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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>By Juliet Williams and Judy Lin, Associated Press\u003c/p>\n\u003cp>SACRAMENTO, Calif. (AP) — State lawmakers plan to begin taking up Gov. Jerry Brown’s top infrastructure initiative for a California bullet train.\u003c/p>\n\u003cfigure id=\"attachment_69580\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/bullet-train.png\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/bullet-train.png\" alt=\"\" title=\"bullet train\" width=\"235\" height=\"230\" class=\"size-full wp-image-69580\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An artist's rendition of the planned California bullet train (cahighspeedrail.ca.gov)\u003c/figcaption>\u003c/figure>\n\u003cp>The Assembly was expected to vote Thursday afternoon on a bill authorizing the first leg of the high-speed rail line, which would start in the Central Valley.\u003c/p>\n\u003cp>The bill would authorize selling $2.6 billion in voter-approved state bonds, allowing California to tap $3.3 billion in federal grants. It also would allocate about $2 billion for regional transit improvements in Northern and Southern California.\u003c/p>\n\u003cp>Once complete, the $68 billion bullet train would connect San Francisco with Los Angeles.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It is not clear how the rest of the construction will be financed.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The bill is expected to face a contentious vote in the Senate, where it is expected to be taken up Friday. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "New Math at Muni Led to Decade of Inflated On-Time Performance",
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"content": "\u003cp>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/muni-time-performance-inflated/\">The Bay Citizen\u003cbr>\n\u003c/a>\u003cbr>\nMuni officials were told two years ago that they had been inflating on-time arrival rates of buses for a decade but they failed to address the issue, according to interviews and documents obtained by The Bay Citizen.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo.png\">\u003cimg class=\"alignleft size-full wp-image-69570\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>In a memo to top executives, including the CEO, Muni's chief information officer detailed the accounting maneuvers, called “quirks,” that were boosting the numbers reported to the public by as much as 18 percent.\u003c/p>\n\u003cp>Muni has been under pressure to improve timeliness since 1999, when San Francisco residents voted to require the transit agency to be on time at least 85 percent of the time. For years, bonuses for the Muni chief have also been tied to performance measures, including on-time performance.\u003c/p>\n\u003cfigure id=\"attachment_69571\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/munibus-jason-henry-baycitizen.jpg\">\u003cimg class=\"size-full wp-image-69571\" title=\"munibus jason henry baycitizen\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/munibus-jason-henry-baycitizen.jpg\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni bus makes its way down Market Street in San Francisco. (Jason Henry/The Bay Citizen)\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Citizen revealed last month that Muni vehicles arrived on schedule 61.4 percent of the time during the last three months of 2011, instead of the 71 percent reported by the transit agency. From July to September 2011, the transit agency’s on-time performance was 59 percent, not the 72 percent it claimed.\u003c/p>\n\u003cp>At the time, Muni officials blamed an imprecise algorithm for the errant calculation.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In a newly obtained 2010 memo sent to then-CEO Nat Ford and others, Muni Chief Information Officer Travis Fox detailed exactly how the agency made its calculations.\u003c!--more-->\u003c/p>\n\u003cp>He wrote that in the late 1990s, on-time performance was measured by observing whether a bus reached the bus stop at the scheduled time. He characterized that method as the “most appropriate way to measure the consistency of service delivered.”\u003c/p>\n\u003cp>But the transit agency dropped that method after voters passed Proposition E, which set goals and etched into the city’s charter the definition of “on time” as no more than one minute early or four minutes late.\u003c/p>\n\u003cp>In the memo, Fox outlined four accounting maneuvers that led to “a reported on-time performance figure that is 13-18 percent higher than actual schedule adherence.”\u003c/p>\n\u003cp>Any bus arriving up to 4 minutes and 59 seconds late was counted as on time. The liberal definition of 60 seconds was reported by The Bay Citizen last month. In his 2010 memo, Fox blamed a software program that “clips” the seconds off of time entries.\u003c/p>\n\u003cp>Phantom buses that don't make their scheduled runs at all were not factored into on-time performance. Yet Fox pointed out that the “resulting service gaps affect on-time performance due to longer boarding times associated with crush loads.”\u003c/p>\n\u003cp>Muni would count a bus as on time if it came to a stop at the time when another bus was scheduled to arrive, even if it was a different late or early bus on the same bus line. Fox wrote that accounting maneuver was used to “maximize the number of observations falling within the -1/+4 minute on-time performance window.”\u003c/p>\n\u003cp>Late inbound Muni trains heading to the Embarcadero Station were excluded from the calculation because “service in the tunnel cannot be controlled.” Tunnel traffic, automatically controlled by Muni computers, is a chronic source of train delays. The N-Judah, for instance, was on time 52 percent of the time during the last six months of 2011, according to a Bay Citizen analysis.\u003c/p>\n\u003cp>Ford, the former Muni CEO, acknowledged in an interview that the memo should have “set off alarm bells.”\u003c/p>\n\u003cp>“That would have been a major issue that would have had to be brought to the board,” he said.\u003c/p>\n\u003cp>But Ford, who resigned last year, said he didn’t recall ever reading the memo, which was also sent to four other SFMTA higher-ups, including John Haley, director of Transit Operations, and Julie Kirschbaum, manager of Operations Planning. The transit agency was in the midst of dealing with cuts to bus service, Ford said, and the memo “may have got lost in the shuffle.”\u003c/p>\n\u003cp>Instead, two weeks after Fox sent the memo, Ford and then-Mayor Gavin Newsom together announced that the troubled transit agency had achieved a record 75 percent on-time performance rate in the first three months of 2010.\u003c/p>\n\u003cp>“Improving Muni’s on-time performance is fundamental to the SFMTA’s mission,” Ford said in the news release on the achievement.\u003c/p>\n\u003cp>Disappointment, but no surprise\u003c/p>\n\u003cp>Proof that Muni’s on-time arrival rate is lower than it reported for years did not surprise passengers.\u003c/p>\n\u003cp>“I’ve been here for seven years, and they’re always late,” said Rex Tan, who takes a train and a bus to his job selling sunglasses at Fisherman’s Wharf. “Just last week I was late to work twice.”\u003c/p>\n\u003cp>Ben Kaufman, a spokesman for the San Francisco Transit Riders Union, said that it was “disappointing and frustrating that the MTA would deceive the public like that for better performance data.”\u003c/p>\n\u003cp>“They’re not going to get better on-time performance unless they make serious changes to the system,” Kaufman said.\u003c/p>\n\u003cp>The initial reaction at the transit agency to inflated on-time reports was muted. At a board meeting last month, the agency’s directors said they were not concerned when the issue first was raised by The Bay Citizen.\u003c/p>\n\u003cp>“We have a lot of faith in the management team here in terms of the integrity of the information,” Jerry Lee, chairman of the agency’s Policy and Governance Committee, said at the time.\u003c/p>\n\u003cp>The board made no effort to inquire further.\u003c/p>\n\u003cp>But Fox said in an interview last week that, starting in July, Muni would be reporting on-time performance without any of the maneuvers he had identified.\u003c/p>\n\u003cp>“There will be no quirk implementation,” he said.\u003c/p>\n\u003cp>Origins of the deception\u003c/p>\n\u003cp>It is unclear who set Muni down the path of overstating on-time performance. In his memo, Fox wrote that the methodology was “modified” by Michael Burns, the Muni chief from 1999 to 2005. And in an interview Fox said the method first was used in 2001.\u003c/p>\n\u003cp>Burns, however, said that he “was not involved in developing the formula at all.”\u003c/p>\n\u003cp>“I was not aware of the details, and I did not direct any of the calculations,” he said.\u003c/p>\n\u003cp>Burns said he wouldn’t have stood for it.\u003c/p>\n\u003cp>“I would've had them go back and use the four minutes,” he said. “ I never, nor do I now, think there’s any flexibility on what is written in charter.”\u003cbr>\nThree SFMTA employees who worked on the performance statistics at the time either refused to comment or didn’t return emails and phone calls seeking comment.\u003c/p>\n\u003cp>What is clear is that after voters set the 85 percent target, Muni struggled to reach it. In fiscal year 2001, the transit agency’s on-time arrival rate was 55.4 percent. The next year, the rate jumped to 69.9 percent. From then on, the rate leveled off before peaking in 2010.