandel, the city of Berkeley's transportation division manager, said replacing traffic lights with stop signs isn’t feasible.\u003c/p>\n\u003cp>“With the volume of traffic on Shattuck, you would have a crazy traffic backup,” he said.\u003c/p>\n\u003cp>He said the city rejected a two-way bike lane for the north side of campus because there wasn’t enough room for the lane as well as pedestrians and bus stops.\u003c/p>\n\u003cp>But Javandel said the city soon will add flashing lights to intersections where bicycle boulevards cross major thoroughfares, such as Virginia Street and Shattuck Avenue, to signal that a cyclist is approaching.\u003c/p>\n\u003cp>The city is also considering installing a left-turn box for bicyclists at the intersection of Oxford Street and Hearst Avenue, according to Javandel. Such a box would allow cyclists to pull in front of cars at a stoplight in order to make a left-hand turn more safely.\u003c/p>\n\u003cp>Cyclists say it’s not just road design, but also road conditions that bother them. \u003c/p>\n\u003cp>But city officials and cycling advocates say that without knowing exactly what caused Bentin’s crash, they don't know what changes could have prevented it. For now, a “ghost bike,” painted white, marks the spot where he died.\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": "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",
"title": "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": "\u003cdiv class=\"post-body\">\u003cp>\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>\u003c/p>\u003c/div>",
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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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"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": "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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"politicalbreakdown": {
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"title": "Political Breakdown",
"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": {
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"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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"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": {
"id": "radiolab",
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"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
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"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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},
"rightnowish": {
"id": "rightnowish",
"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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"order": 16
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},
"science-friday": {
"id": "science-friday",
"title": "Science Friday",
"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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