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"content": "\u003cp>Tesla’s partially automated driving system steered an electric SUV into a concrete barrier on a Silicon Valley freeway because it was operating under conditions it couldn’t handle and because the driver likely was distracted by playing a game on his smartphone, the National Transportation Safety Board has found.\u003c/p>\n\u003cp>The board made the determination Tuesday in the fatal crash, and provided nine new recommendations to prevent partially automated vehicle crashes in the future. Among the recommendations is for tech companies to design smartphones and other electronic devices so they don’t operate if they are within a driver’s reach, unless it’s an emergency.\u003c/p>\n\u003cp>NTSB Chairman Robert Sumwalt said the problem of drivers distracted by smartphones will keep spreading if nothing is done.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Robert Sumwalt, NTSB board chairman\"]‘When driving in the supposed ‘self-driving’ mode, you can’t read a book, you can’t watch a movie or TV show, you can’t text and you can’t play video games.’[/pullquote]\u003c/p>\n\u003cp>“If we don’t get on top of it, it’s going to be a coronavirus,” he said in calling for government regulations and company policies prohibiting driver use of smartphones.\u003c/p>\n\u003cp>Much of the board’s frustration was directed at the National Highway Traffic Safety Administration (NHTSA) and to Tesla, which have not acted on recommendations the NTSB passed two years ago. The NTSB investigates crashes but only has authority to make recommendations. NHTSA can enforce the advice, and manufacturers also can act on it.\u003c/p>\n\u003cp>But Sumwalt said if they don’t, “then we are wasting our time. Safety will not be improved. We are counting on them to do their job.”\u003c/p>\n\u003cp>For Tesla, the board repeated previous recommendations that it install safeguards to stop its Autopilot driving system from operating in conditions it wasn’t designed to navigate. The board also wants Tesla to design a more effective system to make sure the driver is always paying attention.\u003c/p>\n\u003cp>If Tesla doesn’t add driver monitoring safeguards, misuse of Autopilot is expected “and the risk for future crashes will remain,” the board wrote in one of its findings.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Tuesday’s hearing focused on the March 2018 \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\">crash\u003c/a> of a Tesla Model X SUV, in which Autopilot was engaged when the vehicle swerved and slammed into a concrete barrier dividing freeway and exit lanes in Mountain View, killing Apple engineer Walter Huang.\u003c/p>\n\u003cp>Just before the crash, the Tesla steered to the left into a paved area between the freeway travel lanes and an exit ramp, the NTSB said. It accelerated to 71 mph and crashed into the end of the concrete barrier. The car’s forward collision avoidance system didn’t alert Huang, and its automatic emergency braking did not activate, the NTSB said. Also, Huang did not brake, and there was no steering movement detected to avoid the crash, the board’s staff said. Huang had \u003ca href=\"https://www.kqed.org/news/11801138/apple-engineer-killed-in-tesla-crash-had-previously-complained-about-autopilot\">previously complained\u003c/a> about the SUV malfunctioning on the same stretch of Silicon Valley freeway.\u003c/p>\n\u003cp>NTSB staff members said they couldn’t pinpoint exactly why the car steered into the barrier, but it likely was a combination of faded lane lines, bright sunshine that affected the cameras and a closer-than-normal vehicle in the lane ahead of the Tesla.\u003c/p>\n\u003cp>The board also found that Huang likely would have lived \u003ca href=\"https://www.kqed.org/news/11773179/safety-board-says-chp-caltrans-lapses-played-part-in-delayed-repairs-before-fatal-tesla-crash\">if a cushion at the end of the barrier had been repaired\u003c/a> by California transportation officials. That cushion had been damaged in a crash 11 days before Huang was killed.\u003c/p>\n\u003cp>Recommendations to NHTSA included expanded testing to make sure partially automated systems can avoid running into common obstacles such as a barrier. The board also asks that NHTSA evaluate Autopilot to determine where it can safely operate and to develop and enforce standards for monitoring drivers so they pay attention while using the systems.\u003c/p>\n\u003cp>NHTSA has told the NTSB it has investigations open into 14 Tesla crashes and would use its enforcement of safety defects to take action if needed.\u003c/p>\n\u003cp>The agency issued a statement saying it will review the NTSB’s report and that all commercially available vehicles require human drivers to stay in control at all times.\u003c/p>\n\u003cp>“Distraction-affected crashes are a major concern, including those involving advanced driver assistance features,” the statement said.\u003c/p>\n\u003cp>[aside label='Related Coverage' tag='autopilot']Sumwalt said at the start of Tuesday’s hearing that systems like Autopilot cannot drive themselves, yet drivers continue to use them without paying attention.\u003c/p>\n\u003cp>“This means that when driving in the supposed ‘self-driving’ mode, you can’t read a book, you can’t watch a movie or TV show, you can’t text and you can’t play video games,” he said.\u003c/p>\n\u003cp>Under questioning from board members, Robert Molloy, the NTSB’s director of highway safety, said the NHTSA is taking a hands-off approach to regulating new automated driving systems like Autopilot. Molloy called the approach “misguided,” and said nothing is more disappointing than seeing recommendations ignored by Tesla and NHTSA.\u003c/p>\n\u003cp>“They need to do more,” he said of the federal highway safety agency.\u003c/p>\n\u003cp>Autopilot is designed to keep a vehicle in its lane and keep a safe distance from vehicles in front of it. It also can change lanes with driver approval. Tesla says Autopilot is intended to be used for driver assistance and that drivers must be ready to intervene at all times.\u003c/p>\n\u003cp>Sumwalt said the board had made recommendations to six automakers in 2017 to stop the problem and only Tesla has failed to respond.\u003c/p>\n\u003cp>Teslas can sense a driver applying force to the steering wheel, and if that doesn’t happen, it will issue visual and audio warnings. But monitoring steering wheel torque, “is a poor surrogate measure” of monitoring the driver, Ensar Becic, the NTSB’s human performance and automation highway safety expert told the board.\u003c/p>\n\u003cp>Messages were left Tuesday seeking comment from Tesla.\u003c/p>\n\u003cp>Sumwalt said the NTSB had called for technology more than nine years ago to disable distracting functions of smartphones while the user is driving, but no action has been taken.\u003c/p>\n\u003cp>Don Karol, the NTSB’s project manager for highway safety, told the board that the staff is recommending that cellphone companies program phones to automatically lock out distracting functions such as games and phone calls while someone is driving. The staff also recommends that companies enact policies to prevent use of company-issued cellphones while workers are driving.\u003c/p>\n\u003cp>Tesla has said Autopilot was put out initially in “beta,” meaning it was being tested and improved as bugs were identified, Karol told the board.\u003c/p>\n\u003cp>That brought a response from Vice Chairman Bruce Landsberg, who said if the system has known bugs, “it’s probably pretty foreseeable that somebody’s going to have a problem with it. And then they (Tesla) come back and say, ‘Oh, we warned you.’ “\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tuesday’s hearing focused on the March 2018 \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\">crash\u003c/a> of a Tesla Model X SUV, in which Autopilot was engaged when the vehicle swerved and slammed into a concrete barrier dividing freeway and exit lanes in Mountain View, killing Apple engineer Walter Huang.\u003c/p>\n\u003cp>Just before the crash, the Tesla steered to the left into a paved area between the freeway travel lanes and an exit ramp, the NTSB said. It accelerated to 71 mph and crashed into the end of the concrete barrier. The car’s forward collision avoidance system didn’t alert Huang, and its automatic emergency braking did not activate, the NTSB said. Also, Huang did not brake, and there was no steering movement detected to avoid the crash, the board’s staff said. Huang had \u003ca href=\"https://www.kqed.org/news/11801138/apple-engineer-killed-in-tesla-crash-had-previously-complained-about-autopilot\">previously complained\u003c/a> about the SUV malfunctioning on the same stretch of Silicon Valley freeway.\u003c/p>\n\u003cp>NTSB staff members said they couldn’t pinpoint exactly why the car steered into the barrier, but it likely was a combination of faded lane lines, bright sunshine that affected the cameras and a closer-than-normal vehicle in the lane ahead of the Tesla.\u003c/p>\n\u003cp>The board also found that Huang likely would have lived \u003ca href=\"https://www.kqed.org/news/11773179/safety-board-says-chp-caltrans-lapses-played-part-in-delayed-repairs-before-fatal-tesla-crash\">if a cushion at the end of the barrier had been repaired\u003c/a> by California transportation officials. That cushion had been damaged in a crash 11 days before Huang was killed.\u003c/p>\n\u003cp>Recommendations to NHTSA included expanded testing to make sure partially automated systems can avoid running into common obstacles such as a barrier. The board also asks that NHTSA evaluate Autopilot to determine where it can safely operate and to develop and enforce standards for monitoring drivers so they pay attention while using the systems.\u003c/p>\n\u003cp>NHTSA has told the NTSB it has investigations open into 14 Tesla crashes and would use its enforcement of safety defects to take action if needed.\u003c/p>\n\u003cp>The agency issued a statement saying it will review the NTSB’s report and that all commercially available vehicles require human drivers to stay in control at all times.\u003c/p>\n\u003cp>“Distraction-affected crashes are a major concern, including those involving advanced driver assistance features,” the statement said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Sumwalt said at the start of Tuesday’s hearing that systems like Autopilot cannot drive themselves, yet drivers continue to use them without paying attention.\u003c/p>\n\u003cp>“This means that when driving in the supposed ‘self-driving’ mode, you can’t read a book, you can’t watch a movie or TV show, you can’t text and you can’t play video games,” he said.\u003c/p>\n\u003cp>Under questioning from board members, Robert Molloy, the NTSB’s director of highway safety, said the NHTSA is taking a hands-off approach to regulating new automated driving systems like Autopilot. Molloy called the approach “misguided,” and said nothing is more disappointing than seeing recommendations ignored by Tesla and NHTSA.\u003c/p>\n\u003cp>“They need to do more,” he said of the federal highway safety agency.\u003c/p>\n\u003cp>Autopilot is designed to keep a vehicle in its lane and keep a safe distance from vehicles in front of it. It also can change lanes with driver approval. Tesla says Autopilot is intended to be used for driver assistance and that drivers must be ready to intervene at all times.\u003c/p>\n\u003cp>Sumwalt said the board had made recommendations to six automakers in 2017 to stop the problem and only Tesla has failed to respond.\u003c/p>\n\u003cp>Teslas can sense a driver applying force to the steering wheel, and if that doesn’t happen, it will issue visual and audio warnings. But monitoring steering wheel torque, “is a poor surrogate measure” of monitoring the driver, Ensar Becic, the NTSB’s human performance and automation highway safety expert told the board.\u003c/p>\n\u003cp>Messages were left Tuesday seeking comment from Tesla.\u003c/p>\n\u003cp>Sumwalt said the NTSB had called for technology more than nine years ago to disable distracting functions of smartphones while the user is driving, but no action has been taken.\u003c/p>\n\u003cp>Don Karol, the NTSB’s project manager for highway safety, told the board that the staff is recommending that cellphone companies program phones to automatically lock out distracting functions such as games and phone calls while someone is driving. The staff also recommends that companies enact policies to prevent use of company-issued cellphones while workers are driving.\u003c/p>\n\u003cp>Tesla has said Autopilot was put out initially in “beta,” meaning it was being tested and improved as bugs were identified, Karol told the board.\u003c/p>\n\u003cp>That brought a response from Vice Chairman Bruce Landsberg, who said if the system has known bugs, “it’s probably pretty foreseeable that somebody’s going to have a problem with it. And then they (Tesla) come back and say, ‘Oh, we warned you.’ “\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco made millions of dollars selling taxi medallions a decade ago, but now drivers say the crushing debt burden is \u003ca href=\"http://bit.ly/fioretaximedallions\">literally killing them\u003c/a>.\u003c/p>\n\u003cp>Before the rise of Uber and Lyft, the city raked in \u003ca href=\"https://www.kqed.org/news/11802107/medallion-crisis-leaves-cab-drivers-with-overwhelming-debt\">around $64 million\u003c/a> selling drivers a license – or medallion – to operate a cab for $250,000 a piece.\u003c/p>\n\u003cp>Soon after, new app-based ride service companies got a welcome reception at City Hall and things started going rapidly downhill for medallion owners.\u003c/p>\n\u003cp>Now, hundreds of taxi drivers are stuck with huge debt payments and a dying business.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Junior year of college, Aleah Fajardo was doing a lot — like, a lot, a lot: enrolled in a full course load, working for San Francisco State University’s newspaper and doing a photojournalism internship with the San Francisco Examiner. But bills still had to get paid.\u003c/p>\n\u003cp>“I didn’t have time for a regular job. I was like, I have a car, I’m in like one of the prime cities that people take Lyft so, I should just do that to help sustain myself through that semester or however long my internship was,” she said.\u003c/p>\n\u003cp>On one particular Saturday night, Aleah had a choice to make.\u003c/p>\n\u003cp>“I was like, damn, I can go out tonight and spend money that I do not have, or I can be an adult and save some money and make some money,” she said.\u003c/p>\n\u003cp>She got in her car and turned on the Lyft app.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Meanwhile, a group of friends in a San Francisco apartment were celebrating their friend’s birthday with Netflix, video games and booze.\u003c/p>\n\u003cp>“There was like a turning point in the night because about half of us were getting tired because we’d been drinking since 2 o’clock. And then the other half of us were like, ‘Man, what are we going to do next?’ ” said Eugenio Borgeson. “And my friend Adam, whose birthday [it was]. I don’t know what lit his fire, but he just got up and was like, ‘No, let’s go to a dancing bar!’ And we were like, ‘OK, OK!’ ”\u003c/p>\n\u003cp>Since there were 14 people that had to get transported to the club, three different Lyfts were in order.\u003c/p>\n\u003cp>Luckily for Eugenio, the birthday guy was looking out for him as the only single friend in the crew.\u003c/p>\n\u003cp>“He was looking at the phone all up to his face. He’s like, ‘Oh, my God. Eugenio! This Lyft driver is super cute.’ He’s like, ‘You’re riding in this car, Eugenio, you’re riding in this car.’ ”\u003c/p>\n\u003cp>When the driver rolled up, Eugenio’s friends made him sit shotgun so he could strike up a conversation with the cute driver.\u003c/p>\n\u003cp>And that cute driver just so happened to be Aleah.\u003c/p>\n\u003cp>“What up, y’all? Happy Saturday. I’m glad I’m getting you to your party!” she said.\u003c/p>\n\u003cp>Eugenio proceeded to ask her about how her day was going. Once they got past the small talk, the conversation started flowing.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Eugenio Borgeson\"]‘Aleah seemed to care about a lot of things I cared about. And so we really were like connecting over that.’[/pullquote]\u003c/p>\n\u003cp>“His students were working on a documentary, and so I was just asking him about how’d [they] get these interviews,” she said. “I was really invested in that conversation.”\u003c/p>\n\u003cp>The interest was mutual.\u003c/p>\n\u003cp>“Aleah seemed to care about a lot of things I cared about. And so we really were like connecting over that,” Eugenio said. “We were just exchanging stories about how digital media is like a really powerful weapon for youth.”\u003c/p>\n\u003cp>But the conversation couldn’t go on for long. Eugenio and his crew had a club to dance in, and Aleah had to make more money picking up passengers.\u003c/p>\n\u003cp>“When we rolled up to the spot, my mind was going like a million miles a minute. My friends were making me feel nervous, they were pushing me and everything, saying, ‘Ask her for a number.’ In my head I was saying, ‘No, no,’ ” Eugenio said. “She probably has tons of guys ask her for a number. I do not want to be lumped into that. I want to be different.”