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"content": "\u003cp>Whether you realize it or not, you’ve almost certainly interacted with an accessible pedestrian signal, or APS. These are the crosswalk systems designed with sonic and tactile cues to help blind and visually impaired pedestrians know when they can cross the street. The sounds and buttons tell them when the “walk” sign is lit up. You’ll find these APS systems installed at hundreds of intersections around San Francisco, and thousands more across the country. In San Francisco, most are framed in a yellow casing and have a raised arrow on the pedestrian crossing button.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>One \u003ca href=\"https://www.kqed.org/podcasts/baycurious\">Bay Curious \u003c/a>listener had some questions about why they sound the way they do and how they work. Here’s what we found.\u003c/p>\n\u003ch3>Why does San Francisco’s crosswalk system make a machine gun sound?\u003c/h3>\n\u003cp>That sound has an official name: the rapid tick. It’s the sound currently \u003ca href=\"https://acb.org/content/accessible-pedestrian-signals-aps\">recommended by federal and state guidelines.\u003c/a>\u003c/p>\n\u003cp>In the 1980s and ’90s, research was done on which APS signals were most effective. The overhead cuckoo-chirp signals, which are installed in many parts of the U.S., did not fare particularly well.\u003c/p>\n\u003cp>“People got confused and felt they needed to know the orientation of a cuckoo or chirp,” says Gene Lozano, a retired rehabilitation counselor from California State University, Sacramento, whose been involved in transportation accessibility for decades.\u003c/p>\n\u003cp>“Cuckoos” sounded for the north-south direction of travel. 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While the verbal announcement seems like it would be a superior option in all cases, it requires the pedestrian to speak the language in which the message is delivered.\u003c/p>\n\u003cp>If you come across an intersection with the cuckoos and chirps, it’s likely an older system that hasn’t been updated.\u003c/p>\n\u003ch3>What other features are built into San Francisco’s accessible pedestrian systems?\u003c/h3>\n\u003cp>To learn the ins and outs of how the system is used, we got a demonstration from Frank Welte, a senior braille and accessible media specialist at the\u003ca href=\"https://lighthouse-sf.org/\"> LightHouse for the Blind and Visually Impaired\u003c/a> in San Francisco.\u003c/p>\n\u003cp>We met outside a Civic Center BART entrance, on the south side of Market Street, between 7th and 8th streets.\u003c/p>\n\u003cp>“I’m walking up to the crosswalk here, and you’ll hear the locator tone,” Welte said as he approached the street pole where the crosswalk system was mounted. It was emitting a beeping sound about once per second.\u003c/p>\n\u003cp>“And I’m positioning myself so the signal is to my right,” he says, as he presses the crosswalk button. “On the button is a little arrow that points in the way that you’re supposed to cross. It’s a tactile arrow you can feel. When the signal goes off that tactile arrow starts to vibrate. So if I were deaf-blind or hard of hearing, by holding the tactile button I know when the signal goes off. I often do that anyway just because it’s a confirmation on a noisy day like today that I’m reading the signal correctly.”\u003c/p>\n\u003cp>The signal changes to “walk,” and the rapid tick sound plays. Welte walks through the intersection, listening for the speaker on the opposite side of the street to help guide him to where the curb is cut. In a matter of seconds, we’re across the street and in UN Plaza.\u003c/p>\n\u003cp>One final tip Welte shows me: If you press the crosswalk button for a few seconds, an announcement plays telling you what street you are set up to cross or the intersection you’re standing at.\u003c/p>\n\u003ch3>How do blind people cross the street without audible signals?\u003c/h3>\n\u003cp>“We follow the traffic patterns,” Welte says. “When one set of traffic goes, I go, and when that traffic isn’t going, I stay still. So when you come to a traffic light, that’s one more reason you don’t want to run a red light. It’s because I am assuming that if you’re not moving, the light is doing a certain thing.”\u003c/p>\n\u003cp>Still, Welte prefers the confirmation that an accessible pedestrian signal provides.