\u003c/p>\n\u003cp>Bonuses for Muni employees, including Burns, were tied to the performance standards back then. A total of 1,500 employees received incentive payments in 2001, according to meeting minutes. Burns' contract allowed him to receive up to $15,000 in bonuses tied to performance, including on-time performance, although it is not clear whether he received them.\u003c/p>\n\u003cp>The man behind the numbers\u003c/p>\n\u003cp>Fox, 40, arrived at the transit agency in 2007 with a background in performance measurement. He quickly pieced together how the transit agency calculated on-time arrivals. The issue came to the fore as the agency considered switching from a manual tally to electronic data supplied by transmitters on the buses.\u003c/p>\n\u003cp>In a November 2010 email to Ford, Fox wrote, “As discussed previously, this is not a matter of simply flicking the switch – we need to ensure the NextMuni data is as 'apples to apples' as possible when compared to the historical methodology.”\u003c/p>\n\u003cp>In his memo from earlier that year, Fox had weighed the pros and cons of switching to the unadulterated electronic data. The new system, he wrote, “would likely result in a hard-to-explain 10-15 percent drop in reporting on-time performance.”\u003c/p>\n\u003cp>Ultimately, it wasn’t until current Muni Chief Ed Reiskin arrived last year that the agency decided to ditch the old method, Fox said.\u003c/p>\n\u003cp>Soon, Fox said, the public and Muni managers will have access to plentiful data measuring real-time performance of the transit agency’s buses, trains and cable cars. One statistic the agency will highlight is the time between arrivals. Muni officials believe that it's more important that a bus comes every 10 minutes than whether it arrives exactly at 10:02 a.m. as scheduled, for example.\u003c/p>\n\u003cp>“There's the importance of transparency, but it’s also important that the management have the information they need to improve service,” he said.\u003c/p>\n\u003cp>When asked how he felt about Muni inflating numbers for all those years, Fox hesitated. Then he answered.\u003c/p>\n\u003cp>“I'm really happy where we are today,” he said. “I think that probably being spelled out helped the organization along in a significant way, and now we’re on the path to having much clearer reporting.”\u003c/p>\n\u003cp>Tan, the Muni rider who was waiting for his bus, said he hoped that Muni buses would arrive on schedule more often. When he leaves work at 10 p.m., it often takes hours to travel from Fisherman's Wharf across town to his home on Ocean Avenue.\u003c/p>\n\u003cp>“Sometimes I get home at midnight,” he said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Shane Shifflett contributed to this report.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/muni-time-performance-inflated/\">The Bay Citizen\u003cbr>\n\u003c/a>\u003cbr>\nMuni officials were told two years ago that they had been inflating on-time arrival rates of buses for a decade but they failed to address the issue, according to interviews and documents obtained by The Bay Citizen.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo.png\">\u003cimg class=\"alignleft size-full wp-image-69570\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/BayCitizenLogo.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>In a memo to top executives, including the CEO, Muni's chief information officer detailed the accounting maneuvers, called “quirks,” that were boosting the numbers reported to the public by as much as 18 percent.\u003c/p>\n\u003cp>Muni has been under pressure to improve timeliness since 1999, when San Francisco residents voted to require the transit agency to be on time at least 85 percent of the time. For years, bonuses for the Muni chief have also been tied to performance measures, including on-time performance.\u003c/p>\n\u003cfigure id=\"attachment_69571\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/munibus-jason-henry-baycitizen.jpg\">\u003cimg class=\"size-full wp-image-69571\" title=\"munibus jason henry baycitizen\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/07/munibus-jason-henry-baycitizen.jpg\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni bus makes its way down Market Street in San Francisco. (Jason Henry/The Bay Citizen)\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Citizen revealed last month that Muni vehicles arrived on schedule 61.4 percent of the time during the last three months of 2011, instead of the 71 percent reported by the transit agency. From July to September 2011, the transit agency’s on-time performance was 59 percent, not the 72 percent it claimed.\u003c/p>\n\u003cp>At the time, Muni officials blamed an imprecise algorithm for the errant calculation.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In a newly obtained 2010 memo sent to then-CEO Nat Ford and others, Muni Chief Information Officer Travis Fox detailed exactly how the agency made its calculations.\u003c!--more-->\u003c/p>\n\u003cp>He wrote that in the late 1990s, on-time performance was measured by observing whether a bus reached the bus stop at the scheduled time. He characterized that method as the “most appropriate way to measure the consistency of service delivered.”\u003c/p>\n\u003cp>But the transit agency dropped that method after voters passed Proposition E, which set goals and etched into the city’s charter the definition of “on time” as no more than one minute early or four minutes late.\u003c/p>\n\u003cp>In the memo, Fox outlined four accounting maneuvers that led to “a reported on-time performance figure that is 13-18 percent higher than actual schedule adherence.”\u003c/p>\n\u003cp>Any bus arriving up to 4 minutes and 59 seconds late was counted as on time. The liberal definition of 60 seconds was reported by The Bay Citizen last month. In his 2010 memo, Fox blamed a software program that “clips” the seconds off of time entries.\u003c/p>\n\u003cp>Phantom buses that don't make their scheduled runs at all were not factored into on-time performance. Yet Fox pointed out that the “resulting service gaps affect on-time performance due to longer boarding times associated with crush loads.”\u003c/p>\n\u003cp>Muni would count a bus as on time if it came to a stop at the time when another bus was scheduled to arrive, even if it was a different late or early bus on the same bus line. Fox wrote that accounting maneuver was used to “maximize the number of observations falling within the -1/+4 minute on-time performance window.”\u003c/p>\n\u003cp>Late inbound Muni trains heading to the Embarcadero Station were excluded from the calculation because “service in the tunnel cannot be controlled.” Tunnel traffic, automatically controlled by Muni computers, is a chronic source of train delays. The N-Judah, for instance, was on time 52 percent of the time during the last six months of 2011, according to a Bay Citizen analysis.\u003c/p>\n\u003cp>Ford, the former Muni CEO, acknowledged in an interview that the memo should have “set off alarm bells.”\u003c/p>\n\u003cp>“That would have been a major issue that would have had to be brought to the board,” he said.\u003c/p>\n\u003cp>But Ford, who resigned last year, said he didn’t recall ever reading the memo, which was also sent to four other SFMTA higher-ups, including John Haley, director of Transit Operations, and Julie Kirschbaum, manager of Operations Planning. The transit agency was in the midst of dealing with cuts to bus service, Ford said, and the memo “may have got lost in the shuffle.”\u003c/p>\n\u003cp>Instead, two weeks after Fox sent the memo, Ford and then-Mayor Gavin Newsom together announced that the troubled transit agency had achieved a record 75 percent on-time performance rate in the first three months of 2010.\u003c/p>\n\u003cp>“Improving Muni’s on-time performance is fundamental to the SFMTA’s mission,” Ford said in the news release on the achievement.\u003c/p>\n\u003cp>Disappointment, but no surprise\u003c/p>\n\u003cp>Proof that Muni’s on-time arrival rate is lower than it reported for years did not surprise passengers.\u003c/p>\n\u003cp>“I’ve been here for seven years, and they’re always late,” said Rex Tan, who takes a train and a bus to his job selling sunglasses at Fisherman’s Wharf. “Just last week I was late to work twice.”\u003c/p>\n\u003cp>Ben Kaufman, a spokesman for the San Francisco Transit Riders Union, said that it was “disappointing and frustrating that the MTA would deceive the public like that for better performance data.”\u003c/p>\n\u003cp>“They’re not going to get better on-time performance unless they make serious changes to the system,” Kaufman said.\u003c/p>\n\u003cp>The initial reaction at the transit agency to inflated on-time reports was muted. At a board meeting last month, the agency’s directors said they were not concerned when the issue first was raised by The Bay Citizen.\u003c/p>\n\u003cp>“We have a lot of faith in the management team here in terms of the integrity of the information,” Jerry Lee, chairman of the agency’s Policy and Governance Committee, said at the time.\u003c/p>\n\u003cp>The board made no effort to inquire further.\u003c/p>\n\u003cp>But Fox said in an interview last week that, starting in July, Muni would be reporting on-time performance without any of the maneuvers he had identified.\u003c/p>\n\u003cp>“There will be no quirk implementation,” he said.\u003c/p>\n\u003cp>Origins of the deception\u003c/p>\n\u003cp>It is unclear who set Muni down the path of overstating on-time performance. In his memo, Fox wrote that the methodology was “modified” by Michael Burns, the Muni chief from 1999 to 2005. And in an interview Fox said the method first was used in 2001.