\u003c/p>\n\u003cp>As Eugenio lingered, Aleah could sense the dreaded question: Can I have your number?\u003c/p>\n\u003cfigure id=\"attachment_11801374\" class=\"wp-caption alignnone\" style=\"max-width: 1244px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11801374\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/E-A-in-2016.jpg\" alt=\"\" width=\"1244\" height=\"980\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/E-A-in-2016.jpg 1244w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/E-A-in-2016-160x126.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/E-A-in-2016-800x630.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/E-A-in-2016-1020x804.jpg 1020w\" sizes=\"(max-width: 1244px) 100vw, 1244px\">\u003cfigcaption class=\"wp-caption-text\">Aleah Fajardo and Eugiono Borgeson take a selfie the year they met, in 2016. \u003ccite>(Courtesy of Aleah Fajardo and Eugenio Borgeson)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I have had people when they would get off the car, they’d be like, ‘Hey, can I get your number,’ and umm, it was cool,” Aleah said. “But it also made me feel weird, because we just had a normal conversation and they kind of made our conversations sexualized in a way.”\u003c/p>\n\u003cp>Whenever that would happen, she’d give her number out, but wouldn’t actually text those guys back.\u003c/p>\n\u003cp>“I didn’t feel like their intentions were where I wanted them to be,” she said. “But Eugenio didn’t really make me feel that way. We were just kind of like having a great conversation and really like vibing with each other.”\u003c/p>\n\u003cp>After a couple of long, awkward seconds of lingering until his friends got out, Eugenio ditched the script and asked Aleah if he could give her his number. He wanted to continue their conversation over coffee or lunch sometime.\u003c/p>\n\u003cp>“Why don’t I offer her my number and have the ball be on her court, so she doesn’t feel pressure to give me hers,” he said. “If she wasn’t feeling it, then it’s like, all right, no harm, no foul, [she] doesn’t have to call me.”\u003c/p>\n\u003cp>Aleah was genuinely caught off guard by him offering his number, and she was into it.\u003c/p>\n\u003cp>“As she started to [drive away], I was thinking in my head, did I make the right decision?”\u003c/p>\n\u003cp>That evening when Aleah got home, she told her roommates about the cute guy she drove and their stimulating conversation. But she wasn’t sure if she should text him.\u003c/p>\n\u003cp>“Monday rolls around and I’m at work and I was like, ‘Oh, my God, she’s not going to text me. I made the wrong decision. Why didn’t I ask her for her number?’ ” Eugenio said.\u003c/p>\n\u003cp>Aleah was stressing, too — should she text him or not?\u003c/p>\n\u003cp>“When I finally get home from classes, I go to my roommate like, ‘Yo, tell me the truth. Should I text him?’ And she said, ‘Aleah, you have not shut up about him from the moment you got home on Saturday. Just text him, stop bugging me about it and text him.’ ”\u003c/p>\n\u003cp>So she did.\u003c/p>\n\u003cp>“When she did finally text me, it was such a huge relief,” Eugenio said. “I was just so scared she wasn’t going to at all. And I was just going to hate myself for it forever.”\u003c/p>\n\u003cp>That ride was nearly four years ago.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Today, Eugenio and Aleah live together in Oakland where they both teach at public high schools and continue to use art to empower their students.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Meanwhile, a group of friends in a San Francisco apartment were celebrating their friend’s birthday with Netflix, video games and booze.\u003c/p>\n\u003cp>“There was like a turning point in the night because about half of us were getting tired because we’d been drinking since 2 o’clock. And then the other half of us were like, ‘Man, what are we going to do next?’ ” said Eugenio Borgeson. “And my friend Adam, whose birthday [it was]. I don’t know what lit his fire, but he just got up and was like, ‘No, let’s go to a dancing bar!’ And we were like, ‘OK, OK!’ ”\u003c/p>\n\u003cp>Since there were 14 people that had to get transported to the club, three different Lyfts were in order.\u003c/p>\n\u003cp>Luckily for Eugenio, the birthday guy was looking out for him as the only single friend in the crew.\u003c/p>\n\u003cp>“He was looking at the phone all up to his face. He’s like, ‘Oh, my God. Eugenio! This Lyft driver is super cute.’ He’s like, ‘You’re riding in this car, Eugenio, you’re riding in this car.’ ”\u003c/p>\n\u003cp>When the driver rolled up, Eugenio’s friends made him sit shotgun so he could strike up a conversation with the cute driver.\u003c/p>\n\u003cp>And that cute driver just so happened to be Aleah.\u003c/p>\n\u003cp>“What up, y’all? Happy Saturday. I’m glad I’m getting you to your party!” she said.\u003c/p>\n\u003cp>Eugenio proceeded to ask her about how her day was going. Once they got past the small talk, the conversation started flowing.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“His students were working on a documentary, and so I was just asking him about how’d [they] get these interviews,” she said. “I was really invested in that conversation.”\u003c/p>\n\u003cp>The interest was mutual.\u003c/p>\n\u003cp>“Aleah seemed to care about a lot of things I cared about. And so we really were like connecting over that,” Eugenio said. “We were just exchanging stories about how digital media is like a really powerful weapon for youth.”\u003c/p>\n\u003cp>But the conversation couldn’t go on for long. Eugenio and his crew had a club to dance in, and Aleah had to make more money picking up passengers.\u003c/p>\n\u003cp>“When we rolled up to the spot, my mind was going like a million miles a minute. My friends were making me feel nervous, they were pushing me and everything, saying, ‘Ask her for a number.’ In my head I was saying, ‘No, no,’ ” Eugenio said. “She probably has tons of guys ask her for a number. I do not want to be lumped into that. I want to be different.”\u003c/p>\n\u003cp>As Eugenio lingered, Aleah could sense the dreaded question: Can I have your number?\u003c/p>\n\u003cfigure id=\"attachment_11801374\" class=\"wp-caption alignnone\" style=\"max-width: 1244px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11801374\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/E-A-in-2016.jpg\" alt=\"\" width=\"1244\" height=\"980\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/E-A-in-2016.jpg 1244w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/E-A-in-2016-160x126.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/E-A-in-2016-800x630.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/E-A-in-2016-1020x804.jpg 1020w\" sizes=\"(max-width: 1244px) 100vw, 1244px\">\u003cfigcaption class=\"wp-caption-text\">Aleah Fajardo and Eugiono Borgeson take a selfie the year they met, in 2016. \u003ccite>(Courtesy of Aleah Fajardo and Eugenio Borgeson)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I have had people when they would get off the car, they’d be like, ‘Hey, can I get your number,’ and umm, it was cool,” Aleah said. “But it also made me feel weird, because we just had a normal conversation and they kind of made our conversations sexualized in a way.”\u003c/p>\n\u003cp>Whenever that would happen, she’d give her number out, but wouldn’t actually text those guys back.\u003c/p>\n\u003cp>“I didn’t feel like their intentions were where I wanted them to be,” she said. “But Eugenio didn’t really make me feel that way. We were just kind of like having a great conversation and really like vibing with each other.”\u003c/p>\n\u003cp>After a couple of long, awkward seconds of lingering until his friends got out, Eugenio ditched the script and asked Aleah if he could give her his number. He wanted to continue their conversation over coffee or lunch sometime.\u003c/p>\n\u003cp>“Why don’t I offer her my number and have the ball be on her court, so she doesn’t feel pressure to give me hers,” he said. “If she wasn’t feeling it, then it’s like, all right, no harm, no foul, [she] doesn’t have to call me.”\u003c/p>\n\u003cp>Aleah was genuinely caught off guard by him offering his number, and she was into it.\u003c/p>\n\u003cp>“As she started to [drive away], I was thinking in my head, did I make the right decision?”\u003c/p>\n\u003cp>That evening when Aleah got home, she told her roommates about the cute guy she drove and their stimulating conversation. But she wasn’t sure if she should text him.\u003c/p>\n\u003cp>“Monday rolls around and I’m at work and I was like, ‘Oh, my God, she’s not going to text me. I made the wrong decision. Why didn’t I ask her for her number?’ ” Eugenio said.\u003c/p>\n\u003cp>Aleah was stressing, too — should she text him or not?\u003c/p>\n\u003cp>“When I finally get home from classes, I go to my roommate like, ‘Yo, tell me the truth. Should I text him?’ And she said, ‘Aleah, you have not shut up about him from the moment you got home on Saturday. Just text him, stop bugging me about it and text him.’ ”\u003c/p>\n\u003cp>So she did.\u003c/p>\n\u003cp>“When she did finally text me, it was such a huge relief,” Eugenio said. “I was just so scared she wasn’t going to at all. And I was just going to hate myself for it forever.”\u003c/p>\n\u003cp>That ride was nearly four years ago.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The man accused of stabbing a young woman to death and injuring her sister on a BART platform in Oakland testified for the first time in his trial Tuesday, saying he believed the women were aliens and part of a gang that had kidnapped his grandmother.\u003c/p>\n\u003cp>“I stabbed both of the females in the crew because I believed they would not give my grandmother back,” John Lee Cowell, 29, said from the witness stand in an Oakland courtroom packed with friends and family of the victims.\u003c/p>\n\u003cp>Cowell has pleaded not guilty by reason of insanity in the 2018 killing of 18-year-old Nia Wilson and the stabbing of her sister, Letifah Wilson, who was seriously injured.\u003c/p>\n\u003cp>He is charged with one count of murder and one count of attempted murder for the double stabbing.\u003c/p>\n\u003cp>During his testimony Tuesday, Cowell noted his history of mental illness and said he heard voices in his head, but couldn't remember what those voices told him.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>His attorney, Christina Moore, has maintained that Cowell suffers from schizophrenia, and that the killing was a \"rash act\" fueled by psychosis. Cowell on Tuesday said he has also been treated for schizoaffective disorder, depression and bipolar disorder, and repeatedly hospitalized for mental health issues. Just three months before the attack, he was released from a maximum security psychiatric facility.\u003c/p>\n\u003cp>Despite that, a \u003ca href=\"https://www.kqed.org/news/11761887/man-charged-with-killing-nia-wilson-on-oakland-bart-platform-declared-fit-for-trial\" target=\"_blank\" rel=\"noopener noreferrer\">judge in 2019 ruled\u003c/a> that he was mentally competent to stand trial.\u003c/p>\n\u003cp>Just before the fatal stabbing on July 22, 2018, Cowell rode the train from Concord to the MacArthur station in Oakland along with Nia Wilson and two of her sisters.\u003c/p>\n\u003cp>During direct examination, Cowell, who was removed from the courtroom last week after repeated outbursts, spoke about a radio in his head and said the three women were \"pointing to other passengers while staring at me.\"\u003c/p>\n\u003cp>He added that he felt \"threatened by three black females. They were together ... threatening to assault my grandmother.\"\u003c/p>\n\u003cp>Surveillance footage of the entire 25-minute ride shows no interaction between Cowell or any of the sisters. Police said Cowell pulled a hood over his head and put on sunglasses just before the attack, which occurred on the platform as the women attempted to transfer trains. Cowell later reportedly discarded his backpack and clothing in the station’s parking lot. He was taken into custody a day later at BART’s Pleasant Hill Station.\u003c/p>\n\u003cp>Police and prosecutors said the knife attack was unprovoked, while friends and family members of Nia Wilson have said they believe the attack was motivated by the women’s race. The Wilson sisters are black, and Cowell is white.\u003c/p>\n\u003cp>Cowell testified that about a week before the train ride with the Wilson sisters, he had been punched in the face by a black female.\u003c/p>\n\u003cp>Suggesting the possibility of a hate crime, Alameda County Deputy District Attorney Butch Ford pounced on Cowell’s mention of the sisters’ race, specifically asking the defendant if he stabbed the women because they were black.\u003c/p>\n\u003cp>[aside postID='news_11761887,news_11688225,news_11682614' label='Related Coverage']Ford asked if it was true that Cowell attempted to pick a fight with another black female on a bus just after the stabbing.\u003c/p>\n\u003cp>Reading from what he said was a transcript of footage from the bus ride, Ford asked Cowell if he had asked the woman, \"You’re trying to throw something on me, you little n—?”\u003c/p>\n\u003cp>Several people in the spectator gallery gasped at the racial slur. Cowell's attorney, Christina Moore, objected, saying the statement was never introduced into evidence and was inaccurate.\u003c/p>\n\u003cp>\"That’s being fabricated by Mr. Ford,\" Moore said, before calling for a sidebar with Ford and Judge Allan Hymer.\u003c/p>\n\u003cp>On Monday, Nia Wilson’s sisters, Tashiya and Letifah, recalled the horrific moments after the stabbing as their little sister bled out on the train platform.\u003c/p>\n\u003cp>\"I looked at her like, 'What’s going on?'\" Tashiya Wilson, 22, told the courtroom through tears, adding that Nia was clutching her neck. “I just see blood on her hands.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED’s Kate Wolffe contributed reporting.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The man accused of stabbing a young woman to death and injuring her sister on a BART platform in Oakland testified for the first time in his trial Tuesday, saying he believed the women were aliens and part of a gang that had kidnapped his grandmother.\u003c/p>\n\u003cp>“I stabbed both of the females in the crew because I believed they would not give my grandmother back,” John Lee Cowell, 29, said from the witness stand in an Oakland courtroom packed with friends and family of the victims.\u003c/p>\n\u003cp>Cowell has pleaded not guilty by reason of insanity in the 2018 killing of 18-year-old Nia Wilson and the stabbing of her sister, Letifah Wilson, who was seriously injured.\u003c/p>\n\u003cp>He is charged with one count of murder and one count of attempted murder for the double stabbing.\u003c/p>\n\u003cp>During his testimony Tuesday, Cowell noted his history of mental illness and said he heard voices in his head, but couldn't remember what those voices told him.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>His attorney, Christina Moore, has maintained that Cowell suffers from schizophrenia, and that the killing was a \"rash act\" fueled by psychosis. Cowell on Tuesday said he has also been treated for schizoaffective disorder, depression and bipolar disorder, and repeatedly hospitalized for mental health issues. Just three months before the attack, he was released from a maximum security psychiatric facility.\u003c/p>\n\u003cp>Despite that, a \u003ca href=\"https://www.kqed.org/news/11761887/man-charged-with-killing-nia-wilson-on-oakland-bart-platform-declared-fit-for-trial\" target=\"_blank\" rel=\"noopener noreferrer\">judge in 2019 ruled\u003c/a> that he was mentally competent to stand trial.\u003c/p>\n\u003cp>Just before the fatal stabbing on July 22, 2018, Cowell rode the train from Concord to the MacArthur station in Oakland along with Nia Wilson and two of her sisters.\u003c/p>\n\u003cp>During direct examination, Cowell, who was removed from the courtroom last week after repeated outbursts, spoke about a radio in his head and said the three women were \"pointing to other passengers while staring at me.\"\u003c/p>\n\u003cp>He added that he felt \"threatened by three black females. They were together ... threatening to assault my grandmother.\"\u003c/p>\n\u003cp>Surveillance footage of the entire 25-minute ride shows no interaction between Cowell or any of the sisters. Police said Cowell pulled a hood over his head and put on sunglasses just before the attack, which occurred on the platform as the women attempted to transfer trains. Cowell later reportedly discarded his backpack and clothing in the station’s parking lot. He was taken into custody a day later at BART’s Pleasant Hill Station.\u003c/p>\n\u003cp>Police and prosecutors said the knife attack was unprovoked, while friends and family members of Nia Wilson have said they believe the attack was motivated by the women’s race. The Wilson sisters are black, and Cowell is white.\u003c/p>\n\u003cp>Cowell testified that about a week before the train ride with the Wilson sisters, he had been punched in the face by a black female.\u003c/p>\n\u003cp>Suggesting the possibility of a hate crime, Alameda County Deputy District Attorney Butch Ford pounced on Cowell’s mention of the sisters’ race, specifically asking the defendant if he stabbed the women because they were black.