\u003c/p>\n\u003cp>“When you have complicated intersections, for example all these angled streets we have coming into Market Street, that can make the pattern more complicated and harder to read. So having that accessible signal is a huge help.”\u003c/p>\n\u003cp>According to the \u003ca href=\"https://www.sfmta.com/getting-around/walk/accessible-pedestrian-signals\">San Francisco Municipal Transportation Agency website\u003c/a>, there are 283 APS intersections in San Francisco and 85 more that have been requested.\u003c/p>\n\u003cp>Further reading:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://files.eric.ed.gov/fulltext/EJ720653.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">Crossroads: Modern Interactive Intersections and Accessible Pedestrian Signals\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11771686/california-sounds-an-architect-who-listens-to-buildings\" target=\"_blank\" rel=\"noopener noreferrer\">An Architect Who Listens to Buildings\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>Annika Cline contributed to this story.\u003c/em>\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Whether you realize it or not, you’ve almost certainly interacted with an accessible pedestrian signal, or APS. These are the crosswalk systems designed with sonic and tactile cues to help blind and visually impaired pedestrians know when they can cross the street. The sounds and buttons tell them when the “walk” sign is lit up. You’ll find these APS systems installed at hundreds of intersections around San Francisco, and thousands more across the country. In San Francisco, most are framed in a yellow casing and have a raised arrow on the pedestrian crossing button.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>One \u003ca href=\"https://www.kqed.org/podcasts/baycurious\">Bay Curious \u003c/a>listener had some questions about why they sound the way they do and how they work. Here’s what we found.\u003c/p>\n\u003ch3>Why does San Francisco’s crosswalk system make a machine gun sound?\u003c/h3>\n\u003cp>That sound has an official name: the rapid tick. It’s the sound currently \u003ca href=\"https://acb.org/content/accessible-pedestrian-signals-aps\">recommended by federal and state guidelines.\u003c/a>\u003c/p>\n\u003cp>In the 1980s and ’90s, research was done on which APS signals were most effective. The overhead cuckoo-chirp signals, which are installed in many parts of the U.S., did not fare particularly well.\u003c/p>\n\u003cp>“People got confused and felt they needed to know the orientation of a cuckoo or chirp,” says Gene Lozano, a retired rehabilitation counselor from California State University, Sacramento, whose been involved in transportation accessibility for decades.\u003c/p>\n\u003cp>“Cuckoos” sounded for the north-south direction of travel. And the “chirp-chirp” was for east-west.\u003c/p>\n\u003cp>“People who were blind or had low vision felt they had to know the compass direction of an intersection, and people got intimidated by that,” Lozano says.\u003c/p>\n\u003cp>And there was another problem with the bird sounds.\u003c/p>\n\u003cp>“In some parts of the country there were reports that some birds, like mockingbirds, were able to replicate that sound,” he says.\u003c/p>\n\u003cp>The study found the rapid tick sound, instead, helped pedestrians make faster, more accurate decisions when at a crosswalk. It is now the recommended sound, except in certain cases. When the crosswalk heads are less than 10 feet apart — for example when the buttons for intersecting streets are mounted on a single pole — a verbal announcement is preferred to help people differentiate which street’s “walk” sign is lit. While the verbal announcement seems like it would be a superior option in all cases, it requires the pedestrian to speak the language in which the message is delivered.\u003c/p>\n\u003cp>If you come across an intersection with the cuckoos and chirps, it’s likely an older system that hasn’t been updated.\u003c/p>\n\u003ch3>What other features are built into San Francisco’s accessible pedestrian systems?\u003c/h3>\n\u003cp>To learn the ins and outs of how the system is used, we got a demonstration from Frank Welte, a senior braille and accessible media specialist at the\u003ca href=\"https://lighthouse-sf.org/\"> LightHouse for the Blind and Visually Impaired\u003c/a> in San Francisco.\u003c/p>\n\u003cp>We met outside a Civic Center BART entrance, on the south side of Market Street, between 7th and 8th streets.\u003c/p>\n\u003cp>“I’m walking up to the crosswalk here, and you’ll hear the locator tone,” Welte said as he approached the street pole where the crosswalk system was mounted. It was emitting a beeping sound about once per second.