\u003c/p>\n\u003cp>Burns, however, said that he “was not involved in developing the formula at all.”\u003c/p>\n\u003cp>“I was not aware of the details, and I did not direct any of the calculations,” he said.\u003c/p>\n\u003cp>Burns said he wouldn’t have stood for it.\u003c/p>\n\u003cp>“I would've had them go back and use the four minutes,” he said. “ I never, nor do I now, think there’s any flexibility on what is written in charter.”\u003cbr>\nThree SFMTA employees who worked on the performance statistics at the time either refused to comment or didn’t return emails and phone calls seeking comment.\u003c/p>\n\u003cp>What is clear is that after voters set the 85 percent target, Muni struggled to reach it. In fiscal year 2001, the transit agency’s on-time arrival rate was 55.4 percent. The next year, the rate jumped to 69.9 percent. From then on, the rate leveled off before peaking in 2010.\u003c/p>\n\u003cp>Bonuses for Muni employees, including Burns, were tied to the performance standards back then. A total of 1,500 employees received incentive payments in 2001, according to meeting minutes. Burns' contract allowed him to receive up to $15,000 in bonuses tied to performance, including on-time performance, although it is not clear whether he received them.\u003c/p>\n\u003cp>The man behind the numbers\u003c/p>\n\u003cp>Fox, 40, arrived at the transit agency in 2007 with a background in performance measurement. He quickly pieced together how the transit agency calculated on-time arrivals. The issue came to the fore as the agency considered switching from a manual tally to electronic data supplied by transmitters on the buses.\u003c/p>\n\u003cp>In a November 2010 email to Ford, Fox wrote, “As discussed previously, this is not a matter of simply flicking the switch – we need to ensure the NextMuni data is as 'apples to apples' as possible when compared to the historical methodology.”\u003c/p>\n\u003cp>In his memo from earlier that year, Fox had weighed the pros and cons of switching to the unadulterated electronic data. The new system, he wrote, “would likely result in a hard-to-explain 10-15 percent drop in reporting on-time performance.”\u003c/p>\n\u003cp>Ultimately, it wasn’t until current Muni Chief Ed Reiskin arrived last year that the agency decided to ditch the old method, Fox said.\u003c/p>\n\u003cp>Soon, Fox said, the public and Muni managers will have access to plentiful data measuring real-time performance of the transit agency’s buses, trains and cable cars. One statistic the agency will highlight is the time between arrivals. Muni officials believe that it's more important that a bus comes every 10 minutes than whether it arrives exactly at 10:02 a.m. as scheduled, for example.\u003c/p>\n\u003cp>“There's the importance of transparency, but it’s also important that the management have the information they need to improve service,” he said.\u003c/p>\n\u003cp>When asked how he felt about Muni inflating numbers for all those years, Fox hesitated. Then he answered.\u003c/p>\n\u003cp>“I'm really happy where we are today,” he said. “I think that probably being spelled out helped the organization along in a significant way, and now we’re on the path to having much clearer reporting.”\u003c/p>\n\u003cp>Tan, the Muni rider who was waiting for his bus, said he hoped that Muni buses would arrive on schedule more often. When he leaves work at 10 p.m., it often takes hours to travel from Fisherman's Wharf across town to his home on Ocean Avenue.\u003c/p>\n\u003cp>“Sometimes I get home at midnight,” he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cstrong>Update at 3:55 pm\u003c/strong>: BART tells us it is recovering from delays in trans-Bay service triggered when a man was discovered deceased on a Richmond-to-Millbrae train.\u003c/p>\n\u003cp>The train was stopped for more than half an hour at the Embarcadero Station while the San Francisco medical examiner removed the body.\u003c/p>\n\u003cp>BART service from the East Bay to San Francisco was delayed up to 45 minutes by the incident.\u003c/p>\n\u003cp>\u003cstrong>Update at 3:40 pm:\u003c/strong> BART has resumed normal service following a major service disruption at Embarcadero BART Station. Earlier, \u003ca href=\"http://www.bart.gov/news/articles/2012/news20120703.aspx\">BART\u003c/a> reported the following on its website:\u003c/p>\n\u003cblockquote>\u003cp>There is currently a major service disruption at Embarcadero BART Station. At approximately 2:00 pm, a person was reported on the floor of a train car. Emergency personnel responded and service through the station has been reduced. We're awaiting more details. There is no service on the Fremont - Daly City and Richmond - Daly City lines. Service is operating on the Fremont to Richmond, Pittsburg / Bay Point to SFO - Millbrae and Dublin / Pleasanton to Daly City Lines.\n\u003c/p>\u003c/blockquote>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update at 3:55 pm\u003c/strong>: BART tells us it is recovering from delays in trans-Bay service triggered when a man was discovered deceased on a Richmond-to-Millbrae train.\u003c/p>\n\u003cp>The train was stopped for more than half an hour at the Embarcadero Station while the San Francisco medical examiner removed the body.\u003c/p>\n\u003cp>BART service from the East Bay to San Francisco was delayed up to 45 minutes by the incident.\u003c/p>\n\u003cp>\u003cstrong>Update at 3:40 pm:\u003c/strong> BART has resumed normal service following a major service disruption at Embarcadero BART Station. Earlier, \u003ca href=\"http://www.bart.gov/news/articles/2012/news20120703.aspx\">BART\u003c/a> reported the following on its website:\u003c/p>\n\u003cblockquote>\u003cp>There is currently a major service disruption at Embarcadero BART Station. At approximately 2:00 pm, a person was reported on the floor of a train car. Emergency personnel responded and service through the station has been reduced. We're awaiting more details. There is no service on the Fremont - Daly City and Richmond - Daly City lines. Service is operating on the Fremont to Richmond, Pittsburg / Bay Point to SFO - Millbrae and Dublin / Pleasanton to Daly City Lines.\n\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Does California need a bullet train zooming from San Francisco to Los Angeles in under 3 hours? Does San Francisco need a new 1.7-mile extension of Muni’s T Third Line? The two projects became entangled this week, \u003ca href=\"http://www.sfgate.com/bayarea/matier-ross/article/High-speed-rail-Bay-Area-legislators-support-key-3677809.php\">San Francisco Chronicle \u003c/a>reports, with key votes looming on both.\u003c/p>\n\u003cblockquote>\u003cp>In a move some see as an attempt to round up badly needed \"yes\" votes for the project, Gov. Jerry Brown and state Senate President Pro Tem Darrell Steinberg, D-Sacramento, are insisting on an \"all or nothing\" vote on both the $68 billion rail line and millions of dollars for local \"connectivity\" projects. In the Bay Area, those connections include:\u003c/p>\n\u003cp>-- $140 million for new BART cars.\u003c/p>\n\u003cp>-- $105 million to modernize Caltrain.\u003c/p>\n\u003cp>-- $61 million for San Francisco's Central Subway.\u003c/p>\n\u003cp>-- $46.5 million to improve the tracks on the Capital Corridor commute line between Oakland and San Jose.\u003c/p>\u003c/blockquote>\n\u003cp>That's not the only obstacle on the tracks for the central subway. An amendment that passed in the US House of Representatives would strip the project of federal funding, the \u003ca href=\"http://www.sfexaminer.com/local/transportation/2012/07/central-subway-going-forward-despite-house-s-vote-yank-850m-funds\">San Francisco Examiner\u003c/a> reports. But Muni is chugging ahead with the project, hoping the US Senate will vote against the amendment.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"disqusTitle": "BART Directors Question Solicitation by Controversial Church School",
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"content": "\u003cp>\u003cstrong>by Will Evans, \u003ca href=\"http://californiawatch.org/dailyreport/scrutiny-oakland-church-school-grows-16725\">California Watch\u003c/a>\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_67187\" class=\"wp-caption alignright\" style=\"max-width: 200px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/06/St.Andrew_08_web.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/06/St.Andrew_08_web-200x300.jpg\" alt=\"\" title=\"St. Andrew Missionary Baptist Church in West Oakland\" width=\"200\" height=\"300\" class=\"size-medium wp-image-67187\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: Michael Short/California Watch\u003c/figcaption>\u003c/figure>\n\u003cp>Scrutiny of a West Oakland church school accused of abuse by parents and students is growing, with BART officials now questioning the school's right to solicit for donations in stations and state officials investigating whether federal funds should have gone to school leaders.\u003c/p>\n\u003cp>The latest actions follow an ongoing investigation by California Watch and CBS 5 into St. Andrew Missionary Baptist Church and private school, where students as young as 9 say they were required to ask for money for hours after school and federal funding appears to be based on inflated enrollment numbers. The Oakland school board also has \u003ca href=\"http://californiawatch.org/dailyreport/oakland-unified-board-orders-investigation-church-school-16635\" target=\"_blank\">launched an investigation\u003c/a>\u003cstrong> \u003c/strong>after a rancorous school board meeting earlier this month, where parents alleged mistreatment of students at the school.