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Ford asked if it was true that Cowell attempted to pick a fight with another black female on a bus just after the stabbing.\u003c/p>\n\u003cp>Reading from what he said was a transcript of footage from the bus ride, Ford asked Cowell if he had asked the woman, \"You’re trying to throw something on me, you little n—?”\u003c/p>\n\u003cp>Several people in the spectator gallery gasped at the racial slur. Cowell's attorney, Christina Moore, objected, saying the statement was never introduced into evidence and was inaccurate.\u003c/p>\n\u003cp>\"That’s being fabricated by Mr. Ford,\" Moore said, before calling for a sidebar with Ford and Judge Allan Hymer.\u003c/p>\n\u003cp>On Monday, Nia Wilson’s sisters, Tashiya and Letifah, recalled the horrific moments after the stabbing as their little sister bled out on the train platform.\u003c/p>\n\u003cp>\"I looked at her like, 'What’s going on?'\" Tashiya Wilson, 22, told the courtroom through tears, adding that Nia was clutching her neck. “I just see blood on her hands.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED’s Kate Wolffe contributed reporting.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>An Apple engineer who died when his Tesla Model X slammed into a concrete barrier had previously complained about the SUV malfunctioning on the same stretch of Silicon Valley freeway.\u003c/p>\n\u003cp>His complaints were detailed in a \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20200211.aspx\">trove of documents released Tuesday\u003c/a> by federal investigators in two Tesla crashes involving Autopilot, one in the Bay Area and the other in Florida.\u003c/p>\n\u003cp>The National Transportation Safety Board is investigating the March 2018 \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\">crash\u003c/a> that killed Walter Huang, 38, near Mountain View. It’s also probing a crash in Delray Beach, Florida, that happened about a year later and killed driver Jeremy Banner.\u003c/p>\n\u003cp>The documents say Huang told his wife that Autopilot had previously veered his SUV toward the same barrier on U.S. 101 near Mountain View where he later crashed. Huang died at a hospital from his injuries. \u003c/p>\n\u003cp>“Walter said the car would veer toward the barrier in the mornings when he went to work,” the Huang family’s attorney wrote in a response to NTSB questions.\u003c/p>\n\u003cp>Records from an iPhone recovered from the crash site showed that Huang may have been using it before the accident. Records obtained from AT&T showed that data had been used while the vehicle was in motion, but the source of the transmissions couldn’t be determined, the NTSB wrote. One transmission was less than one minute before the crash.\u003c/p>\n\u003cp>Huang had described Autopilot’s previous malfunctioning to his brother, the Huang family attorney wrote, in addition to talking with a friend who owns a Model X. Huang, a software engineer, discussed with the friend how a patch to the Autopilot software affected its performance and made the Model X veer, according to the attorney.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Huang family \u003ca href=\"https://www.kqed.org/news/11744271/lawsuit-blames-tesla-caltrans-for-death-of-driver-in-u-s-101-crash\">is suing Tesla, as well as Caltrans\u003c/a> for allegedly failing to maintain the highway.\u003c/p>\n\u003cp>Autopilot is a partially automated system designed to keep a vehicle in its lane and keep a safe distance from vehicles in front of it. It also can change lanes with driver approval. Tesla says Autopilot is intended to be used for driver assistance and that drivers must be ready to intervene at all times. \u003c/p>\n\u003cp>The full NTSB board is scheduled to hold a hearing on the Mountain View crash on Feb. 25. At that time, it will determine a cause and make safety recommendations.\u003c/p>\n\u003cp>NTSB staff members have already recommended that California transportation officials move faster to repair highway safety barriers damaged by vehicles.\u003c/p>\n\u003cp>A report from the agency says Caltrans failed to fix the barrier that was damaged in a crash 11 days before Huang was killed. In that incident, a 2010 Toyota Prius traveling over 75 mph crashed against the attenuator, a cushion that protects vehicles from hitting the end of concrete lane dividers. \u003c/p>\n\u003cp>The California Highway Patrol responded to the March 12 crash but did not notify Caltrans of the damage as required, the NTSB said.\u003c/p>\n\u003cp>[aside postID=news_11773179 hero='https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/101attenuator190909-1020x666.jpg']\u003c/p>\n\u003cp>Huang’s 2017 Tesla Model X was traveling at 71 mph when it crashed against the same attenuator, which the NTSB determined had been damaged and repaired more frequently than any other left-exit in Caltrans’ District 4, which includes all of the Bay Area. \u003c/p>\n\u003cp>In the three years before the Tesla crash, the device was struck at least five times, including one crash that resulted in fatalities. A car struck it again on May 20, 2018, about two months after the Tesla crash, the NTSB said. \u003c/p>\n\u003cp>Caltrans spokesman Matt Rocco said the department is reviewing the NTSB report to determine its next steps but declined to answer questions.\u003c/p>\n\u003cp>“Safety remains Caltrans top priority,” he said.\u003c/p>\n\u003cp>In the Florida crash, Banner turned on the Autopilot function of his Model 3 sedan 10 seconds before the crash, then took his hands off the steering wheel, NTSB documents said. The car then drove underneath a tractor-trailer that was crossing in front of it, sheering off the car’s roof and killing Banner. It was eerily similar to another Florida crash in 2016 in which a Tesla on Autopilot went beneath a semi trailer.\u003c/p>\n\u003cp>The NTSB said in a preliminary report that it still hasn’t determined the cause of the crash. According to the report, traffic was light on the four-lane highway and dawn was breaking when Banner, 50, set his speed at 69 mph and activated the autopilot as he headed to work. The speed limit was 55 mph. Seconds later, a tractor-trailer driven by Richard Wood, 45, pulled from a driveway and began to cross to the other side of the highway. \u003c/p>\n\u003cp>Wood said he saw two sets of car headlights coming toward him, but he thought he had time to make it across. “It was dark and it looked like the cars was back further than they was,” Wood told NTSB investigators four days after the crash. \u003c/p>\n\u003cp>A photo taken by the NTSB from Tesla’s front-end video camera showed Wood’s trailer fully blocking the road 1.5 seconds before the crash. Data from the Tesla’s computer shows that Banner hit his brakes less than a second before the crash, but the car went under the trailer. Wood says he saw a second car but it didn’t hit the trailer.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>An Apple engineer who died when his Tesla Model X slammed into a concrete barrier had previously complained about the SUV malfunctioning on the same stretch of Silicon Valley freeway.\u003c/p>\n\u003cp>His complaints were detailed in a \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20200211.aspx\">trove of documents released Tuesday\u003c/a> by federal investigators in two Tesla crashes involving Autopilot, one in the Bay Area and the other in Florida.\u003c/p>\n\u003cp>The National Transportation Safety Board is investigating the March 2018 \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\">crash\u003c/a> that killed Walter Huang, 38, near Mountain View. It’s also probing a crash in Delray Beach, Florida, that happened about a year later and killed driver Jeremy Banner.\u003c/p>\n\u003cp>The documents say Huang told his wife that Autopilot had previously veered his SUV toward the same barrier on U.S. 101 near Mountain View where he later crashed. Huang died at a hospital from his injuries. \u003c/p>\n\u003cp>“Walter said the car would veer toward the barrier in the mornings when he went to work,” the Huang family’s attorney wrote in a response to NTSB questions.\u003c/p>\n\u003cp>Records from an iPhone recovered from the crash site showed that Huang may have been using it before the accident. Records obtained from AT&T showed that data had been used while the vehicle was in motion, but the source of the transmissions couldn’t be determined, the NTSB wrote. One transmission was less than one minute before the crash.\u003c/p>\n\u003cp>Huang had described Autopilot’s previous malfunctioning to his brother, the Huang family attorney wrote, in addition to talking with a friend who owns a Model X. Huang, a software engineer, discussed with the friend how a patch to the Autopilot software affected its performance and made the Model X veer, according to the attorney.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Huang family \u003ca href=\"https://www.kqed.org/news/11744271/lawsuit-blames-tesla-caltrans-for-death-of-driver-in-u-s-101-crash\">is suing Tesla, as well as Caltrans\u003c/a> for allegedly failing to maintain the highway.\u003c/p>\n\u003cp>Autopilot is a partially automated system designed to keep a vehicle in its lane and keep a safe distance from vehicles in front of it. It also can change lanes with driver approval. Tesla says Autopilot is intended to be used for driver assistance and that drivers must be ready to intervene at all times. \u003c/p>\n\u003cp>The full NTSB board is scheduled to hold a hearing on the Mountain View crash on Feb. 25. At that time, it will determine a cause and make safety recommendations.\u003c/p>\n\u003cp>NTSB staff members have already recommended that California transportation officials move faster to repair highway safety barriers damaged by vehicles.\u003c/p>\n\u003cp>A report from the agency says Caltrans failed to fix the barrier that was damaged in a crash 11 days before Huang was killed. In that incident, a 2010 Toyota Prius traveling over 75 mph crashed against the attenuator, a cushion that protects vehicles from hitting the end of concrete lane dividers. \u003c/p>\n\u003cp>The California Highway Patrol responded to the March 12 crash but did not notify Caltrans of the damage as required, the NTSB said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Huang’s 2017 Tesla Model X was traveling at 71 mph when it crashed against the same attenuator, which the NTSB determined had been damaged and repaired more frequently than any other left-exit in Caltrans’ District 4, which includes all of the Bay Area. \u003c/p>\n\u003cp>In the three years before the Tesla crash, the device was struck at least five times, including one crash that resulted in fatalities. A car struck it again on May 20, 2018, about two months after the Tesla crash, the NTSB said. \u003c/p>\n\u003cp>Caltrans spokesman Matt Rocco said the department is reviewing the NTSB report to determine its next steps but declined to answer questions.\u003c/p>\n\u003cp>“Safety remains Caltrans top priority,” he said.\u003c/p>\n\u003cp>In the Florida crash, Banner turned on the Autopilot function of his Model 3 sedan 10 seconds before the crash, then took his hands off the steering wheel, NTSB documents said. The car then drove underneath a tractor-trailer that was crossing in front of it, sheering off the car’s roof and killing Banner. It was eerily similar to another Florida crash in 2016 in which a Tesla on Autopilot went beneath a semi trailer.\u003c/p>\n\u003cp>The NTSB said in a preliminary report that it still hasn’t determined the cause of the crash. According to the report, traffic was light on the four-lane highway and dawn was breaking when Banner, 50, set his speed at 69 mph and activated the autopilot as he headed to work. The speed limit was 55 mph. Seconds later, a tractor-trailer driven by Richard Wood, 45, pulled from a driveway and began to cross to the other side of the highway. \u003c/p>\n\u003cp>Wood said he saw two sets of car headlights coming toward him, but he thought he had time to make it across. “It was dark and it looked like the cars was back further than they was,” Wood told NTSB investigators four days after the crash. \u003c/p>\n\u003cp>A photo taken by the NTSB from Tesla’s front-end video camera showed Wood’s trailer fully blocking the road 1.5 seconds before the crash. Data from the Tesla’s computer shows that Banner hit his brakes less than a second before the crash, but the car went under the trailer. Wood says he saw a second car but it didn’t hit the trailer.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The U.S. government’s highway safety agency has approved a Bay Area company’s request to exempt its self-driving delivery vehicle from federal regulations governing human-driven cars and trucks.\u003c/p>\n\u003cp>The approval for Mountain View-based Nuro marks the first time the National Highway Traffic Safety Administration has granted \u003ca href=\"https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/documents/nuro_grant_notice_final-unofficial.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">an exemption\u003c/a> for an autonomous vehicle without some of the standard safety and control equipment required for conventional passenger vehicles. \u003c/p>\n\u003cp>Nuro’s autonomous electric vehicles, which have been likened to toasters on wheels, can carry about 420 pounds of groceries, pizza pies or what have you at a top speed of 25 mph. The “zero-passenger” robot cars, which have been used for grocery deliveries in Arizona and Texas, have no steering wheels, brake pedals, windshields or mirrors. \u003c/p>\n\u003cp>Instead, they rely on an array of sensors, including standard and thermal-vision cameras, radar and lidar, and computer navigation that allows the vehicle to travel through areas the company has already mapped. The firm has told NHTSA its automated driving system will be backed up by “experienced human operators who are extensively trained in the vehicle’s systems” who can assume control of the robot if necessary.\u003c/p>\n\u003cp>The NHTSA exemption was granted for Nuro’s second-generation vehicle, the R2. The company \u003ca href=\"https://medium.com/nuro/introducing-r2-nuros-next-generation-self-driving-vehicle-a9974ff6c2e0\">calls it\u003c/a> “a socially responsible neighborhood vehicle that you can trust.” \u003c/p>\n\u003cfigure id=\"attachment_11800466\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/nuro.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/nuro-800x450.jpeg\" alt=\"\" width=\"800\" height=\"450\" class=\"size-medium wp-image-11800466\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro-800x450.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro-160x90.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro-1020x574.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro.jpeg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Key specifications and features for Nuro’s R2. \u003ccite>(Nuro)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In addition to all its advanced sensing hardware, navigational smarts and redundant braking and control systems, Nuro also touts what it calls the R2’s “pedestrian-protecting front end” — energy-absorbing “crumple zones” designed to reduce the severity of a collision impact. \u003c/p>\n\u003cp>In its NHTSA filings, Nuro has argued its front end would be significantly safer for a pedestrian collision victim than a conventional windshield, which have been found to be a leading factor in causing serious injuries. \u003c/p>\n\u003cp>Nuro says the fully loaded robot vehicle weighs 2,530 pounds. It’s 108 inches long, 43 inches wide and 73 inches high. If you’re looking for an existing vehicle comparison, the Smart ForTwo model comes close — the R2 is roughly the same weight, height and length as the diminutive commute car, but about 30 inches narrower. Nuro advertises that reduced width as an added safety factor in the vehicle’s interactions with pedestrians and cyclists.\u003c/p>\n\u003cp>\u003ca href=\"https://medium.com/nuro/why-nuro-and-walmart-have-teamed-up-bringing-autonomous-grocery-delivery-into-2020-8e1ae8b3b9f6\" rel=\"noopener noreferrer\" target=\"_blank\">Nuro announced \u003c/a> in December it planned to deploy the R2 in Houston to launch a grocery delivery service with Walmart.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/XKXbacNQGI8\" frameborder=\"0\" allow=\"accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The company, teaming with Kroger, has operated similar services with its previous robot model, the R1, in both Houston and Scottsdale, Arizona. Last June, it partnered with Domino’s to test autonomous pizza deliveries in the Houston market. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Under the two-year temporary federal approval \u003ca href=\"https://www.nhtsa.gov/press-releases/nuro-exemption-low-speed-driverless-vehicle\" rel=\"noopener noreferrer\" target=\"_blank\">announced Thursday\u003c/a>, Nuro will be permitted to produce and deploy as many as 5,000 of its R2 units. The company will also be required to report any R2 crashes within 24 hours, hold regular meetings with the safety agency and do community outreach in the areas where its vehicles will operate. \u003c/p>\n\u003cp>Nuro, which launched in 2016, is led by two veterans of Google’s self-driving car program, Dave Ferguson and Jiajun Zhu. Its primary financial backing comes from the SoftBank Vision Fund, which a year ago invested $940 million in the firm.