\u003c/p>\n\u003cp>“And I’m positioning myself so the signal is to my right,” he says, as he presses the crosswalk button. “On the button is a little arrow that points in the way that you’re supposed to cross. It’s a tactile arrow you can feel. When the signal goes off that tactile arrow starts to vibrate. So if I were deaf-blind or hard of hearing, by holding the tactile button I know when the signal goes off. I often do that anyway just because it’s a confirmation on a noisy day like today that I’m reading the signal correctly.”\u003c/p>\n\u003cp>The signal changes to “walk,” and the rapid tick sound plays. Welte walks through the intersection, listening for the speaker on the opposite side of the street to help guide him to where the curb is cut. In a matter of seconds, we’re across the street and in UN Plaza.\u003c/p>\n\u003cp>One final tip Welte shows me: If you press the crosswalk button for a few seconds, an announcement plays telling you what street you are set up to cross or the intersection you’re standing at.\u003c/p>\n\u003ch3>How do blind people cross the street without audible signals?\u003c/h3>\n\u003cp>“We follow the traffic patterns,” Welte says. “When one set of traffic goes, I go, and when that traffic isn’t going, I stay still. So when you come to a traffic light, that’s one more reason you don’t want to run a red light. It’s because I am assuming that if you’re not moving, the light is doing a certain thing.”\u003c/p>\n\u003cp>Still, Welte prefers the confirmation that an accessible pedestrian signal provides.\u003c/p>\n\u003cp>“When you have complicated intersections, for example all these angled streets we have coming into Market Street, that can make the pattern more complicated and harder to read. 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"content": "\u003cp>The Rise of the E-Scooter has been well chronicled: In the Bay Area and beyond, scads of electric rental scooters appeared early in 2018 and became simultaneously a sidewalk-blocking nuisance and a popular way of negotiating traffic-choked streets.\u003c/p>\n\u003cp>But \u003ca href=\"https://jamanetwork.com/journals/jamasurgery/article-abstract/2758159\" target=\"_blank\" rel=\"noopener noreferrer\">a new study\u003c/a> from researchers at UCSF shows that the surge in e-scooter popularity has come with a cost: a dramatic increase in the number of injuries attributed to riding the mini-vehicles.\u003c/p>\n\u003cp>The researchers found that from 2017 to 2018 the number of scooter-related injuries nationwide rose from an estimated 8,016 to 14,651, an increase of 82%. The UCSF team’s estimate showed a 152% spike in that same period among injury victims aged 18 through 34 years old.\u003c/p>\n\u003cp>The analysis showed that the nationwide incidence of scooter operator injuries skyrocketed from 6 per 100,000 people in the general population in 2014 to 19 per 100,000 in 2018.\u003c/p>\n\u003cp>The UCSF study team derived its estimates by looking at five years of statistics on scooter-related accidents from \u003ca href=\"https://www.cpsc.gov/Research--Statistics/NEISS-Injury-Data\" target=\"_blank\" rel=\"noopener noreferrer\">a national database\u003c/a> that collects reports from about 100 representative hospital emergency departments.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Beyond the sudden spike in the overall number of riders hurt in scooter mishaps, the study published Wednesday in the January edition of JAMA Surgery noted that 32% of the cases in 2018 involved head injuries. That’s double the rate at which cyclists suffer head injuries in crashes.\u003c/p>\n\u003cp>Dr. Benjamin Breyer, a UCSF urologist and a study co-author, said the rate of head injuries is especially concerning. He and his fellow researchers said in their analysis that e-scooter firms “should facilitate and encourage helmet use by increasing helmet access.”\u003c/p>\n\u003cp>The UCSF statistics align roughly with earlier research that has shown high rates of head injuries and very low helmet use among scooter riders.\u003c/p>\n\u003cp>The analysis notes, in passing, two prior studies — \u003ca href=\"https://jamanetwork.com/journals/jamanetworkopen/fullarticle/2722574?guestAccessKey=c8d43986-1131-4af7-b3bc-a9f9415cd3b3\" target=\"_blank\" rel=\"noopener noreferrer\">the first\u003c/a> from Southern California, \u003ca href=\"https://tsaco.bmj.com/content/4/1/e000337\" target=\"_blank\" rel=\"noopener noreferrer\">a second\u003c/a> using data from three unidentified trauma centers — that estimated just 2% to 4% of injured scooter riders were wearing helmets when they were hurt.