\u003c/p>\n\u003cp>\"We should not be in the position of allowing children to be exploited in any kind of way,\" said BART Director Lynette Sweet. \"An abundance of caution tells us we should stop (the soliciting).\"\u003c/p>\n\u003cp>Church leader Robert Lacy Jr. objected to the continued scrutiny of the \u003ca href=\"http://www.saintambcpstu.com/752.html\" target=\"_blank\">school\u003c/a> his father, the pastor Robert Lacy, founded in 1978.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Now it sounds like it’s getting into harassing individuals that aren’t bothering anyone,\" he said in an interview. \"It sounds like you’re trying to defame the character of the school and the church and everything that has to do with St. Andrew.\" \u003c!--more-->\u003c/p>\n\u003cp>BART has routinely granted permits allowing St. Andrew to solicit donations, and staff previously defended that action to its board citing free speech rights. But Sweet and Director Robert Raburn now are asking BART's lawyers to determine what leeway the agency has to restrict the soliciting activities of St. Andrew.\u003c/p>\n\u003cp>\"By all accounts, this is not a group that we want to promote on public property,\" Raburn wrote in an email to California Watch.\u003c/p>\n\u003cp>Raburn said he became concerned last year when he saw unsupervised St. Andrew students asking for money at the Fruitvale BART after dark. Sweet also grew alarmed, she said, after seeing the soliciting continue day after day.\u003c/p>\n\u003cp>But BART staff responded to the board in a \u003ca href=\"https://www.documentcloud.org/documents/372850-bart-memo.html\" target=\"_blank\">December memo\u003c/a> that \"the speech activities are protected on the grounds that the Church is a religious organization engaged in charitable solicitation.\"\u003c/p>\n\u003cp>St. Andrew students have been raising money for years, but it's \u003ca href=\"http://californiawatch.org/dailyreport/controversial-church-sends-kids-solicit-money-bart-stations-13825\" target=\"_blank\">unclear\u003c/a> where the money is going. The pastor drives a Cadillac Escalade while the school building needs repairs.\u003c/p>\n\u003cp>California Watch recently uncovered \u003ca href=\"http://californiawatch.org/k-12/oakland-school-accused-abuse-overbilling-taxpayers-records-show-16428\" target=\"_blank\">allegations of abuse\u003c/a> at the hands of Robert Lacy Jr., who teaches at the school and sometimes takes students to solicit at BART stations. Former students said he hit and threw things at children in his classes. Lacy Jr. has said he doesn't have \"any history\" of hitting children.\u003c/p>\n\u003cp>Sweet said the staff decision to keep monthly permits flowing to St. Andrew was \"the wrong thing to do.\"\u003c/p>\n\u003cp>\"It didn’t appear that they were raising money for a legitimate cause,\" she said. \"It also appeared that they were out there too long – they were being abused.\"\u003c/p>\n\u003cp>BART spokeswoman Luna Salaver said that as a public agency, BART has to issue the permits \"on a level playing field.\" She said BART police monitored the situation and did not observe any violations.\u003c/p>\n\u003cp>\"BART takes children’s safety very seriously,\" Salaver said.\u003c/p>\n\u003cp>BART issued \u003ca href=\"https://www.documentcloud.org/documents/372852-bart-permit-june-2012.html\" target=\"_blank\">this month's permit\u003c/a> to Andrew Lacy, another son of the pastor. The permit allows fundraising every day from 5 to 7 p.m. at seven BART stations in Berkeley, Oakland and San Leandro.\u003c/p>\n\u003cp>Andrew Lacy has a history of illegal activity. He pleaded guilty to \u003ca href=\"https://www.documentcloud.org/documents/366460-charges.html\" target=\"_blank\">felony welfare fraud\u003c/a> in 2004, according to court records. And, according to \u003ca href=\"https://www.documentcloud.org/documents/372858-andrew-lacy-2002-arrest.html\" target=\"_blank\">police records\u003c/a> newly obtained by California Watch, he was also arrested in 2002 on charges of injuring his girlfriend with a club. He was convicted of a misdemeanor domestic violence charge in that case, which was later dismissed after he satisfied the conditions of his probation, according to court records.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>BART does not conduct a criminal background check before issuing permits, Salaver said.\u003c/p>\n\u003cdiv>\n\u003cp>In a separate custody court case this year, the father of Andrew Lacy's stepdaughter – then a student at St. Andrew – accused Lacy of threatening to slap the girl if she didn't solicit at BART stations. The girl’s mother denied the allegations in court filings, but the judge gave primary custody to the father, specifying that the girl not engage in soliciting.\u003c/p>\n\u003cp>Andrew Lacy did not respond to requests for comment.\u003c/p>\n\u003cp>Meanwhile, state officials plan to investigate whether the Oakland Unified School District mismanaged federal funds as it distributed money to St. Andrew teachers. California Watch found that the school's reported enrollment numbers, used to determine its level of federal funding, far exceeded the number of students who actually attend.\u003c/p>\n\u003cp>Oakland Unified distributes Title I money based on the number of low-income students and Title II money based on total enrollment. The district uses enrollment figures reported to the state to allocate Title II funds.\u003c/p>\n\u003cp>St. Andrew reported to the state it had 195 students this year, including 61 low-income students, while former students said fewer than 30 attended. An Oakland fire inspector observed 15 to 20 students and determined that the classrooms could fit no more than 58.\u003c/p>\n\u003cp>As part of a federal program to improve teaching and help struggling students at both public and private schools, Oakland Unified allocated at least $50,000 to benefit St. Andrew this school year and paid out $173,500 over the previous four years. Most of the money went to Lacy Jr. and Carrie Banks, a St. Andrew teacher who married the pastor in 1999.\u003c/p>\n\u003cp>Oakland Unified spokesman Troy Flint said the state is responsible for making sure the numbers are accurate.\u003c/p>\n\u003cp>\"It just makes common sense,\" Flint said.\u003c/p>\n\u003cp>But state Education Department spokesman Paul Hefner said the state does not check the enrollment figures.\u003c/p>\n\u003cp>Local school districts, he said, “need to take steps to verify those numbers.”\u003c/p>\n\u003cp>Hefner said the state is moving up a planned routine review of the district's distribution of Title I and II funds from January\u003cstrong> \u003c/strong>to September because of the controversy. The review, he said, will also look into whether the money should have gone to Lacy Jr. and Banks, since the law requires it be used for consultants who are \"independent\" of the school.\u003c/p>\n\u003cp>The district could be on the hook for refunding any misspent money.\u003c/p>\n\u003cp>In total, the district allocated $1.2 million to benefit Oakland private school students and teachers during the 2011-12 school year, according to district records.\u003c/p>\n\u003cp>\u003cem>Will Evans is an investigative journalist for \u003ca href=\"http://californiawatch.org/\">California Watch\u003c/a>.\u003c/em>\u003c/p>\n\u003c/div>\n",
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"description": "by Will Evans, California Watch Scrutiny of a West Oakland church school accused of abuse by parents and students is growing, with BART officials now questioning the school's right to solicit for donations in stations and state officials investigating whether federal funds should have gone to school leaders. The latest actions follow an ongoing investigation by",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>by Will Evans, \u003ca href=\"http://californiawatch.org/dailyreport/scrutiny-oakland-church-school-grows-16725\">California Watch\u003c/a>\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_67187\" class=\"wp-caption alignright\" style=\"max-width: 200px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/06/St.Andrew_08_web.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/06/St.Andrew_08_web-200x300.jpg\" alt=\"\" title=\"St. Andrew Missionary Baptist Church in West Oakland\" width=\"200\" height=\"300\" class=\"size-medium wp-image-67187\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: Michael Short/California Watch\u003c/figcaption>\u003c/figure>\n\u003cp>Scrutiny of a West Oakland church school accused of abuse by parents and students is growing, with BART officials now questioning the school's right to solicit for donations in stations and state officials investigating whether federal funds should have gone to school leaders.\u003c/p>\n\u003cp>The latest actions follow an ongoing investigation by California Watch and CBS 5 into St. Andrew Missionary Baptist Church and private school, where students as young as 9 say they were required to ask for money for hours after school and federal funding appears to be based on inflated enrollment numbers. The Oakland school board also has \u003ca href=\"http://californiawatch.org/dailyreport/oakland-unified-board-orders-investigation-church-school-16635\" target=\"_blank\">launched an investigation\u003c/a>\u003cstrong> \u003c/strong>after a rancorous school board meeting earlier this month, where parents alleged mistreatment of students at the school.\u003c/p>\n\u003cp>\"We should not be in the position of allowing children to be exploited in any kind of way,\" said BART Director Lynette Sweet. \"An abundance of caution tells us we should stop (the soliciting).