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "National Highway Traffic Safety Administration grants exemption for Mountain View-based Nuro to operate autonomous delivery vehicles. Coming soon to a curb near you (if you live in Houston): Your Walmart grocery order and maybe a couple of Domino's pies. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The U.S. government’s highway safety agency has approved a Bay Area company’s request to exempt its self-driving delivery vehicle from federal regulations governing human-driven cars and trucks.\u003c/p>\n\u003cp>The approval for Mountain View-based Nuro marks the first time the National Highway Traffic Safety Administration has granted \u003ca href=\"https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/documents/nuro_grant_notice_final-unofficial.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">an exemption\u003c/a> for an autonomous vehicle without some of the standard safety and control equipment required for conventional passenger vehicles. \u003c/p>\n\u003cp>Nuro’s autonomous electric vehicles, which have been likened to toasters on wheels, can carry about 420 pounds of groceries, pizza pies or what have you at a top speed of 25 mph. The “zero-passenger” robot cars, which have been used for grocery deliveries in Arizona and Texas, have no steering wheels, brake pedals, windshields or mirrors. \u003c/p>\n\u003cp>Instead, they rely on an array of sensors, including standard and thermal-vision cameras, radar and lidar, and computer navigation that allows the vehicle to travel through areas the company has already mapped. The firm has told NHTSA its automated driving system will be backed up by “experienced human operators who are extensively trained in the vehicle’s systems” who can assume control of the robot if necessary.\u003c/p>\n\u003cp>The NHTSA exemption was granted for Nuro’s second-generation vehicle, the R2. The company \u003ca href=\"https://medium.com/nuro/introducing-r2-nuros-next-generation-self-driving-vehicle-a9974ff6c2e0\">calls it\u003c/a> “a socially responsible neighborhood vehicle that you can trust.” \u003c/p>\n\u003cfigure id=\"attachment_11800466\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/nuro.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/nuro-800x450.jpeg\" alt=\"\" width=\"800\" height=\"450\" class=\"size-medium wp-image-11800466\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro-800x450.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro-160x90.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro-1020x574.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/nuro.jpeg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Key specifications and features for Nuro’s R2. \u003ccite>(Nuro)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In addition to all its advanced sensing hardware, navigational smarts and redundant braking and control systems, Nuro also touts what it calls the R2’s “pedestrian-protecting front end” — energy-absorbing “crumple zones” designed to reduce the severity of a collision impact. \u003c/p>\n\u003cp>In its NHTSA filings, Nuro has argued its front end would be significantly safer for a pedestrian collision victim than a conventional windshield, which have been found to be a leading factor in causing serious injuries. \u003c/p>\n\u003cp>Nuro says the fully loaded robot vehicle weighs 2,530 pounds. It’s 108 inches long, 43 inches wide and 73 inches high. If you’re looking for an existing vehicle comparison, the Smart ForTwo model comes close — the R2 is roughly the same weight, height and length as the diminutive commute car, but about 30 inches narrower. Nuro advertises that reduced width as an added safety factor in the vehicle’s interactions with pedestrians and cyclists.\u003c/p>\n\u003cp>\u003ca href=\"https://medium.com/nuro/why-nuro-and-walmart-have-teamed-up-bringing-autonomous-grocery-delivery-into-2020-8e1ae8b3b9f6\" rel=\"noopener noreferrer\" target=\"_blank\">Nuro announced \u003c/a> in December it planned to deploy the R2 in Houston to launch a grocery delivery service with Walmart.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/XKXbacNQGI8\" frameborder=\"0\" allow=\"accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The company, teaming with Kroger, has operated similar services with its previous robot model, the R1, in both Houston and Scottsdale, Arizona. Last June, it partnered with Domino’s to test autonomous pizza deliveries in the Houston market. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Under the two-year temporary federal approval \u003ca href=\"https://www.nhtsa.gov/press-releases/nuro-exemption-low-speed-driverless-vehicle\" rel=\"noopener noreferrer\" target=\"_blank\">announced Thursday\u003c/a>, Nuro will be permitted to produce and deploy as many as 5,000 of its R2 units. The company will also be required to report any R2 crashes within 24 hours, hold regular meetings with the safety agency and do community outreach in the areas where its vehicles will operate. \u003c/p>\n\u003cp>Nuro, which launched in 2016, is led by two veterans of Google’s self-driving car program, Dave Ferguson and Jiajun Zhu. Its primary financial backing comes from the SoftBank Vision Fund, which a year ago invested $940 million in the firm.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "s-f-taxi-drivers-say-the-medallion-crisis-is-killing-them-literally",
"title": "SF Taxi Drivers Say the Medallion Crisis Is Killing Them, Literally",
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"headTitle": "SF Taxi Drivers Say the Medallion Crisis Is Killing Them, Literally | KQED",
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"content": "\u003cp>There are often hundreds of drivers gathered in the taxi lot at San Francisco International Airport, in the back of the lower level of the garage.\u003c/p>\n\u003cp>When I arrived around 10 a.m. on a recent day, one driver was vacuuming his cab. Nearby, a pair of drivers were playing cards on the hood of a taxi. Others huddled around a bench, smoking cigarettes and chatting.\u003c/p>\n\u003cp>For most of these drivers, there’s a lot of waiting these days.\u003c/p>\n\u003cfigure id=\"attachment_11799433\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799433\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-800x533.jpg\" alt=\"Taxis wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. With about 500 taxi drivers coming to SFO daily, each driver may get only as few as three rides a day.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxis wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. With about 500 taxi drivers coming to SFO daily, each driver may get only as few as three rides a day. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Namdev Sharma has been here for three hours, and he’s still waiting for the first fare of the day.\u003c/p>\n\u003cp>“I have no time for my children,” Sharma said. “It’s not a life to sit here and wait and wait, and then to get ready for the next day to do the same thing.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Sharma is one of more than 700 drivers in San Francisco who took out large loans to buy medallions, the licenses to operate a cab. But now that Lyft and Uber have decimated the taxi industry, drivers aren’t making nearly enough to cover their loan payments.\u003c/p>\n\u003cp>Sharma has paid $80,000 toward his medallion, nearly a third of the total cost. If he were to default now on the loan, he would lose all of the money he paid in, which would be a devastating blow for him and his family. It’s his entire life savings.\u003c/p>\n\u003cfigure id=\"attachment_11799435\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799435\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-800x533.jpg\" alt=\"Taxi drivers Ali Asghar (L) and Namdev Sharma (R) talk while they wait for a fare at San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi drivers Ali Asghar (L) and Namdev Sharma (R) talk while they wait for a fare at San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A decade ago, San Francisco made tens of millions of dollars selling taxi medallions to drivers for $250,000 a piece. But now the medallion market is frozen — no one has bought one in almost four years.\u003c/p>\n\u003cp>Because there are no buyers for medallions, those who have one are stuck with it, and they are shackled to the loan payments. So even though there are often so few fares that drivers struggle to make even minimum wage, their only option is to keep driving and driving.\u003c/p>\n\u003cfigure id=\"attachment_11799432\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799432\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-800x533.jpg\" alt=\"A taxi meter at the San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A taxi meter at the San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Berth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Nearly everyone at the SFO taxi lot had a story of loss and suffering. Some, like Sharma, lost their homes and are renting now.\u003c/p>\n\u003cp>When Sameh Alshriedeh lost his home, he didn’t have enough money for rent and said he was forced to take his family to a homeless shelter.\u003c/p>\n\u003cp>For the past three years, Ali Alikhani said he’s been using his Social Security money to pay off the medallion loan every month.\u003c/p>\n\u003cp>The pain can also be physical. Abdelellah Alhimsi said he ground his teeth so hard that he broke the night guard he wore to protect them. He couldn’t afford the $500 to replace it, and after breaking the guard, broke five of his teeth, he said.\u003c/p>\n\u003cp>Another driver, Ali Asghar, said he’s been suffering anxiety attacks at night.\u003c/p>\n\u003cp>“Sometimes I get up early, like nighttime when I’m sleeping, and I am freaked out and all sweaty,” Asghar said. “Then I put my kids in front of me. I say we’re living in America, my kids are suffering. How will be their future?”\u003c/p>\n\u003cp>Several drivers have died from illnesses commonly related to stress. \u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">KQED reported on the story of Edward Agababian\u003c/a> who died in his cab at age 59 from a torn aorta. Three weeks ago, Muhamed Tokmic-Muha passed away at his home — he was only 51 years old. Fellow drivers are now \u003ca href=\"https://www.gofundme.com/f/final-expenses-for-muhamed-tokmic-muha?utm_source=twitter&utm_medium=social&utm_campaign=p_cp+share-sheet\">trying to help the family raise money for the funeral\u003c/a>.\u003c/p>\n\u003cp>A few months ago, Alikhani said he found another driver dead in a cab. He had apparently been waiting for a fare and had had a heart attack. Alikhani said he can still see his colleague’s face, laying dead in the taxi.\u003c/p>\n\u003cfigure id=\"attachment_11799434\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799434\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-800x533.jpg\" alt=\"Taxi driver Ejaz Ahmed shows his medallion.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi driver Ejaz Ahmed shows his medallion. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco has made tweaks to the medallion program, but it is not offering to buy them back. New York City, on the other hand, is working on a debt relief program for their drivers.\u003c/p>\n\u003cp>Alikhani said he hopes San Francisco will do something similar.\u003c/p>\n\u003cp>“The only thing I am asking is that the city of San Francisco pay me off and buy me out, that’s it,” Alikhani said.\u003c/p>\n\u003cp>The groundwork for the medallion crisis was laid in 2010, when a budget deficit followed on the heels of a financial recession. Then-Mayor Gavin Newsom directed the city to start selling taxi medallions. Before then, medallions were awarded on a seniority system, and drivers would wait years to get one.\u003c/p>\n\u003cfigure id=\"attachment_11799437\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799437\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-800x533.jpg\" alt=\"Ejaz Ahmed waits in the short term parking garage at San Francisco International Airport on Jan. 30, 2020. Taxi drivers can often wait up to an hour or more waiting to pick up a fare.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Ejaz Ahmed waits in the short-term parking garage at San Francisco International Airport on Jan. 30, 2020. Taxi drivers can often wait up to an hour or more waiting to pick up a fare. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco turned to a local credit union to finance the medallion sales. The city encouraged the San Francisco Federal Credit Union to issue subprime loans to drivers, many of whom had bad or no credit.\u003c/p>\n\u003cp>Jon Cohen, a lawyer for the credit union, said it only agreed at the time because the city promised to maintain a viable market for medallions.\u003c/p>\n\u003cp>[aside label=\"related coverage\" tag=\"taxis\"]“By basically allowing the medallion market to die on the vine along with most of the cab market as well, they breached that obligation,” Cohen said. “It’s our position that there were lots of things the city could have and may have done too late or chosen not to do at all that led to the demise of the taxi market as a whole.”\u003c/p>\n\u003cp>Cohen says the city could have decided to regulate Lyft and Uber locally instead of abdicating responsibility to the state. For example, he said, San Francisco could have made the ride-hailing platforms to play by the same rules as existing cabs and acquire medallions to operate their businesses.\u003c/p>\n\u003cp>When Ed Lee was mayor, he embraced Lyft and Uber, and even held an official “Lyft Day” at City Hall to celebrate the company.\u003c/p>\n\u003cp>Mayor London Breed’s office did not respond to a request for comment.\u003c/p>\n\u003cp>The credit union is now suing the city for failing to maintain a market for medallions, as it believes the medallion laws and lending agreement with the city guarantee. But even if the credit union wins, it’s not clear that the drivers will get back the money they’ve poured into their medallions. That would mean $200,000 lost for driver Ejaz Ahmed — his entire life savings.\u003c/p>\n\u003cfigure id=\"attachment_11799436\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799436\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-800x533.jpg\" alt=\"Taxi drivers play cards while they wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi drivers play cards while they wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ahmed hopes that people in San Francisco will put pressure on the supervisors and mayor to refund the medallion money, citing the city’s progressive politics and culture that enticed him to move here.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“I do not have any hope on the board of supervisors,” Ahmed said. “I do have a belief in the people of San Francisco, that they will step in and they will force [the city] to refund the taxi drivers’ money back.”\u003c/p>\n\n",
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"excerpt": "As they struggle to pay off hefty loans on their medallions amid dwindling fares, many San Francisco cab drivers say they're succumbing to stress-related illnesses.",