\u003c/p>\n\u003cp>[aside postID=\"news_11794889,news_11778738,news_11752068\" label=\"Related coverage\"]\u003c/p>\n\u003cp>A \u003ca href=\"https://www.austintexas.gov/sites/default/files/files/Health/Epidemiology/APH_Dockless_Electric_Scooter_Study_5-2-19.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">third study\u003c/a> not referenced in the UCSF report reviewed the cases of 190 scooter riders injured in Austin, Texas, during a three-month period in 2018. It found just one of the riders was using a helmet.\u003c/p>\n\u003cp>“There’s a lot of positives about the scooters,” Breyer said in an interview Tuesday. “It promotes active commuting, which is good for your health. It’s good for the environment. It’s good for traffic congestion. But I think helmet distribution and helmet usage needs to be made more convenient. People just need to understand that when trauma happens with scooters, very frequently head trauma is involved, and that can lead to very serious long-term consequences.”\u003c/p>\n\u003cp>The Micromobility Coalition, a trade group founded by Lime and Uber, said in a statement that UCSF’s analysis “is an appreciated addition to the information available.” The statement added that e-scooter firms are “promoting helmet use through their apps, online channels, demonstration events, and helmet distribution.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In a separate statement, Lime noted that it has given away 250,000 helmets and is partnering with helmet makers to offer half-priced safety headgear.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Rise of the E-Scooter has been well chronicled: In the Bay Area and beyond, scads of electric rental scooters appeared early in 2018 and became simultaneously a sidewalk-blocking nuisance and a popular way of negotiating traffic-choked streets.\u003c/p>\n\u003cp>But \u003ca href=\"https://jamanetwork.com/journals/jamasurgery/article-abstract/2758159\" target=\"_blank\" rel=\"noopener noreferrer\">a new study\u003c/a> from researchers at UCSF shows that the surge in e-scooter popularity has come with a cost: a dramatic increase in the number of injuries attributed to riding the mini-vehicles.\u003c/p>\n\u003cp>The researchers found that from 2017 to 2018 the number of scooter-related injuries nationwide rose from an estimated 8,016 to 14,651, an increase of 82%. The UCSF team’s estimate showed a 152% spike in that same period among injury victims aged 18 through 34 years old.\u003c/p>\n\u003cp>The analysis showed that the nationwide incidence of scooter operator injuries skyrocketed from 6 per 100,000 people in the general population in 2014 to 19 per 100,000 in 2018.\u003c/p>\n\u003cp>The UCSF study team derived its estimates by looking at five years of statistics on scooter-related accidents from \u003ca href=\"https://www.cpsc.gov/Research--Statistics/NEISS-Injury-Data\" target=\"_blank\" rel=\"noopener noreferrer\">a national database\u003c/a> that collects reports from about 100 representative hospital emergency departments.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Beyond the sudden spike in the overall number of riders hurt in scooter mishaps, the study published Wednesday in the January edition of JAMA Surgery noted that 32% of the cases in 2018 involved head injuries. That’s double the rate at which cyclists suffer head injuries in crashes.\u003c/p>\n\u003cp>Dr. Benjamin Breyer, a UCSF urologist and a study co-author, said the rate of head injuries is especially concerning. He and his fellow researchers said in their analysis that e-scooter firms “should facilitate and encourage helmet use by increasing helmet access.”\u003c/p>\n\u003cp>The UCSF statistics align roughly with earlier research that has shown high rates of head injuries and very low helmet use among scooter riders.\u003c/p>\n\u003cp>The analysis notes, in passing, two prior studies — \u003ca href=\"https://jamanetwork.com/journals/jamanetworkopen/fullarticle/2722574?guestAccessKey=c8d43986-1131-4af7-b3bc-a9f9415cd3b3\" target=\"_blank\" rel=\"noopener noreferrer\">the first\u003c/a> from Southern California, \u003ca href=\"https://tsaco.bmj.com/content/4/1/e000337\" target=\"_blank\" rel=\"noopener noreferrer\">a second\u003c/a> using data from three unidentified trauma centers — that estimated just 2% to 4% of injured scooter riders were wearing helmets when they were hurt.