\"\u003c/p>\n\u003cp>Church leader Robert Lacy Jr. objected to the continued scrutiny of the \u003ca href=\"http://www.saintambcpstu.com/752.html\" target=\"_blank\">school\u003c/a> his father, the pastor Robert Lacy, founded in 1978.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Now it sounds like it’s getting into harassing individuals that aren’t bothering anyone,\" he said in an interview. \"It sounds like you’re trying to defame the character of the school and the church and everything that has to do with St. Andrew.\" \u003c!--more-->\u003c/p>\n\u003cp>BART has routinely granted permits allowing St. Andrew to solicit donations, and staff previously defended that action to its board citing free speech rights. But Sweet and Director Robert Raburn now are asking BART's lawyers to determine what leeway the agency has to restrict the soliciting activities of St. Andrew.\u003c/p>\n\u003cp>\"By all accounts, this is not a group that we want to promote on public property,\" Raburn wrote in an email to California Watch.\u003c/p>\n\u003cp>Raburn said he became concerned last year when he saw unsupervised St. Andrew students asking for money at the Fruitvale BART after dark. Sweet also grew alarmed, she said, after seeing the soliciting continue day after day.\u003c/p>\n\u003cp>But BART staff responded to the board in a \u003ca href=\"https://www.documentcloud.org/documents/372850-bart-memo.html\" target=\"_blank\">December memo\u003c/a> that \"the speech activities are protected on the grounds that the Church is a religious organization engaged in charitable solicitation.\"\u003c/p>\n\u003cp>St. Andrew students have been raising money for years, but it's \u003ca href=\"http://californiawatch.org/dailyreport/controversial-church-sends-kids-solicit-money-bart-stations-13825\" target=\"_blank\">unclear\u003c/a> where the money is going. The pastor drives a Cadillac Escalade while the school building needs repairs.\u003c/p>\n\u003cp>California Watch recently uncovered \u003ca href=\"http://californiawatch.org/k-12/oakland-school-accused-abuse-overbilling-taxpayers-records-show-16428\" target=\"_blank\">allegations of abuse\u003c/a> at the hands of Robert Lacy Jr., who teaches at the school and sometimes takes students to solicit at BART stations. Former students said he hit and threw things at children in his classes. Lacy Jr. has said he doesn't have \"any history\" of hitting children.\u003c/p>\n\u003cp>Sweet said the staff decision to keep monthly permits flowing to St. Andrew was \"the wrong thing to do.\"\u003c/p>\n\u003cp>\"It didn’t appear that they were raising money for a legitimate cause,\" she said. \"It also appeared that they were out there too long – they were being abused.\"\u003c/p>\n\u003cp>BART spokeswoman Luna Salaver said that as a public agency, BART has to issue the permits \"on a level playing field.\" She said BART police monitored the situation and did not observe any violations.\u003c/p>\n\u003cp>\"BART takes children’s safety very seriously,\" Salaver said.\u003c/p>\n\u003cp>BART issued \u003ca href=\"https://www.documentcloud.org/documents/372852-bart-permit-june-2012.html\" target=\"_blank\">this month's permit\u003c/a> to Andrew Lacy, another son of the pastor. The permit allows fundraising every day from 5 to 7 p.m. at seven BART stations in Berkeley, Oakland and San Leandro.\u003c/p>\n\u003cp>Andrew Lacy has a history of illegal activity. He pleaded guilty to \u003ca href=\"https://www.documentcloud.org/documents/366460-charges.html\" target=\"_blank\">felony welfare fraud\u003c/a> in 2004, according to court records. And, according to \u003ca href=\"https://www.documentcloud.org/documents/372858-andrew-lacy-2002-arrest.html\" target=\"_blank\">police records\u003c/a> newly obtained by California Watch, he was also arrested in 2002 on charges of injuring his girlfriend with a club. He was convicted of a misdemeanor domestic violence charge in that case, which was later dismissed after he satisfied the conditions of his probation, according to court records.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BART does not conduct a criminal background check before issuing permits, Salaver said.\u003c/p>\n\u003cdiv>\n\u003cp>In a separate custody court case this year, the father of Andrew Lacy's stepdaughter – then a student at St. Andrew – accused Lacy of threatening to slap the girl if she didn't solicit at BART stations. The girl’s mother denied the allegations in court filings, but the judge gave primary custody to the father, specifying that the girl not engage in soliciting.\u003c/p>\n\u003cp>Andrew Lacy did not respond to requests for comment.\u003c/p>\n\u003cp>Meanwhile, state officials plan to investigate whether the Oakland Unified School District mismanaged federal funds as it distributed money to St. Andrew teachers. California Watch found that the school's reported enrollment numbers, used to determine its level of federal funding, far exceeded the number of students who actually attend.\u003c/p>\n\u003cp>Oakland Unified distributes Title I money based on the number of low-income students and Title II money based on total enrollment. The district uses enrollment figures reported to the state to allocate Title II funds.\u003c/p>\n\u003cp>St. Andrew reported to the state it had 195 students this year, including 61 low-income students, while former students said fewer than 30 attended. An Oakland fire inspector observed 15 to 20 students and determined that the classrooms could fit no more than 58.\u003c/p>\n\u003cp>As part of a federal program to improve teaching and help struggling students at both public and private schools, Oakland Unified allocated at least $50,000 to benefit St. Andrew this school year and paid out $173,500 over the previous four years. Most of the money went to Lacy Jr. and Carrie Banks, a St. Andrew teacher who married the pastor in 1999.\u003c/p>\n\u003cp>Oakland Unified spokesman Troy Flint said the state is responsible for making sure the numbers are accurate.\u003c/p>\n\u003cp>\"It just makes common sense,\" Flint said.\u003c/p>\n\u003cp>But state Education Department spokesman Paul Hefner said the state does not check the enrollment figures.\u003c/p>\n\u003cp>Local school districts, he said, “need to take steps to verify those numbers.”\u003c/p>\n\u003cp>Hefner said the state is moving up a planned routine review of the district's distribution of Title I and II funds from January\u003cstrong> \u003c/strong>to September because of the controversy. The review, he said, will also look into whether the money should have gone to Lacy Jr. and Banks, since the law requires it be used for consultants who are \"independent\" of the school.\u003c/p>\n\u003cp>The district could be on the hook for refunding any misspent money.\u003c/p>\n\u003cp>In total, the district allocated $1.2 million to benefit Oakland private school students and teachers during the 2011-12 school year, according to district records.\u003c/p>\n\u003cp>\u003cem>Will Evans is an investigative journalist for \u003ca href=\"http://californiawatch.org/\">California Watch\u003c/a>.\u003c/em>\u003c/p>\n\u003c/div>\n\u003c/div>\u003c/p>",
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"headTitle": "Castro Bicyclist Pleads Not Guilty in Pedestrian Death | KQED",
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"content": "\u003cp>SAN FRANCISCO (BCN) A bicyclist accused of fatally striking a pedestrian in San Francisco’s Castro District in March pleaded not guilty today [Wednesday] to a felony vehicular manslaughter charge.\u003c/p>\n\u003cp>Chris Bucchere, 36, struck 71-year-old Sutchi Hui at Market and Castro streets shortly before 8:10 a.m. on March 29, according to police.\u003c/p>\n\u003cp>Bucchere, who was riding south on Castro Street, struck Hui as he walked east in a crosswalk with a green light, police said. Hui died at a hospital days later.\u003c/p>\n\u003cp>The goateed Bucchere, who wore a blazer and slacks in court, did not speak to reporters after his brief arraignment hearing this afternoon, but his attorneys issued a statement on his behalf.\u003c/p>\n\u003cp>“Chris anticipates the day when he may express his deepest condolences to the Hui family for their tragic loss. But for now, while the case is ongoing, he will continue to cooperate with the authorities and to respond responsibly to the charges in court,” the statement read.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>District Attorney George Gascon filed the charges last week, saying that Bucchere was facing a felony rather than a misdemeanor charge because witnesses reported that he committed “a pattern of vehicle code violations” prior to the collision, including running red lights and stop signs at other intersections.\u003c/p>\n\u003cp>Gascon said that, according to surveillance video footage obtained by prosecutors, it did not appear that Bucchere tried to brake before striking Hui.\u003c/p>\n\u003cp>The case gained further attention when it was revealed that on the day of the collision, someone using the name Chris Bucchere wrote about the accident on an online cycling forum.\u003c/p>\n\u003cp>In the post, Bucchere expressed hope that Hui was OK, but ended by saying the moral of the story was the importance of wearing a helmet, which elicited criticism from other forum members. The post has since been taken off the site.\u003c/p>\n\u003cp>Bucchere surrendered to police on Thursday after the charges were filed, but has since posted $150,000 bail and is out of custody, prosecutors said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>He will return to court on July 27 to set a date for the preliminary hearing.\u003c/p>\n\n",