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"title": "SF Taxi Drivers Say the Medallion Crisis Is Killing Them, Literally | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>There are often hundreds of drivers gathered in the taxi lot at San Francisco International Airport, in the back of the lower level of the garage.\u003c/p>\n\u003cp>When I arrived around 10 a.m. on a recent day, one driver was vacuuming his cab. Nearby, a pair of drivers were playing cards on the hood of a taxi. Others huddled around a bench, smoking cigarettes and chatting.\u003c/p>\n\u003cp>For most of these drivers, there’s a lot of waiting these days.\u003c/p>\n\u003cfigure id=\"attachment_11799433\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799433\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-800x533.jpg\" alt=\"Taxis wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. With about 500 taxi drivers coming to SFO daily, each driver may get only as few as three rides a day.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41028_006_KQED_TaxiDriversSFO_01302020_9923-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxis wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. With about 500 taxi drivers coming to SFO daily, each driver may get only as few as three rides a day. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Namdev Sharma has been here for three hours, and he’s still waiting for the first fare of the day.\u003c/p>\n\u003cp>“I have no time for my children,” Sharma said. “It’s not a life to sit here and wait and wait, and then to get ready for the next day to do the same thing.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Sharma is one of more than 700 drivers in San Francisco who took out large loans to buy medallions, the licenses to operate a cab. But now that Lyft and Uber have decimated the taxi industry, drivers aren’t making nearly enough to cover their loan payments.\u003c/p>\n\u003cp>Sharma has paid $80,000 toward his medallion, nearly a third of the total cost. If he were to default now on the loan, he would lose all of the money he paid in, which would be a devastating blow for him and his family. It’s his entire life savings.\u003c/p>\n\u003cfigure id=\"attachment_11799435\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799435\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-800x533.jpg\" alt=\"Taxi drivers Ali Asghar (L) and Namdev Sharma (R) talk while they wait for a fare at San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41039_018_KQED_TaxiDriversSFO_01302020_0005-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi drivers Ali Asghar (L) and Namdev Sharma (R) talk while they wait for a fare at San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A decade ago, San Francisco made tens of millions of dollars selling taxi medallions to drivers for $250,000 a piece. But now the medallion market is frozen — no one has bought one in almost four years.\u003c/p>\n\u003cp>Because there are no buyers for medallions, those who have one are stuck with it, and they are shackled to the loan payments. So even though there are often so few fares that drivers struggle to make even minimum wage, their only option is to keep driving and driving.\u003c/p>\n\u003cfigure id=\"attachment_11799432\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799432\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-800x533.jpg\" alt=\"A taxi meter at the San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41027_005_KQED_TaxiDriversSFO_01302020_9919-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A taxi meter at the San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Berth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Nearly everyone at the SFO taxi lot had a story of loss and suffering. Some, like Sharma, lost their homes and are renting now.\u003c/p>\n\u003cp>When Sameh Alshriedeh lost his home, he didn’t have enough money for rent and said he was forced to take his family to a homeless shelter.\u003c/p>\n\u003cp>For the past three years, Ali Alikhani said he’s been using his Social Security money to pay off the medallion loan every month.\u003c/p>\n\u003cp>The pain can also be physical. Abdelellah Alhimsi said he ground his teeth so hard that he broke the night guard he wore to protect them. He couldn’t afford the $500 to replace it, and after breaking the guard, broke five of his teeth, he said.\u003c/p>\n\u003cp>Another driver, Ali Asghar, said he’s been suffering anxiety attacks at night.\u003c/p>\n\u003cp>“Sometimes I get up early, like nighttime when I’m sleeping, and I am freaked out and all sweaty,” Asghar said. “Then I put my kids in front of me. I say we’re living in America, my kids are suffering. How will be their future?”\u003c/p>\n\u003cp>Several drivers have died from illnesses commonly related to stress. \u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">KQED reported on the story of Edward Agababian\u003c/a> who died in his cab at age 59 from a torn aorta. Three weeks ago, Muhamed Tokmic-Muha passed away at his home — he was only 51 years old. Fellow drivers are now \u003ca href=\"https://www.gofundme.com/f/final-expenses-for-muhamed-tokmic-muha?utm_source=twitter&utm_medium=social&utm_campaign=p_cp+share-sheet\">trying to help the family raise money for the funeral\u003c/a>.\u003c/p>\n\u003cp>A few months ago, Alikhani said he found another driver dead in a cab. He had apparently been waiting for a fare and had had a heart attack. Alikhani said he can still see his colleague’s face, laying dead in the taxi.\u003c/p>\n\u003cfigure id=\"attachment_11799434\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799434\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-800x533.jpg\" alt=\"Taxi driver Ejaz Ahmed shows his medallion.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41035_014_KQED_TaxiDriversSFO_01302020_9958-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi driver Ejaz Ahmed shows his medallion. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco has made tweaks to the medallion program, but it is not offering to buy them back. New York City, on the other hand, is working on a debt relief program for their drivers.\u003c/p>\n\u003cp>Alikhani said he hopes San Francisco will do something similar.\u003c/p>\n\u003cp>“The only thing I am asking is that the city of San Francisco pay me off and buy me out, that’s it,” Alikhani said.\u003c/p>\n\u003cp>The groundwork for the medallion crisis was laid in 2010, when a budget deficit followed on the heels of a financial recession. Then-Mayor Gavin Newsom directed the city to start selling taxi medallions. Before then, medallions were awarded on a seniority system, and drivers would wait years to get one.\u003c/p>\n\u003cfigure id=\"attachment_11799437\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799437\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-800x533.jpg\" alt=\"Ejaz Ahmed waits in the short term parking garage at San Francisco International Airport on Jan. 30, 2020. Taxi drivers can often wait up to an hour or more waiting to pick up a fare.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41037_016_KQED_TaxiDriversSFO_01302020_9974-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Ejaz Ahmed waits in the short-term parking garage at San Francisco International Airport on Jan. 30, 2020. Taxi drivers can often wait up to an hour or more waiting to pick up a fare. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco turned to a local credit union to finance the medallion sales. The city encouraged the San Francisco Federal Credit Union to issue subprime loans to drivers, many of whom had bad or no credit.\u003c/p>\n\u003cp>Jon Cohen, a lawyer for the credit union, said it only agreed at the time because the city promised to maintain a viable market for medallions.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“By basically allowing the medallion market to die on the vine along with most of the cab market as well, they breached that obligation,” Cohen said. “It’s our position that there were lots of things the city could have and may have done too late or chosen not to do at all that led to the demise of the taxi market as a whole.”\u003c/p>\n\u003cp>Cohen says the city could have decided to regulate Lyft and Uber locally instead of abdicating responsibility to the state. For example, he said, San Francisco could have made the ride-hailing platforms to play by the same rules as existing cabs and acquire medallions to operate their businesses.\u003c/p>\n\u003cp>When Ed Lee was mayor, he embraced Lyft and Uber, and even held an official “Lyft Day” at City Hall to celebrate the company.\u003c/p>\n\u003cp>Mayor London Breed’s office did not respond to a request for comment.\u003c/p>\n\u003cp>The credit union is now suing the city for failing to maintain a market for medallions, as it believes the medallion laws and lending agreement with the city guarantee. But even if the credit union wins, it’s not clear that the drivers will get back the money they’ve poured into their medallions. That would mean $200,000 lost for driver Ejaz Ahmed — his entire life savings.\u003c/p>\n\u003cfigure id=\"attachment_11799436\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11799436\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-800x533.jpg\" alt=\"Taxi drivers play cards while they wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS41046_031_KQED_TaxiDriversSFO_01302020_0089-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi drivers play cards while they wait to pick up passengers at San Francisco International Airport on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ahmed hopes that people in San Francisco will put pressure on the supervisors and mayor to refund the medallion money, citing the city’s progressive politics and culture that enticed him to move here.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I do not have any hope on the board of supervisors,” Ahmed said. “I do have a belief in the people of San Francisco, that they will step in and they will force [the city] to refund the taxi drivers’ money back.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>After months of planning, and with some fanfare, San Francisco’s Market Street finally \u003ca href=\"https://www.kqed.org/news/11797529/san-franciscos-market-street-is-going-car-free-next-week-7-things-you-need-to-know\">went car free Wednesday \u003c/a> — a large stretch of it, at least.\u003c/p>\n\u003cp>As part of the city’s Better Market Street initiative, private vehicles are no longer permitted to travel along the busiest stretch of Market Street, from just east of Van Ness Avenue to the Embarcadero. Muni buses and streetcars, paratransit vehicles, city-regulated taxis, commercial vehicles like delivery trucks and emergency vehicles are all still permitted.\u003c/p>\n\u003cp>https://twitter.com/sfmta_muni/status/1222610762977251328\u003c/p>\n\u003cp>KQED transportation editor Dan Brekke answered your questions about San Francisco’s move to take Market Street car free in a \u003ca href=\"https://www.reddit.com/r/bayarea/comments/evrrkv/im_dan_brekke_transit_reporter_at_kqed_whos_been/\">AMA (“Ask Me Anything”) Q&A on Reddit\u003c/a> Wednesday. From scooters to how much this is a glimpse of the future, here’s a selection of his answers on how Market Street’s new transit-friendly system will work.\u003c/p>\n\u003cp>(Some questions and answers have been edited for length and clarity: original Q&A is available \u003ca href=\"https://www.reddit.com/r/bayarea/comments/evrrkv/im_dan_brekke_transit_reporter_at_kqed_whos_been/\">here\u003c/a>.)\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>What traffic situation on surrounding streets do you foresee? I live in a part of the city that’s very underserved by Muni and drive to work. Biking isn’t an option.\u003c/strong>\u003c/p>\n\u003cp>“Generally, it seems predictable that there will be more congestion in the downtown/Financial District in the short term. Longer term, as people get used to the restrictions and more choose other alternatives to travel into the heart of the city, I think it’s likewise predictable that things will ease. How much is hard to say — but Muni and other agencies are monitoring the changes carefully.\u003c/p>\n\u003cp>“It’s also worth keeping in mind that other strong disincentives to driving into this area could be coming in the next few years. The main thing I’m thinking about there is the possibility of some sort of congestion pricing (in effect, tolls) being imposed downtown/South of Market.”\u003c/p>\n\u003cp>https://twitter.com/KQED/status/1222625093244739584\u003c/p>\n\u003cp>\u003cstrong>Can I still ride a Vespa down this stretch of Market Street to the office?\u003c/strong>\u003c/p>\n\u003cp>“Confirmed by SFTMA: Vespas not permitted. No private motorcycles either.”\u003c/p>\n\u003cp>\u003cstrong>Do you see places like Oakland adopting this?\u003c/strong>\u003c/p>\n\u003cp>“We’ll see. Downtown San Jose is in for big changes in the next decade as Phase II of the BART Silicon Valley extension gets under way. Ditto for Oakland, which will see an ambitious bus rapid transit project go into operation and has already started reconfiguring streets. Berkeley’s doing a bunch of downtown street re-dos, too, on a slightly smaller scale. One thing for sure — a lot of cities here and elsewhere will be watching San Francisco’s experiment to see how it works.”\u003c/p>\n\u003cfigure id=\"attachment_11798879\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11798879\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/signs.jpg\" alt=\"\" width=\"1920\" height=\"1401\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-160x117.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-800x584.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-1020x744.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The arrival of Market Street’s new car-free zones was met with people holding signs praising the initiative Wednesday morning. \u003ccite>(Tara Siler/KQED News)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>What’s the penalty for driving in the banned area? And can cars still cross the road at least?\u003c/strong>\u003c/p>\n\u003cp>“The penalty for being caught in the act of driving your new Tesla or old beater on the the car-free section of Market (between 10th Street and Steuart Street) is a $238 citation and a point on your driver’s license. But yes: You will still be able to cross Market with no problem other than the masses of other vehicles on nearly all the side streets.”\u003c/p>\n\u003cp>[aside postID=news_11797096,news_11794871,news_11795480 label=\"More: The Bay's Car-Free Future?\"]\u003c/p>\n\u003cp>\u003cstrong>From what I have seen, this is only the first step in the process as shown in concept drawings of different street configurations. What are some of the next changes we will see on Market Street?\u003c/strong>\u003c/p>\n\u003cp>“You’re correct that this is just the beginning of something much bigger. So yes, there will be a complete reconfiguration of Market Street from Octavia Boulevard east to Embarcadero Plaza. \u003c/p>\n\u003cp>“Everything’s going to change — lane configurations, transit loading zones, new bike infrastructure, revamped street crossings for pedestrians, new traffic signals, new overhead Muni electrical systems, plus replacement of old water mains and sewer lines. The first major construction on the project will cover the area from Fifth Street to Eighth Street and is expected to break ground next year.”\u003c/p>\n\u003cp>\u003cstrong>Will bicycle activists be content with a car-free Market Street, or is this only the first in a long list of streets they want to ban cars from?\u003c/strong>\u003c/p>\n\u003cp>“First, let me say that the Market Street changes are not solely or even primarily driven by ‘bicycle activists.’ The SFMTA has a whole list of reasons for the project aside from making the streets safer for alternate modes of transit. Pedestrian safety is a big one, as half a million people a day walk on this part of the street. But transit performance is a big consideration, too — to get more people on buses and trains, and to pave the way for more service, Muni must operate better on Market Street.\u003c/p>\n\u003cp>https://twitter.com/jeffreytumlin/status/1222560120212557825?s=21\u003c/p>\n\u003cp>“So: other streets? Already people are talking about a similar private vehicle ban on Valencia, in the Mission. Personally, I think we’re more likely to see something like this happen first on JFK Drive in Golden Gate Park. But beyond car bans, SFMTA and Public Works have done or will be doing a lot of work to provide protected infrastructure — on Folsom and Howard streets, Fifth Street, Seventh Street, and coming soon, The Embarcadero, among others. You can count on seeing more of those types of projects.”\u003c/p>\n\u003cfigure id=\"attachment_11798882\" class=\"wp-caption aligncenter\" style=\"max-width: 1440px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11798882\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut.jpg\" alt=\"\" width=\"1440\" height=\"961\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-1020x681.jpg 1020w\" sizes=\"(max-width: 1440px) 100vw, 1440px\">\u003cfigcaption class=\"wp-caption-text\">A cyclist rides down a Market Street bike lane, before these new restrictions went into effect. \u003ccite>(San Francisco Bicycle Coalition/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>I wanted to ask about your thoughts on the long-term feasibility of car-alternative transportation in the Bay Area … From what you know about the public’s reception of a car-free Market Street, do you think the public now would be receptive of more aggressive BART expansion? Is there any existing county legislation in the Bay Area preventing this type of expansion?\u003c/strong>\u003c/p>\n\u003cp>“Wouldn’t it be cool if we had one big happy unified regional rail agency with trains and service that people really loved and wanted to ride? One can always dream. \u003c/p>\n\u003cp>“You know, BART is a heavy lift — it’s a very expensive system to build and operate, and the only constant in its history is that it always takes longer to finish stuff than we have been promised. That said, yes, eventually we’ll see more and better BART — the work is ongoing. And if efforts like Seamless Bay Area bear fruit, one day we’ll have a much better integrated regional system of trains, light rail and buses.\u003c/p>\n\u003cp>“We will actually get a serious test of people’s appetite for all this, maybe as early as this November. That’s when we may see a nine-county tax measure on the ballot that would aim to raise $100 billion for big-time transit/transportation improvements. That vote will tell us a lot about where people are on this.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Got more ideas for topics and issues you’d like us to tackle in a Reddit AMA? Message \u003ca href=\"http://reddit.com/u/kqed\">u/kqed\u003c/a> on Reddit, or tweet \u003ca href=\"https://twitter.com/KQED\">@kqed\u003c/a>.\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>KQED transportation editor Dan Brekke answered your questions about San Francisco’s move to take Market Street car free in a \u003ca href=\"https://www.reddit.com/r/bayarea/comments/evrrkv/im_dan_brekke_transit_reporter_at_kqed_whos_been/\">AMA (“Ask Me Anything”) Q&A on Reddit\u003c/a> Wednesday. From scooters to how much this is a glimpse of the future, here’s a selection of his answers on how Market Street’s new transit-friendly system will work.\u003c/p>\n\u003cp>(Some questions and answers have been edited for length and clarity: original Q&A is available \u003ca href=\"https://www.reddit.com/r/bayarea/comments/evrrkv/im_dan_brekke_transit_reporter_at_kqed_whos_been/\">here\u003c/a>.)\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>What traffic situation on surrounding streets do you foresee? I live in a part of the city that’s very underserved by Muni and drive to work. Biking isn’t an option.\u003c/strong>\u003c/p>\n\u003cp>“Generally, it seems predictable that there will be more congestion in the downtown/Financial District in the short term. Longer term, as people get used to the restrictions and more choose other alternatives to travel into the heart of the city, I think it’s likewise predictable that things will ease. How much is hard to say — but Muni and other agencies are monitoring the changes carefully.\u003c/p>\n\u003cp>“It’s also worth keeping in mind that other strong disincentives to driving into this area could be coming in the next few years. The main thing I’m thinking about there is the possibility of some sort of congestion pricing (in effect, tolls) being imposed downtown/South of Market.”\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>\u003cstrong>Can I still ride a Vespa down this stretch of Market Street to the office?\u003c/strong>\u003c/p>\n\u003cp>“Confirmed by SFTMA: Vespas not permitted. No private motorcycles either.”\u003c/p>\n\u003cp>\u003cstrong>Do you see places like Oakland adopting this?\u003c/strong>\u003c/p>\n\u003cp>“We’ll see. Downtown San Jose is in for big changes in the next decade as Phase II of the BART Silicon Valley extension gets under way. Ditto for Oakland, which will see an ambitious bus rapid transit project go into operation and has already started reconfiguring streets. Berkeley’s doing a bunch of downtown street re-dos, too, on a slightly smaller scale. One thing for sure — a lot of cities here and elsewhere will be watching San Francisco’s experiment to see how it works.”\u003c/p>\n\u003cfigure id=\"attachment_11798879\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11798879\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/signs.jpg\" alt=\"\" width=\"1920\" height=\"1401\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-160x117.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-800x584.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-1020x744.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The arrival of Market Street’s new car-free zones was met with people holding signs praising the initiative Wednesday morning. \u003ccite>(Tara Siler/KQED News)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>What’s the penalty for driving in the banned area? And can cars still cross the road at least?\u003c/strong>\u003c/p>\n\u003cp>“The penalty for being caught in the act of driving your new Tesla or old beater on the the car-free section of Market (between 10th Street and Steuart Street) is a $238 citation and a point on your driver’s license. But yes: You will still be able to cross Market with no problem other than the masses of other vehicles on nearly all the side streets.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>From what I have seen, this is only the first step in the process as shown in concept drawings of different street configurations. What are some of the next changes we will see on Market Street?\u003c/strong>\u003c/p>\n\u003cp>“You’re correct that this is just the beginning of something much bigger. So yes, there will be a complete reconfiguration of Market Street from Octavia Boulevard east to Embarcadero Plaza. \u003c/p>\n\u003cp>“Everything’s going to change — lane configurations, transit loading zones, new bike infrastructure, revamped street crossings for pedestrians, new traffic signals, new overhead Muni electrical systems, plus replacement of old water mains and sewer lines. The first major construction on the project will cover the area from Fifth Street to Eighth Street and is expected to break ground next year.”\u003c/p>\n\u003cp>\u003cstrong>Will bicycle activists be content with a car-free Market Street, or is this only the first in a long list of streets they want to ban cars from?\u003c/strong>\u003c/p>\n\u003cp>“First, let me say that the Market Street changes are not solely or even primarily driven by ‘bicycle activists.’ The SFMTA has a whole list of reasons for the project aside from making the streets safer for alternate modes of transit. Pedestrian safety is a big one, as half a million people a day walk on this part of the street. But transit performance is a big consideration, too — to get more people on buses and trains, and to pave the way for more service, Muni must operate better on Market Street.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>“So: other streets? Already people are talking about a similar private vehicle ban on Valencia, in the Mission. Personally, I think we’re more likely to see something like this happen first on JFK Drive in Golden Gate Park. But beyond car bans, SFMTA and Public Works have done or will be doing a lot of work to provide protected infrastructure — on Folsom and Howard streets, Fifth Street, Seventh Street, and coming soon, The Embarcadero, among others. You can count on seeing more of those types of projects.”\u003c/p>\n\u003cfigure id=\"attachment_11798882\" class=\"wp-caption aligncenter\" style=\"max-width: 1440px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11798882\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut.jpg\" alt=\"\" width=\"1440\" height=\"961\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-1020x681.jpg 1020w\" sizes=\"(max-width: 1440px) 100vw, 1440px\">\u003cfigcaption class=\"wp-caption-text\">A cyclist rides down a Market Street bike lane, before these new restrictions went into effect. \u003ccite>(San Francisco Bicycle Coalition/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>I wanted to ask about your thoughts on the long-term feasibility of car-alternative transportation in the Bay Area … From what you know about the public’s reception of a car-free Market Street, do you think the public now would be receptive of more aggressive BART expansion? Is there any existing county legislation in the Bay Area preventing this type of expansion?\u003c/strong>\u003c/p>\n\u003cp>“Wouldn’t it be cool if we had one big happy unified regional rail agency with trains and service that people really loved and wanted to ride? One can always dream. \u003c/p>\n\u003cp>“You know, BART is a heavy lift — it’s a very expensive system to build and operate, and the only constant in its history is that it always takes longer to finish stuff than we have been promised. That said, yes, eventually we’ll see more and better BART — the work is ongoing. And if efforts like Seamless Bay Area bear fruit, one day we’ll have a much better integrated regional system of trains, light rail and buses.\u003c/p>\n\u003cp>“We will actually get a serious test of people’s appetite for all this, maybe as early as this November. That’s when we may see a nine-county tax measure on the ballot that would aim to raise $100 billion for big-time transit/transportation improvements. That vote will tell us a lot about where people are on this.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Got more ideas for topics and issues you’d like us to tackle in a Reddit AMA? Message \u003ca href=\"http://reddit.com/u/kqed\">u/kqed\u003c/a> on Reddit, or tweet \u003ca href=\"https://twitter.com/KQED\">@kqed\u003c/a>.\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Time Is Ticking on Controversial SB 50 Bill to Boost New Housing in California",
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"content": "\u003cp>One of the most watched bills aimed at tackling California's affordable housing shortage is nearing a major vote this week at the state Legislature that will decide whether it lives or dies.\u003c/p>\n\u003cp>State Sen. Scott Wiener's Senate Bill 50 would require cities to allow taller apartment buildings near train stations, high-frequency bus lines and job centers. It would also allow small \u003ca href=\"https://www.latimes.com/politics/la-pol-ca-single-family-zoning-changes-senate-bill-50-legislation-20190513-story.html\" target=\"_blank\" rel=\"noopener noreferrer\">duplexes and fourplexes\u003c/a> where only single-family homes are now permitted.\u003c/p>\n\u003cp>First \u003ca href=\"https://www.kqed.org/news/11655560/eight-stories-tall\" target=\"_blank\" rel=\"noopener noreferrer\">introduced in 2018 as SB 827\u003c/a>, the bill challenged cities' authority to determine what gets built and where within their borders.\u003c/p>\n\u003cp>While opposition to the bill first came from city officials balking at the loss of local control, now the major obstacle to the bill's passage comes from dozens of housing affordability and tenants' rights organizations who contend the bill would further exacerbate growing income inequality throughout the state.\u003c/p>\n\u003cp>In a letter last week to Wiener, a statewide coalition of housing affordability advocates led by The Alliance for Community Transit-Los Angeles, San Francisco-based Council of Community Housing Organizations and others blasted the bill, saying it would encourage more market rate and luxury housing, displacing low-income renters.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Despite months of negotiating, the groups still worry the bill could harm the communities they represent because it wouldn't build enough affordable housing, said Anya Lawler, a policy advocate for the Western Center on Law and Poverty, one of the co-signers of the letter.\u003c/p>\n\u003cp>\"Although we've had a lot of productive conversations on the bill, the version that remains in print is very concerning to us,\" Lawler said. \"We fundamentally believe that in its current form, SB 50 would be damaging to low-income communities and communities of color.\"\u003c/p>\n\u003cp>They were joined by another coalition of more than three dozen tenants' rights organizations, including the Housing Rights Committee of San Francisco, the Los Angeles Tenants Union and others. In \u003ca href=\"https://docs.google.com/document/d/1GgXl4Npa2RjKAIsrTqoh2mlDH8l4YlbtwNkDdMehBzw/edit\" target=\"_blank\" rel=\"noopener noreferrer\">a separate letter\u003c/a> last week to Wiener, the groups said the bill would stimulate speculation by Wall Street and hedge fund landlords and incentivize them to keep units vacant in order to drive up prices.\u003c/p>\n\u003cp>\"The lack of truly affordable homes or substantive, enforceable tenant protections in SB 50 leaves too many vulnerable to the whims of the real estate market, which has undermined community stability for generations,\" the letter reads.\u003c/p>\n\u003cp>Wiener, a Democrat who represents San Francisco, has made a number of amendments to the bill since it was first introduced, including provisions to protect rental buildings from being torn down and to require that developers set aside up to 25% of new housing units as affordable housing. Local residents will also be given priority to rent or buy 40% of those affordable units. The bill would allow communities with high proportions of low-income residents at least five years to draft their own plans for meeting the bill's requirements before it goes into effect.\u003c/p>\n\u003cp>To appease officials concerned about a state-led, top-down approach, Wiener added a two-year grace period for municipalities to craft their own plans for allowing new development, so long as the plans achieve the same amount of housing under the bill and don't increase sprawl.\u003c/p>\n\u003cp>It was that change that helped Milpitas Councilmember Anthony Phan support the bill. Phan joined his fellow councilmembers last week in voting to endorse it.\u003c/p>\n\u003cp>\"I applaud Sen. Wiener’s efforts to address many concerns raised about SB 50 in its previous iteration,\" Phan said in a statement. \"We have devoted significant long-range planning efforts towards transit-oriented development through our Transit Area Specific Plan, and we encourage other cities to embrace what SB 50 is trying to accomplish.\"\u003c/p>\n\u003cp>[aside tag=\"affordable-housing\" label=\"related coverage\"]\u003c/p>\n\u003cp>Whether those changes will be enough to convince senators they have more constituents who support the bill than oppose is too close to call. The bill is expected to go before the Senate for a vote as early as Wednesday and must get through the house before the end of the week or it won't be able to move to the Assembly.\u003c/p>\n\u003cp>If the bill passes the Senate, lawmakers will be able to make changes, though any changes will be negotiated through Wiener's office. It will have until the end of the legislative session in August to become law.\u003c/p>\n\u003cp>If it doesn't, the state will have to rethink how it plans to address escalating housing prices, increasing homelessness, and growing income inequality, said Matthew Lewis, a spokesman for California YIMBY and a proponent of the legislation.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Continuing with the status quo \"leads to a shrinking population of older, richer people that literally can't sustain itself,\" Lewis said. \"It leads to a catastrophe.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>One of the most watched bills aimed at tackling California's affordable housing shortage is nearing a major vote this week at the state Legislature that will decide whether it lives or dies.\u003c/p>\n\u003cp>State Sen. Scott Wiener's Senate Bill 50 would require cities to allow taller apartment buildings near train stations, high-frequency bus lines and job centers. It would also allow small \u003ca href=\"https://www.latimes.com/politics/la-pol-ca-single-family-zoning-changes-senate-bill-50-legislation-20190513-story.html\" target=\"_blank\" rel=\"noopener noreferrer\">duplexes and fourplexes\u003c/a> where only single-family homes are now permitted.\u003c/p>\n\u003cp>First \u003ca href=\"https://www.kqed.org/news/11655560/eight-stories-tall\" target=\"_blank\" rel=\"noopener noreferrer\">introduced in 2018 as SB 827\u003c/a>, the bill challenged cities' authority to determine what gets built and where within their borders.\u003c/p>\n\u003cp>While opposition to the bill first came from city officials balking at the loss of local control, now the major obstacle to the bill's passage comes from dozens of housing affordability and tenants' rights organizations who contend the bill would further exacerbate growing income inequality throughout the state.\u003c/p>\n\u003cp>In a letter last week to Wiener, a statewide coalition of housing affordability advocates led by The Alliance for Community Transit-Los Angeles, San Francisco-based Council of Community Housing Organizations and others blasted the bill, saying it would encourage more market rate and luxury housing, displacing low-income renters.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Despite months of negotiating, the groups still worry the bill could harm the communities they represent because it wouldn't build enough affordable housing, said Anya Lawler, a policy advocate for the Western Center on Law and Poverty, one of the co-signers of the letter.\u003c/p>\n\u003cp>\"Although we've had a lot of productive conversations on the bill, the version that remains in print is very concerning to us,\" Lawler said. \"We fundamentally believe that in its current form, SB 50 would be damaging to low-income communities and communities of color.\"\u003c/p>\n\u003cp>They were joined by another coalition of more than three dozen tenants' rights organizations, including the Housing Rights Committee of San Francisco, the Los Angeles Tenants Union and others. In \u003ca href=\"https://docs.google.com/document/d/1GgXl4Npa2RjKAIsrTqoh2mlDH8l4YlbtwNkDdMehBzw/edit\" target=\"_blank\" rel=\"noopener noreferrer\">a separate letter\u003c/a> last week to Wiener, the groups said the bill would stimulate speculation by Wall Street and hedge fund landlords and incentivize them to keep units vacant in order to drive up prices.\u003c/p>\n\u003cp>\"The lack of truly affordable homes or substantive, enforceable tenant protections in SB 50 leaves too many vulnerable to the whims of the real estate market, which has undermined community stability for generations,\" the letter reads.\u003c/p>\n\u003cp>Wiener, a Democrat who represents San Francisco, has made a number of amendments to the bill since it was first introduced, including provisions to protect rental buildings from being torn down and to require that developers set aside up to 25% of new housing units as affordable housing. Local residents will also be given priority to rent or buy 40% of those affordable units. The bill would allow communities with high proportions of low-income residents at least five years to draft their own plans for meeting the bill's requirements before it goes into effect.\u003c/p>\n\u003cp>To appease officials concerned about a state-led, top-down approach, Wiener added a two-year grace period for municipalities to craft their own plans for allowing new development, so long as the plans achieve the same amount of housing under the bill and don't increase sprawl.\u003c/p>\n\u003cp>It was that change that helped Milpitas Councilmember Anthony Phan support the bill. Phan joined his fellow councilmembers last week in voting to endorse it.\u003c/p>\n\u003cp>\"I applaud Sen. Wiener’s efforts to address many concerns raised about SB 50 in its previous iteration,\" Phan said in a statement. \"We have devoted significant long-range planning efforts towards transit-oriented development through our Transit Area Specific Plan, and we encourage other cities to embrace what SB 50 is trying to accomplish.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Whether those changes will be enough to convince senators they have more constituents who support the bill than oppose is too close to call. The bill is expected to go before the Senate for a vote as early as Wednesday and must get through the house before the end of the week or it won't be able to move to the Assembly.\u003c/p>\n\u003cp>If the bill passes the Senate, lawmakers will be able to make changes, though any changes will be negotiated through Wiener's office. It will have until the end of the legislative session in August to become law.\u003c/p>\n\u003cp>If it doesn't, the state will have to rethink how it plans to address escalating housing prices, increasing homelessness, and growing income inequality, said Matthew Lewis, a spokesman for California YIMBY and a proponent of the legislation.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Continuing with the status quo \"leads to a shrinking population of older, richer people that literally can't sustain itself,\" Lewis said. \"It leads to a catastrophe.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Petition Afoot to Change South Van Ness Avenue to Dolores Huerta Boulevard",