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"description": "SAN FRANCISCO (BCN) A bicyclist accused of fatally striking a pedestrian in San Francisco's Castro District in March pleaded not guilty today to a felony vehicular manslaughter charge. Chris Bucchere, 36, struck 71-year-old Sutchi Hui at Market and Castro streets shortly before 8:10 a.m. on March 29, according to police. Bucchere, who was riding south on Castro Street, struck Hui as he walked east in a crosswalk with a green light, police said. Hui died at a hospital days later. The goateed Bucchere, who wore a blazer and slacks in court, did not speak to reporters after his brief",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>SAN FRANCISCO (BCN) A bicyclist accused of fatally striking a pedestrian in San Francisco’s Castro District in March pleaded not guilty today [Wednesday] to a felony vehicular manslaughter charge.\u003c/p>\n\u003cp>Chris Bucchere, 36, struck 71-year-old Sutchi Hui at Market and Castro streets shortly before 8:10 a.m. on March 29, according to police.\u003c/p>\n\u003cp>Bucchere, who was riding south on Castro Street, struck Hui as he walked east in a crosswalk with a green light, police said. Hui died at a hospital days later.\u003c/p>\n\u003cp>The goateed Bucchere, who wore a blazer and slacks in court, did not speak to reporters after his brief arraignment hearing this afternoon, but his attorneys issued a statement on his behalf.\u003c/p>\n\u003cp>“Chris anticipates the day when he may express his deepest condolences to the Hui family for their tragic loss. But for now, while the case is ongoing, he will continue to cooperate with the authorities and to respond responsibly to the charges in court,” the statement read.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>District Attorney George Gascon filed the charges last week, saying that Bucchere was facing a felony rather than a misdemeanor charge because witnesses reported that he committed “a pattern of vehicle code violations” prior to the collision, including running red lights and stop signs at other intersections.\u003c/p>\n\u003cp>Gascon said that, according to surveillance video footage obtained by prosecutors, it did not appear that Bucchere tried to brake before striking Hui.\u003c/p>\n\u003cp>The case gained further attention when it was revealed that on the day of the collision, someone using the name Chris Bucchere wrote about the accident on an online cycling forum.\u003c/p>\n\u003cp>In the post, Bucchere expressed hope that Hui was OK, but ended by saying the moral of the story was the importance of wearing a helmet, which elicited criticism from other forum members. The post has since been taken off the site.\u003c/p>\n\u003cp>Bucchere surrendered to police on Thursday after the charges were filed, but has since posted $150,000 bail and is out of custody, prosecutors said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>He will return to court on July 27 to set a date for the preliminary hearing.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "SF Pier 29 Fire Damage Estimated at $2.4 Million",
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"content": "\u003cp>(Bay City News) The four-alarm fire at San Francisco's Pier 29 on Wednesday afternoon caused nearly $2.4 million in damage, a fire department spokeswoman said today.\u003c/p>\n\u003cp>The blaze was reported at about 1:50 p.m. at the two-story waterfront building located at the intersection of The Embarcadero, Sansome and Chestnut streets. The building was vacant and under construction in preparation for the America's Cup sailing race in 2013.\u003c/p>\n\u003cp>Firefighters spent more than two hours attacking the fire from several angles, including from a fireboat on the Bay, before extinguishing the flames at 3:59 p.m., fire officials said.\u003c/p>\n\u003cp>The cause of the blaze had not been determined as of this morning, but a fire investigator has estimated the damage to the structure at $2.37 million, fire spokeswoman Mindy Talmadge said.\u003c/p>\n\u003cp>The building is slated to house the operations staging area for the America's Cup regatta, according to Monique Moyer, executive director of the Port of San Francisco.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Talmadge said the fire investigator was unable to fully examine the building on Wednesday night because it had not been deemed structurally sound, but that investigators would be going back to the scene today to try to determine the cause.\u003c/p>\n\u003cp>Fire Chief Joanne Hayes-White said Wednesday that a preliminary investigation indicated that construction workers may have been in the building prior to the fire, but it was too early to determine whether any construction work sparked the blaze.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The fire caused the closure of several blocks of The Embarcadero for hours on Wednesday, and interrupted service on San Francisco Municipal Railway's F-Market & Wharves streetcar line. Service resumed early this morning.\u003c/p>\n\n",
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"description": "(Bay City News) The four-alarm fire at San Francisco's Pier 29 on Wednesday afternoon caused nearly $2.4 million in damage, a fire department spokeswoman said today. The blaze was reported at about 1:50 p.m. at the two-story waterfront building located at the intersection of The Embarcadero, Sansome and Chestnut streets. The building was vacant and",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>(Bay City News) The four-alarm fire at San Francisco's Pier 29 on Wednesday afternoon caused nearly $2.4 million in damage, a fire department spokeswoman said today.\u003c/p>\n\u003cp>The blaze was reported at about 1:50 p.m. at the two-story waterfront building located at the intersection of The Embarcadero, Sansome and Chestnut streets. The building was vacant and under construction in preparation for the America's Cup sailing race in 2013.\u003c/p>\n\u003cp>Firefighters spent more than two hours attacking the fire from several angles, including from a fireboat on the Bay, before extinguishing the flames at 3:59 p.m., fire officials said.\u003c/p>\n\u003cp>The cause of the blaze had not been determined as of this morning, but a fire investigator has estimated the damage to the structure at $2.37 million, fire spokeswoman Mindy Talmadge said.\u003c/p>\n\u003cp>The building is slated to house the operations staging area for the America's Cup regatta, according to Monique Moyer, executive director of the Port of San Francisco.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Talmadge said the fire investigator was unable to fully examine the building on Wednesday night because it had not been deemed structurally sound, but that investigators would be going back to the scene today to try to determine the cause.\u003c/p>\n\u003cp>Fire Chief Joanne Hayes-White said Wednesday that a preliminary investigation indicated that construction workers may have been in the building prior to the fire, but it was too early to determine whether any construction work sparked the blaze.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The fire caused the closure of several blocks of The Embarcadero for hours on Wednesday, and interrupted service on San Francisco Municipal Railway's F-Market & Wharves streetcar line. Service resumed early this morning.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Brown Backs Away from Bullet Train Fight",
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"content": "\u003cp>by Lance Williams, \u003ca href=\"http://www.baycitizen.org/transportation/story/brown-backs-away-bullet-train-fight/\">The Bay Citizen\u003c/a>\u003c/p>\n\u003cp>Gov. Jerry Brown backed away from a fight with environmentalists yesterday, abandoning a plan to exempt the $68 billion California bullet train project from environmental laws.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/06/BayCitizenLogo2.png\">\u003cimg class=\"alignleft size-full wp-image-68466\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/06/BayCitizenLogo2.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>Brown had hoped to fast-track construction of the controversial project by sidestepping key provisions of the California Environmental Quality Act.\u003c/p>\n\u003cfigure id=\"attachment_68470\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/06/bullet-train.png\">\u003cimg class=\"size-full wp-image-68470\" title=\"bullet train\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/06/bullet-train.png\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An artist's rendition of the planned California bullet train (cahighspeedrail.ca.gov)\u003c/figcaption>\u003c/figure>\n\u003cp>But the idea had put him at odds with most of the state’s green groups.\u003c/p>\n\u003cp>The Sierra Club, the Natural Resources Defense Council and the Planning and Conservation League were among the organizations that in recent days had strongly criticized Brown’s plan.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Sierra Club had called Brown’s idea “dangerous” and “a political mistake.”\u003c/p>\n\u003cp>Most of the state’s environmental groups backed Brown in his 2010 campaign for governor. Several green groups have been firm supporters of the rail project, which would link San Francisco and Los Angeles with trains traveling more than 200 miles per hour.\u003c/p>\n\u003cp>Environmentalists said they were informed that Brown was abandoning the plan by Ken Alex, director of the governor's Office of Planning and Research.