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"content": "\u003cp>A group of San Francisco residents is campaigning to change the name of a major city street to honor a famous California labor leader and civil rights activist.\u003c/p>\n\u003cp>An \u003ca href=\"https://sign.moveon.org/petitions/rename-south-van-ness-as-dolores-huerta-boulevard?bucket&source=facebook-share-button&time=1579398959&utm_campaign&utm_source=facebook&share=7760f4cc-e5ea-4828-bde1-cd1390af1c5d&fbclid=IwAR2hy78R7jqGIop_1VFnAoBygt9qlJ2lWDJZemCOfdMIIdxeZAx4Sh0SgOU\" target=\"_blank\" rel=\"noopener noreferrer\">online petition\u003c/a> to rename South Van Ness Avenue to Dolores Huerta Boulevard has so far attracted over 1,100 signatures.\u003c/p>\n\u003cp>Local resident Sean Scullion is behind the petition. He says it’s high time the city honored Huerta, who co-founded the National Farmworkers Association (now \u003ca href=\"https://ufw.org/\" target=\"_blank\" rel=\"noopener noreferrer\">United Farm Workers\u003c/a>) with Cesar Chavez and fought tirelessly for decades on behalf of workers rights, in the same way it’s honored Chavez.\u003c/p>\n\u003cp>“I was around San Francisco when Cesar Chavez Street was named,” Scullion says of the thoroughfare formerly known as Army Street. “And I always thought it was strange that Dolores didn’t get a street as well.”\u003c/p>\n\u003cp>Scullion, a resident of the Haight-Ashbury neighborhood, says he’s known of Chavez and Huerta since he was a child, and that his parents participated in the Delano Grape Strike of 1965. Huerta led the fight against table grape growers in Delano, California to stop the exploitation of farm workers.\u003c/p>\n\u003cp>“Over the years, I’ve read news articles about her and always considered her a personal hero,” Scullion says. “I saw the documentary \u003cem>Dolores\u003c/em> and went to hear her speak at the Herbst Theater.”\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" title=\"DOLORES Official Theatrical Trailer\" width=\"640\" height=\"360\" src=\"https://www.youtube.com/embed/Unzr9kiFScQ?feature=oembed\" frameborder=\"0\" allow=\"accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share\" referrerpolicy=\"strict-origin-when-cross-origin\" allowfullscreen>\u003c/iframe>\u003c/p>\n\u003cp>Some public officials are aware of the campaign, and supportive of it—in principle.\u003c/p>\n\u003cp>“Dolores Huerta is one of my all-time heroes, and it’s exciting and fitting that people are raising the idea of renaming a major street running through the Latino Cultural District in her honor,” says \u003ca href=\"https://sfbos.org/supervisor-ronen-district-9\" target=\"_blank\" rel=\"noopener noreferrer\">District 9 Supervisor Hillary Ronen\u003c/a>, in whose jurisdiction the proposed street name change partially falls. “I would be happy to carry it forward if we see broad community support for the change.”\u003c/p>\n\u003cp>Huerta is 89 years old. The Presidential Medal of Freedom honoree already has a square named after her in Los Angeles, as well as several schools in California and beyond. Scullion says naming a San Francisco street after Huerta would be a fitting tribute for her upcoming 90th birthday. (April 10, Huerta’s birthday, is Dolores Huerta Day in California.)\u003c/p>\n\u003cp>“Renaming South Van Ness seems like a win for everyone,” Scullion says. “The mayor and supervisors can have a chance to shine a spotlight on someone who exemplifies the spirit of San Francisco, the neighborhood and city get a constant reminder of a role model, and Ms. Huerta can be given a birthday gift acknowledging her contributions and sacrifices.”\u003c/p>\n\u003cp>The petition comes at a time when the city of San Francisco has \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=6652905&GUID=6042BF04-6B7C-4319-A442-E535F3E9F012\" target=\"_blank\" rel=\"noopener noreferrer\">legislation\u003c/a> in place to increase the representation of women on the city’s street names, public buildings, and public art by 30 percent before the end of 2020.\u003c/p>\n\u003cp>Despite the race to meet the legislative requirements, it seems unlikely that the street name change, if it comes to pass, will happen in time for Huerta’s birthday.\u003c/p>\n\u003cp>\u003ca href=\"https://sfpublicworks.org/\" target=\"_blank\" rel=\"noopener noreferrer\">San Francisco Department of Public Works\u003c/a> spokeswoman Rachel Gordon says street name changes involve getting a groundswell of community buy-in before her department begins its in-depth review process, and then potentially sends the request on to the board of supervisors and mayor for approval.\u003c/p>\n\u003cp>“The ones that succeed are the ones where there is a lot of community outreach,” Rosen says. “And the ones where there are not a lot of properties on the street.”\u003c/p>\n\u003cp>An \u003ca href=\"https://sfpublicworks.org/services/establishing-street-names\" target=\"_blank\" rel=\"noopener noreferrer\">online Department of Public Works information sheet\u003c/a> about the process mentions the need for property owners to be on board with the potential street name change: “If a member of the public initiates the request, they must present their petition to Public Works with signatures from property owners whose lots are abutting the subject street. The number of signatures must indicate a very strong majority in favor of the change.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While some local street name changes, like the \u003ca href=\"http://kqed.org/news/11710877/san-francisco-unveils-frida-kahlo-way-renaming-phelan-avenue\">2018 switch from Phelan Avenue to Frida Kahlo Way\u003c/a>, don’t meet with too much opposition, some street name changes are controversial.\u003c/p>\n\u003cp>Gordon says many people in San Francisco opposed the decision to rename Army Street to Cesar Chavez Street in the mid-1990s.\u003c/p>\n\u003cp>“It’s an old school San Francisco street,” Gordon says. “There are still some bumper stickers you see around town that say ‘It Will Always Be Army Street To Me.'”\u003c/p>\n\u003cp>Because of the number of properties on South Van Ness, Gordon says getting the necessary community buy-in could be tough.\u003c/p>\n\u003cp>“That would be a huge undertaking, to change the name of South Van Ness,” Gordon says. “Possibly even bigger than Cesar Chavez Street.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A group of San Francisco residents is campaigning to change the name of a major city street to honor a famous California labor leader and civil rights activist.\u003c/p>\n\u003cp>An \u003ca href=\"https://sign.moveon.org/petitions/rename-south-van-ness-as-dolores-huerta-boulevard?bucket&source=facebook-share-button&time=1579398959&utm_campaign&utm_source=facebook&share=7760f4cc-e5ea-4828-bde1-cd1390af1c5d&fbclid=IwAR2hy78R7jqGIop_1VFnAoBygt9qlJ2lWDJZemCOfdMIIdxeZAx4Sh0SgOU\" target=\"_blank\" rel=\"noopener noreferrer\">online petition\u003c/a> to rename South Van Ness Avenue to Dolores Huerta Boulevard has so far attracted over 1,100 signatures.\u003c/p>\n\u003cp>Local resident Sean Scullion is behind the petition. He says it’s high time the city honored Huerta, who co-founded the National Farmworkers Association (now \u003ca href=\"https://ufw.org/\" target=\"_blank\" rel=\"noopener noreferrer\">United Farm Workers\u003c/a>) with Cesar Chavez and fought tirelessly for decades on behalf of workers rights, in the same way it’s honored Chavez.\u003c/p>\n\u003cp>“I was around San Francisco when Cesar Chavez Street was named,” Scullion says of the thoroughfare formerly known as Army Street. “And I always thought it was strange that Dolores didn’t get a street as well.”\u003c/p>\n\u003cp>Scullion, a resident of the Haight-Ashbury neighborhood, says he’s known of Chavez and Huerta since he was a child, and that his parents participated in the Delano Grape Strike of 1965. Huerta led the fight against table grape growers in Delano, California to stop the exploitation of farm workers.\u003c/p>\n\u003cp>“Over the years, I’ve read news articles about her and always considered her a personal hero,” Scullion says. “I saw the documentary \u003cem>Dolores\u003c/em> and went to hear her speak at the Herbst Theater.”\u003c/p>\n\u003cp>\u003ciframe loading=\"lazy\" title=\"DOLORES Official Theatrical Trailer\" width=\"640\" height=\"360\" src=\"https://www.youtube.com/embed/Unzr9kiFScQ?feature=oembed\" frameborder=\"0\" allow=\"accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share\" referrerpolicy=\"strict-origin-when-cross-origin\" allowfullscreen>\u003c/iframe>\u003c/p>\n\u003cp>Some public officials are aware of the campaign, and supportive of it—in principle.\u003c/p>\n\u003cp>“Dolores Huerta is one of my all-time heroes, and it’s exciting and fitting that people are raising the idea of renaming a major street running through the Latino Cultural District in her honor,” says \u003ca href=\"https://sfbos.org/supervisor-ronen-district-9\" target=\"_blank\" rel=\"noopener noreferrer\">District 9 Supervisor Hillary Ronen\u003c/a>, in whose jurisdiction the proposed street name change partially falls. “I would be happy to carry it forward if we see broad community support for the change.”\u003c/p>\n\u003cp>Huerta is 89 years old. The Presidential Medal of Freedom honoree already has a square named after her in Los Angeles, as well as several schools in California and beyond. Scullion says naming a San Francisco street after Huerta would be a fitting tribute for her upcoming 90th birthday. (April 10, Huerta’s birthday, is Dolores Huerta Day in California.)\u003c/p>\n\u003cp>“Renaming South Van Ness seems like a win for everyone,” Scullion says. “The mayor and supervisors can have a chance to shine a spotlight on someone who exemplifies the spirit of San Francisco, the neighborhood and city get a constant reminder of a role model, and Ms. Huerta can be given a birthday gift acknowledging her contributions and sacrifices.”\u003c/p>\n\u003cp>The petition comes at a time when the city of San Francisco has \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=6652905&GUID=6042BF04-6B7C-4319-A442-E535F3E9F012\" target=\"_blank\" rel=\"noopener noreferrer\">legislation\u003c/a> in place to increase the representation of women on the city’s street names, public buildings, and public art by 30 percent before the end of 2020.\u003c/p>\n\u003cp>Despite the race to meet the legislative requirements, it seems unlikely that the street name change, if it comes to pass, will happen in time for Huerta’s birthday.\u003c/p>\n\u003cp>\u003ca href=\"https://sfpublicworks.org/\" target=\"_blank\" rel=\"noopener noreferrer\">San Francisco Department of Public Works\u003c/a> spokeswoman Rachel Gordon says street name changes involve getting a groundswell of community buy-in before her department begins its in-depth review process, and then potentially sends the request on to the board of supervisors and mayor for approval.\u003c/p>\n\u003cp>“The ones that succeed are the ones where there is a lot of community outreach,” Rosen says. “And the ones where there are not a lot of properties on the street.”\u003c/p>\n\u003cp>An \u003ca href=\"https://sfpublicworks.org/services/establishing-street-names\" target=\"_blank\" rel=\"noopener noreferrer\">online Department of Public Works information sheet\u003c/a> about the process mentions the need for property owners to be on board with the potential street name change: “If a member of the public initiates the request, they must present their petition to Public Works with signatures from property owners whose lots are abutting the subject street. The number of signatures must indicate a very strong majority in favor of the change.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While some local street name changes, like the \u003ca href=\"http://kqed.org/news/11710877/san-francisco-unveils-frida-kahlo-way-renaming-phelan-avenue\">2018 switch from Phelan Avenue to Frida Kahlo Way\u003c/a>, don’t meet with too much opposition, some street name changes are controversial.\u003c/p>\n\u003cp>Gordon says many people in San Francisco opposed the decision to rename Army Street to Cesar Chavez Street in the mid-1990s.\u003c/p>\n\u003cp>“It’s an old school San Francisco street,” Gordon says. “There are still some bumper stickers you see around town that say ‘It Will Always Be Army Street To Me.'”\u003c/p>\n\u003cp>Because of the number of properties on South Van Ness, Gordon says getting the necessary community buy-in could be tough.\u003c/p>\n\u003cp>“That would be a huge undertaking, to change the name of South Van Ness,” Gordon says. “Possibly even bigger than Cesar Chavez Street.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco's Market Street Is Going 'Car Free' — 7 Things You Need to Know (and a Map)",
"title": "San Francisco's Market Street Is Going 'Car Free' — 7 Things You Need to Know (and a Map)",
"headTitle": "KQED News",
"content": "\u003cp>\u003cem>Updated 2:20 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>[dropcap]T[/dropcap]his week, on Jan. 29, private vehicles will no longer be allowed to travel the busiest stretch of San Francisco's Market Street, from near Van Ness Avenue all the way to the waterfront.\u003c/p>\n\u003cp>The prohibition on private vehicles marks the first tangible step in an ambitious city plan to remake its principal boulevard into a thoroughfare that will emphasize transit and feature a wide range of physical changes to make the street safe and user-friendly for pedestrians, cyclists and others who don't happen to be moving through the city in cars.\u003c/p>\n\u003cp>[aside postID=\"news_11780206,news_11746423,news_11667830\" label=\"San Francisco's Market Street Plan\"]On another level, this is the latest development in Market Street's long evolution from the chaotic and \u003ca href=\"https://www.kqed.org/news/11667830/san-franciscos-grisly-mobility-reality-1906-style\" target=\"_blank\" rel=\"noopener noreferrer\">often deadly\u003c/a> boulevard depicted in \u003ca href=\"https://www.kqed.org/news/11653858/film-with-footage-after-san-franciscos-1906-quake-found-at-flea-market\" target=\"_blank\" rel=\"noopener noreferrer\">a famous 1906 film\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Below:\u003c/strong> Questions and answers about Car-Free Market Street. Have more questions about how a car-free Market Street will work? I'm doing a Reddit AMA (Q&A) on Wednesday, January 29 at 12:30 pm P.T. \u003ca href=\"https://www.reddit.com/r/bayarea/\">Come ask your question\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>1. Why is the city banning private cars from Market Street?\u003c/strong>\u003cbr>\nThe new ban is the beginning of a sweeping transformation of downtown's most important thoroughfare. The changes, which will eventually include reconfiguration of sidewalks, pedestrian crossings, transit boarding areas, bike and bus lanes and more, is designed to improve the performance of transit on the city's most important stretch of pavement and make it a safer place to walk, cycle and, yes, ride your favorite micromobility device.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency says that during the morning and evening rush, more than 200 Muni buses use Market Street every hour and that easing traffic congestion there ought to improve transit performance throughout the city.\u003c/p>\n\u003cp>On the safety side, the SFMTA says that five of the city's top 10 most dangerous intersections for pedestrians and cyclists are along Market Street. The agency says that since 2014, Market Street has averaged 106 injury collisions per year and that about three in five of people hurt in those incidents have been pedestrians or cyclists struck by vehicles.