\u003c/p>\n\u003cp>Brown’s press office referred questions to the state High-Speed Rail Authority, which declined to comment.\u003c/p>\n\u003cp>Brown’s decision removed potential roadblocks to environmental lawsuits aimed at stopping the bullet train.\u003c/p>\n\u003cp>But the move also might shore up legislative support for the project. For construction to begin, lawmakers soon must approve the sale of billions of dollars in state rail construction bonds.\u003c/p>\n\u003cp>Kathryn Phillips, executive director of Sierra Club California, said her organization wants the bullet train built. But first, she said it needs an extensive review under environmental laws.\u003c/p>\n\u003cp>Brown’s decision was “very good news,” Phillips said. But she said she worries that lawmakers will make further attempts to carve out exemptions from environmental review for projects that need close scrutiny.\u003c/p>\n\u003cp>“I frankly would like the governor and the Legislature to spend less time trying to dismantle environmental review and more time working with us to solve the most critical environmental problems in the state,” she said.\u003c/p>\n\u003cp>Bruce Reznik, executive director of the Planning and Conservation League, said his group hadn't yet decided whether it would now support the bullet train.\u003c/p>\n\u003cp>The governor’s office floated the exemption idea earlier this month. According to environmentalists, the governor’s aides had portrayed the idea as limited and technical in nature: They mainly wanted to block judges in environmental lawsuits from issuing stop work orders on the bullet train project. Delays of that sort might cost California billions in federal aid, the administration says.\u003c/p>\n\u003cp>The environmental groups support high-speed rail as an eco-friendly transportation alternative to more freeways and airports, while the construction industry and labor unions say the project will create thousands of jobs.\u003c/p>\n\u003cp>But opponents on the San Francisco Peninsula and in the Central Valley have sued to stop the project, claiming construction would wreck residential neighborhoods and prime farmland.\u003c/p>\n\u003cp>So far, four lawsuits have been filed under terms of the Environmental Quality Act, a 40-year-old-law that requires developers to write comprehensive reports describing the pluses and minuses of big construction projects. These environmental impact reports also must propose strategies for blunting projects’ effects on air and water pollution and urban sprawl.\u003c/p>\n\u003cp>If critics believe that a report doesn't accurately describe a project or address its problems, they can sue, and the legal process can be prolonged.\u003c/p>\n\u003cp>When developers lose – as the rail authority already has, twice, in Bay Area lawsuits – they may be required to redo their reports, which takes still more time. The law gives judges the power to issue stop work orders to force legal compliance.\u003c/p>\n\u003cp>Development interests long have complained about the process. In recent years, the state Legislature has granted exemptions for prison and highway projects, as well as for a proposed professional football stadium in Los Angeles.\u003c/p>\n\u003cp>But no exemption so far has been as expansive as what Brown’s office had envisioned for the bullet train, said Oakland lawyer Stuart Flashman, who represents Peninsula-based opponents of the bullet train in two lawsuits.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Its purpose was “to wipe out all the environmental challenges,” he said in an interview before Brown dropped the idea.\u003c/p>\n\n",
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"description": "by Lance Williams, The Bay Citizen Gov. Jerry Brown backed away from a fight with environmentalists yesterday, abandoning a plan to exempt the $68 billion California bullet train project from environmental laws. Brown had hoped to fast-track construction of the controversial project by sidestepping key provisions of the California Environmental Quality Act. But the idea",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>by Lance Williams, \u003ca href=\"http://www.baycitizen.org/transportation/story/brown-backs-away-bullet-train-fight/\">The Bay Citizen\u003c/a>\u003c/p>\n\u003cp>Gov. Jerry Brown backed away from a fight with environmentalists yesterday, abandoning a plan to exempt the $68 billion California bullet train project from environmental laws.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/06/BayCitizenLogo2.png\">\u003cimg class=\"alignleft size-full wp-image-68466\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/06/BayCitizenLogo2.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>Brown had hoped to fast-track construction of the controversial project by sidestepping key provisions of the California Environmental Quality Act.\u003c/p>\n\u003cfigure id=\"attachment_68470\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/06/bullet-train.png\">\u003cimg class=\"size-full wp-image-68470\" title=\"bullet train\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/06/bullet-train.png\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An artist's rendition of the planned California bullet train (cahighspeedrail.ca.gov)\u003c/figcaption>\u003c/figure>\n\u003cp>But the idea had put him at odds with most of the state’s green groups.\u003c/p>\n\u003cp>The Sierra Club, the Natural Resources Defense Council and the Planning and Conservation League were among the organizations that in recent days had strongly criticized Brown’s plan.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Sierra Club had called Brown’s idea “dangerous” and “a political mistake.”\u003c/p>\n\u003cp>Most of the state’s environmental groups backed Brown in his 2010 campaign for governor. Several green groups have been firm supporters of the rail project, which would link San Francisco and Los Angeles with trains traveling more than 200 miles per hour.\u003c/p>\n\u003cp>Environmentalists said they were informed that Brown was abandoning the plan by Ken Alex, director of the governor's Office of Planning and Research.\u003c/p>\n\u003cp>Brown’s press office referred questions to the state High-Speed Rail Authority, which declined to comment.\u003c/p>\n\u003cp>Brown’s decision removed potential roadblocks to environmental lawsuits aimed at stopping the bullet train.\u003c/p>\n\u003cp>But the move also might shore up legislative support for the project. For construction to begin, lawmakers soon must approve the sale of billions of dollars in state rail construction bonds.\u003c/p>\n\u003cp>Kathryn Phillips, executive director of Sierra Club California, said her organization wants the bullet train built. But first, she said it needs an extensive review under environmental laws.\u003c/p>\n\u003cp>Brown’s decision was “very good news,” Phillips said. But she said she worries that lawmakers will make further attempts to carve out exemptions from environmental review for projects that need close scrutiny.\u003c/p>\n\u003cp>“I frankly would like the governor and the Legislature to spend less time trying to dismantle environmental review and more time working with us to solve the most critical environmental problems in the state,” she said.\u003c/p>\n\u003cp>Bruce Reznik, executive director of the Planning and Conservation League, said his group hadn't yet decided whether it would now support the bullet train.\u003c/p>\n\u003cp>The governor’s office floated the exemption idea earlier this month. According to environmentalists, the governor’s aides had portrayed the idea as limited and technical in nature: They mainly wanted to block judges in environmental lawsuits from issuing stop work orders on the bullet train project. Delays of that sort might cost California billions in federal aid, the administration says.\u003c/p>\n\u003cp>The environmental groups support high-speed rail as an eco-friendly transportation alternative to more freeways and airports, while the construction industry and labor unions say the project will create thousands of jobs.\u003c/p>\n\u003cp>But opponents on the San Francisco Peninsula and in the Central Valley have sued to stop the project, claiming construction would wreck residential neighborhoods and prime farmland.\u003c/p>\n\u003cp>So far, four lawsuits have been filed under terms of the Environmental Quality Act, a 40-year-old-law that requires developers to write comprehensive reports describing the pluses and minuses of big construction projects. These environmental impact reports also must propose strategies for blunting projects’ effects on air and water pollution and urban sprawl.\u003c/p>\n\u003cp>If critics believe that a report doesn't accurately describe a project or address its problems, they can sue, and the legal process can be prolonged.\u003c/p>\n\u003cp>When developers lose – as the rail authority already has, twice, in Bay Area lawsuits – they may be required to redo their reports, which takes still more time. The law gives judges the power to issue stop work orders to force legal compliance.\u003c/p>\n\u003cp>Development interests long have complained about the process. In recent years, the state Legislature has granted exemptions for prison and highway projects, as well as for a proposed professional football stadium in Los Angeles.\u003c/p>\n\u003cp>But no exemption so far has been as expansive as what Brown’s office had envisioned for the bullet train, said Oakland lawyer Stuart Flashman, who represents Peninsula-based opponents of the bullet train in two lawsuits.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Its purpose was “to wipe out all the environmental challenges,” he said in an interview before Brown dropped the idea.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Recovers Bikes from Suspected Thief, Announces Bike Commute Experiment",