\u003c/p>\n\u003cp>\u003cstrong>2. When will private cars be prohibited from using Market Street, and what part of the street will be affected? \u003c/strong>\u003cbr>\nBeginning early the morning of Wednesday, Jan. 29, private cars will be barred from using Market Street eastbound from 10th Street to Main Street, and westbound from Steuart to Van Ness. The ban is permanent.\u003c/p>\n\u003cfigure id=\"attachment_11798571\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-800x542.jpg\" alt=\"\" width=\"800\" height=\"542\" class=\"size-medium wp-image-11798571\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-800x542.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-160x108.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-1020x691.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban.jpg 1208w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Find full details of new turn restrictions and one-way systems on \u003ca href=\"https://www.sfmta.com/blog/car-free-market-street-starts-january-29\">the SFMTA's website\u003c/a>.\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>3. What vehicles \u003cem>will\u003c/em> be allowed to use Market Street?\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>Muni buses and streetcars. Paratransit vehicles, too.\u003c/li>\n\u003cli>City-regulated taxicabs — those operated by Yellow Cab and Flywheel, for instance.\u003c/li>\n\u003cli>Vehicles with commercial license plates — generally trucks and delivery vehicles.\u003c/li>\n\u003cli>Emergency vehicles.\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>4. What's going to happen to Uber and Lyft vehicles?\u003c/strong>\u003cbr>\nUber and Lyft vehicles will not be permitted on Market Street from 10th Street east to Steuart Street. In part to accommodate passenger pickups and dropoffs, the San Francisco Municipal Transportation Agency is setting up new loading areas on Market's cross streets.\u003c/p>\n\u003cfigure id=\"attachment_11797440\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122.jpg\">\u003cimg class=\"size-medium wp-image-11797440\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">One of the main goals of the ban on private cars on Market Street in downtown San Francisco, to take effect Jan. 29, is to improve service on the city's busiest transit corridor. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>5. Will there be a penalty for drivers of private vehicles who travel on the off-limits section of Market?\u003c/strong>\u003cbr>\nYes. Those drivers can be cited for a moving violation. The penalty: a fine of $238 and a point on the license of the cited driver.\u003c/p>\n\u003cp>\u003cstrong>6. Will it be legal for private vehicles to cross Market Street?\u003c/strong>\u003cbr>\nYes. Traffic on side streets will continue to be allowed to cross Market.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>7. What other changes are part of the 'Better Market Street' project? Where can I find more information?\u003c/strong>\u003cbr>\nAll of Market Street from Octavia Boulevard 2.2 miles east to Embarcadero Plaza will get a makeover, including new sidewalks, pavement, train tracks and intersection improvements. The first phase of the project will focus on the stretch of Market between Fifth and Eighth streets and is scheduled to begin in 2021 and last through 2023. The second and final phase of construction has been slated to begin in 2023 and be completed in 2025. The total projected cost of the project, which includes replacing or upgrading infrastructure like sewer and water mains, traffic signals, streetlights, traffic signals and the electrical systems used by Muni streetcars and buses, has a price tag of $604 million.\u003c/p>\n\u003cfigure id=\"attachment_11797508\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015.jpg\">\u003cimg class=\"size-medium wp-image-11797508\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-800x301.jpg\" alt=\"\" width=\"800\" height=\"301\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-800x301.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-160x60.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-1020x384.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A profile view of the San Francisco Municipal Transportation Agency's Better Market Street plan depicting how the thoroughfare will be reconfigured. Click on image for larger view. \u003ccite>(SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>https://twitter.com/sfmta_muni/status/1221628929502580738\u003c/p>\n\u003cp>For more information, we've got links:\u003c/p>\n\u003cul>\n\u003cli>SFMTA's \u003ca href=\"https://www.sfmta.com/blog/car-free-market-street-starts-january-29\" target=\"_blank\" rel=\"noopener noreferrer\">Car-Free Market Street page\u003c/a>, with information on the car ban taking effect Jan. 29.\u003c/li>\n\u003cli>The \u003ca href=\"https://assets.documentcloud.org/documents/6669950/SFMTA-Better-Market-Street-Report.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">SFMTA staff report\u003c/a> on the project, prepared for the Oct. 15, 2019, meeting at which the project was approved.\u003c/li>\n\u003cli>The \u003ca href=\"https://assets.documentcloud.org/documents/6669949/SFMTA-Better-Market-Street-Slideshow.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">SFMTA slideshow\u003c/a> from October 2019 detailing key aspects of the project and its timeline.\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n",
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"excerpt": "The city is about to embark on the latest step of a plan to improve transit on the city's most important thoroughfare and make it safer and more welcoming for pedestrians and cyclists. ",
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"description": "San Francisco is about to ban private cars from traveling the busiest stretch of Market Street from near Van Ness Avenue all the way to the waterfront.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 2:20 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">T\u003c/span>\u003c/p>\u003cp>his week, on Jan. 29, private vehicles will no longer be allowed to travel the busiest stretch of San Francisco's Market Street, from near Van Ness Avenue all the way to the waterfront.\u003c/p>\n\u003cp>The prohibition on private vehicles marks the first tangible step in an ambitious city plan to remake its principal boulevard into a thoroughfare that will emphasize transit and feature a wide range of physical changes to make the street safe and user-friendly for pedestrians, cyclists and others who don't happen to be moving through the city in cars.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>On another level, this is the latest development in Market Street's long evolution from the chaotic and \u003ca href=\"https://www.kqed.org/news/11667830/san-franciscos-grisly-mobility-reality-1906-style\" target=\"_blank\" rel=\"noopener noreferrer\">often deadly\u003c/a> boulevard depicted in \u003ca href=\"https://www.kqed.org/news/11653858/film-with-footage-after-san-franciscos-1906-quake-found-at-flea-market\" target=\"_blank\" rel=\"noopener noreferrer\">a famous 1906 film\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Below:\u003c/strong> Questions and answers about Car-Free Market Street. Have more questions about how a car-free Market Street will work? I'm doing a Reddit AMA (Q&A) on Wednesday, January 29 at 12:30 pm P.T. \u003ca href=\"https://www.reddit.com/r/bayarea/\">Come ask your question\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>1. Why is the city banning private cars from Market Street?\u003c/strong>\u003cbr>\nThe new ban is the beginning of a sweeping transformation of downtown's most important thoroughfare. The changes, which will eventually include reconfiguration of sidewalks, pedestrian crossings, transit boarding areas, bike and bus lanes and more, is designed to improve the performance of transit on the city's most important stretch of pavement and make it a safer place to walk, cycle and, yes, ride your favorite micromobility device.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency says that during the morning and evening rush, more than 200 Muni buses use Market Street every hour and that easing traffic congestion there ought to improve transit performance throughout the city.\u003c/p>\n\u003cp>On the safety side, the SFMTA says that five of the city's top 10 most dangerous intersections for pedestrians and cyclists are along Market Street. The agency says that since 2014, Market Street has averaged 106 injury collisions per year and that about three in five of people hurt in those incidents have been pedestrians or cyclists struck by vehicles.\u003c/p>\n\u003cp>\u003cstrong>2. When will private cars be prohibited from using Market Street, and what part of the street will be affected? \u003c/strong>\u003cbr>\nBeginning early the morning of Wednesday, Jan. 29, private cars will be barred from using Market Street eastbound from 10th Street to Main Street, and westbound from Steuart to Van Ness. The ban is permanent.\u003c/p>\n\u003cfigure id=\"attachment_11798571\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-800x542.jpg\" alt=\"\" width=\"800\" height=\"542\" class=\"size-medium wp-image-11798571\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-800x542.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-160x108.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-1020x691.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban.jpg 1208w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Find full details of new turn restrictions and one-way systems on \u003ca href=\"https://www.sfmta.com/blog/car-free-market-street-starts-january-29\">the SFMTA's website\u003c/a>.\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>3. What vehicles \u003cem>will\u003c/em> be allowed to use Market Street?\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>Muni buses and streetcars. Paratransit vehicles, too.\u003c/li>\n\u003cli>City-regulated taxicabs — those operated by Yellow Cab and Flywheel, for instance.\u003c/li>\n\u003cli>Vehicles with commercial license plates — generally trucks and delivery vehicles.\u003c/li>\n\u003cli>Emergency vehicles.\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>4. What's going to happen to Uber and Lyft vehicles?\u003c/strong>\u003cbr>\nUber and Lyft vehicles will not be permitted on Market Street from 10th Street east to Steuart Street. In part to accommodate passenger pickups and dropoffs, the San Francisco Municipal Transportation Agency is setting up new loading areas on Market's cross streets.\u003c/p>\n\u003cfigure id=\"attachment_11797440\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122.jpg\">\u003cimg class=\"size-medium wp-image-11797440\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">One of the main goals of the ban on private cars on Market Street in downtown San Francisco, to take effect Jan. 29, is to improve service on the city's busiest transit corridor. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>5. Will there be a penalty for drivers of private vehicles who travel on the off-limits section of Market?\u003c/strong>\u003cbr>\nYes. Those drivers can be cited for a moving violation. The penalty: a fine of $238 and a point on the license of the cited driver.\u003c/p>\n\u003cp>\u003cstrong>6. Will it be legal for private vehicles to cross Market Street?\u003c/strong>\u003cbr>\nYes. Traffic on side streets will continue to be allowed to cross Market.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>7. What other changes are part of the 'Better Market Street' project? Where can I find more information?\u003c/strong>\u003cbr>\nAll of Market Street from Octavia Boulevard 2.2 miles east to Embarcadero Plaza will get a makeover, including new sidewalks, pavement, train tracks and intersection improvements. The first phase of the project will focus on the stretch of Market between Fifth and Eighth streets and is scheduled to begin in 2021 and last through 2023. The second and final phase of construction has been slated to begin in 2023 and be completed in 2025. The total projected cost of the project, which includes replacing or upgrading infrastructure like sewer and water mains, traffic signals, streetlights, traffic signals and the electrical systems used by Muni streetcars and buses, has a price tag of $604 million.\u003c/p>\n\u003cfigure id=\"attachment_11797508\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015.jpg\">\u003cimg class=\"size-medium wp-image-11797508\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-800x301.jpg\" alt=\"\" width=\"800\" height=\"301\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-800x301.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-160x60.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-1020x384.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A profile view of the San Francisco Municipal Transportation Agency's Better Market Street plan depicting how the thoroughfare will be reconfigured. Click on image for larger view. \u003ccite>(SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>For more information, we've got links:\u003c/p>\n\u003cul>\n\u003cli>SFMTA's \u003ca href=\"https://www.sfmta.com/blog/car-free-market-street-starts-january-29\" target=\"_blank\" rel=\"noopener noreferrer\">Car-Free Market Street page\u003c/a>, with information on the car ban taking effect Jan. 29.\u003c/li>\n\u003cli>The \u003ca href=\"https://assets.documentcloud.org/documents/6669950/SFMTA-Better-Market-Street-Report.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">SFMTA staff report\u003c/a> on the project, prepared for the Oct. 15, 2019, meeting at which the project was approved.\u003c/li>\n\u003cli>The \u003ca href=\"https://assets.documentcloud.org/documents/6669949/SFMTA-Better-Market-Street-Slideshow.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">SFMTA slideshow\u003c/a> from October 2019 detailing key aspects of the project and its timeline.\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"order": 1
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"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
"site": "radio",
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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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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"id": "freakonomics-radio",
"title": "Freakonomics Radio",
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"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
"info": "Hosted by Terry Gross, \u003cem>Fresh Air from WHYY\u003c/em> is the Peabody Award-winning weekday magazine of contemporary arts and issues. One of public radio's most popular programs, Fresh Air features intimate conversations with today's biggest luminaries.",
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"meta": {
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"link": "/radio/program/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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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
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"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"source": "kqed",
"order": 18
},
"link": "/podcasts/jerrybrown",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Masters-of-Scale-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
"subscribe": {
"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"apple": "https://podcasts.apple.com/us/podcast/mindshift-podcast/id1078765985",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"stitcher": "https://www.stitcher.com/show/on-our-watch",
"rss": "https://feeds.npr.org/510360/podcast.xml"
}
},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"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": {
"site": "news",
"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"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
"meta": {
"site": "news",
"source": "pbs"
},
"link": "/radio/program/pbs-newshour",
"subscribe": {
"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",
"info": "KQED's series of daily listener commentaries since 1991.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
"imageAlt": "KQED Perspectives",
"officialWebsiteLink": "/perspectives/",
"meta": {
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
"subscribe": {
"apple": "https://podcasts.apple.com/us/podcast/id73801135",
"npr": "https://www.npr.org/podcasts/432309616/perspectives",
"rss": "https://ww2.kqed.org/perspectives/category/perspectives/feed/",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93dzIua3FlZC5vcmcvcGVyc3BlY3RpdmVzL2NhdGVnb3J5L3BlcnNwZWN0aXZlcy9mZWVkLw"
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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",
"officialWebsiteLink": "https://www.npr.org/sections/money/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/planet-money",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/M4f5",
"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
"tuneIn": "https://tunein.com/podcasts/Business--Economics-Podcasts/Planet-Money-p164680/",
"rss": "https://feeds.npr.org/510289/podcast.xml"
}
},
"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
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