"title": "BART Recovers Bikes from Suspected Thief, Announces Bike Commute Experiment",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>Ever tried commuting by bicycle from the East Bay to San Francisco? It's a challenge. Bikes are banned on the Bay Bridge at all hours, and on BART in commute directions at rush hour.\u003c/p>\n\u003cp>Of course you can leave your bike at your local station, then hop on a train -- but then you run the risk of theft.\u003c/p>\n\u003cp>Now BART is offering at least some temporary good news.\u003c/p>\n\u003cp>The transit agency's police believe they have collared a thief who targeted its stations. And as an experiment the agency will allow bicyclists to ride in commute times and directions on Fridays in August.\u003c/p>\n\u003cp>The police say they caught 47-year-old Brett Major of San Francisco in the act of stealing a bicycle at the 24th Street Station.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>BART police booked Major at San Francisco County Jail on suspicion of burglary, theft, possession of burglary tools, and an outstanding warrant originating from Alameda County. A subsequent search of Majors’ home turned up seven bicycle frames and parts, which BART Police believe to be stolen, the agency said.\u003c/p>\n\u003cp>If you are missing a bike -- especially if it's one you parked at a BART station -- take a look at the \u003ca href=\"http://www.bart.gov/news/articles/2012/news20120612.aspx\">photos\u003c/a> of frames BART has posted to see if one of them belongs to you.\u003c/p>\n\u003cp>You'll have to provide either a case number from a theft report or show other proof of ownership before you can claim your missing ride. (For example, you could show a receipt with a serial number or other identifiable marks unique to the bicycle.) If you recognize the bicycle parts as yours, telephone the BART Police Investigations Unit at (510) 464-7040, or email Detective Wendy Sanchez at Wsanche@bart.gov.\u003c/p>\n\u003cp>You can also look for your stolen bicycles on a website posted by the San Francisco Police Department’s Ingleside Station. That agency seized 114 recovered stolen bicycles \u003ca href=\"http://inglesidepolicestation.com/#1%21_bike-recovery\">and posted information and photos\u003c/a> on May 17, 2012.\u003c/p>\n\u003cp>In a separate initiative, BART will allow bikes on BART all day on Fridays in August. The idea is to see how bikes during rush hour \"will affect passengers and train operations.\" This pilot program does not change bicycle rules for Monday through Thursday, or BART’s prohibition of riders boarding with bikes in the first car or crowded trains.\u003c/p>\n\u003cp>If the program goes smoothly, BART might expand it. Its evaluation will include feedback from BART riders, both cyclists and non-cyclists, and an analysis of \"operational issues, such as the amount of time a train remains at each station to accommodate bicycle boarding,\" the agency said.\u003c/p>\n\u003cp>About 4% of BART customers ride bikes to BART stations. Among those 4%, about 60% bring their bikes on board trains, the agency says.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>For more information on BART's bike rules see \u003ca href=\"http://www.bart.gov/bikes\">www.bart.gov/bikes\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Ever tried commuting by bicycle from the East Bay to San Francisco? It's a challenge. Bikes are banned on the Bay Bridge at all hours, and on BART in commute directions at rush hour.\u003c/p>\n\u003cp>Of course you can leave your bike at your local station, then hop on a train -- but then you run the risk of theft.\u003c/p>\n\u003cp>Now BART is offering at least some temporary good news.\u003c/p>\n\u003cp>The transit agency's police believe they have collared a thief who targeted its stations. And as an experiment the agency will allow bicyclists to ride in commute times and directions on Fridays in August.\u003c/p>\n\u003cp>The police say they caught 47-year-old Brett Major of San Francisco in the act of stealing a bicycle at the 24th Street Station.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BART police booked Major at San Francisco County Jail on suspicion of burglary, theft, possession of burglary tools, and an outstanding warrant originating from Alameda County. A subsequent search of Majors’ home turned up seven bicycle frames and parts, which BART Police believe to be stolen, the agency said.\u003c/p>\n\u003cp>If you are missing a bike -- especially if it's one you parked at a BART station -- take a look at the \u003ca href=\"http://www.bart.gov/news/articles/2012/news20120612.aspx\">photos\u003c/a> of frames BART has posted to see if one of them belongs to you.\u003c/p>\n\u003cp>You'll have to provide either a case number from a theft report or show other proof of ownership before you can claim your missing ride. (For example, you could show a receipt with a serial number or other identifiable marks unique to the bicycle.) If you recognize the bicycle parts as yours, telephone the BART Police Investigations Unit at (510) 464-7040, or email Detective Wendy Sanchez at Wsanche@bart.gov.\u003c/p>\n\u003cp>You can also look for your stolen bicycles on a website posted by the San Francisco Police Department’s Ingleside Station. That agency seized 114 recovered stolen bicycles \u003ca href=\"http://inglesidepolicestation.com/#1%21_bike-recovery\">and posted information and photos\u003c/a> on May 17, 2012.\u003c/p>\n\u003cp>In a separate initiative, BART will allow bikes on BART all day on Fridays in August. The idea is to see how bikes during rush hour \"will affect passengers and train operations.\" This pilot program does not change bicycle rules for Monday through Thursday, or BART’s prohibition of riders boarding with bikes in the first car or crowded trains.\u003c/p>\n\u003cp>If the program goes smoothly, BART might expand it. Its evaluation will include feedback from BART riders, both cyclists and non-cyclists, and an analysis of \"operational issues, such as the amount of time a train remains at each station to accommodate bicycle boarding,\" the agency said.\u003c/p>\n\u003cp>About 4% of BART customers ride bikes to BART stations. Among those 4%, about 60% bring their bikes on board trains, the agency says.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>For more information on BART's bike rules see \u003ca href=\"http://www.bart.gov/bikes\">www.bart.gov/bikes\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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},
"closealltabs": {
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"source": "Commonwealth Club of California"
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"order": 9
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"meta": {
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"source": "WNYC"
},
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"id": "fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"hidden-brain": {
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"airtime": "SUN 7pm-8pm",
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"source": "NPR"
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"link": "/radio/program/how-i-built-this",
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"hyphenacion": {
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"order": 15
},
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"jerrybrown": {
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
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"order": 18
},
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},
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"id": "latino-usa",
"title": "Latino USA",
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
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"officialWebsiteLink": "http://latinousa.org/",
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"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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},
"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"meta": {
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"rss": "https://rss.art19.com/masters-of-scale"
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},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
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"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/onourwatch",
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"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
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},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
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},
"link": "/radio/program/pbs-newshour",
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"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
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"officialWebsiteLink": "/perspectives/",
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
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},
"planet-money": {
"id": "planet-money",
"title": "Planet Money",
"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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"meta": {
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"source": "npr"
},
"link": "/radio/program/planet-money",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
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