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>A \u003ca href=\"https://www.austintexas.gov/sites/default/files/files/Health/Epidemiology/APH_Dockless_Electric_Scooter_Study_5-2-19.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">third study\u003c/a> not referenced in the UCSF report reviewed the cases of 190 scooter riders injured in Austin, Texas, during a three-month period in 2018. It found just one of the riders was using a helmet.\u003c/p>\n\u003cp>“There’s a lot of positives about the scooters,” Breyer said in an interview Tuesday. “It promotes active commuting, which is good for your health. It’s good for the environment. It’s good for traffic congestion. But I think helmet distribution and helmet usage needs to be made more convenient. People just need to understand that when trauma happens with scooters, very frequently head trauma is involved, and that can lead to very serious long-term consequences.”\u003c/p>\n\u003cp>The Micromobility Coalition, a trade group founded by Lime and Uber, said in a statement that UCSF’s analysis “is an appreciated addition to the information available.” The statement added that e-scooter firms are “promoting helmet use through their apps, online channels, demonstration events, and helmet distribution.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In a separate statement, Lime noted that it has given away 250,000 helmets and is partnering with helmet makers to offer half-priced safety headgear.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "It's Round 3 for SB 50, S.F. Senator's Controversial Transit Housing Bill",
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"content": "\u003cp>The Legislature’s battle over a bill that would bring sweeping changes to urban land use and housing development across California is resuming with the introduction of a series of amendments that seek to calm opposition from a diverse array of interests — from towns jealous of their power to set zoning rules to community activists concerned that the legislation will increase displacement and gentrification in the state’s biggest cities.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=201920200SB50\" target=\"_blank\" rel=\"noopener noreferrer\">SB 50\u003c/a>, by San Francisco state Sen. Scott Wiener and a host of co-authors, aims to tackle California’s housing crisis by requiring cities to allow dramatically intensified development near “high-quality” transit stops such as BART and Caltrain stations and along corridors served by frequent commute bus service. The bill also includes new development requirements for job centers not yet served by rapid transit.\u003c/p>\n\u003cp>The impact would border on the revolutionary. Both major cities and surrounding suburbs would face a state mandate to allow multistory, multifamily developments in many neighborhoods long zoned predominantly for single-family housing.\u003c/p>\n\u003cp>Wiener and the bill’s sponsors, led by the California YIMBY pro-development group and including the California Association of Realtors and the Nonprofit Housing Association of Northern California, argue the legislation would help ease the state’s estimated 3.5 million-unit housing deficit and is crucial to meet its ambitious goals to cut greenhouse gas emissions.\u003c/p>\n\u003cp>The proposal has been derailed twice, first as SB 827, when it failed its first committee vote, and then last May, when state Sen. Anthony Portantino, D-La Cañada-Flintridge, used his authority as chair of the upper chamber’s Appropriations Committee to defer action on the bill until this year.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In shelving the bill, Portantino called it “a well-intentioned effort to help solve our state’s housing crisis” but one that might trigger a chain of unintended consequences, including discouraging cities from developing new transit systems that would require higher-density zoning along their routes.\u003cbr>\n[aside tag=\"sb-50\" label=\"More on SB 50\"]\u003c/p>\n\u003cp>Portantino said he preferred offering cities incentives rather than imposing mandates and hoped delaying Wiener’s bill until 2020 would “result in a more targeted legislative effort.”\u003c/p>\n\u003cp>The amendments Wiener and his allies formally introduced late Monday night attempt to answer concerns heard from cities and advocates for lower-income Californians: first by offering local governments some flexibility in how they implement SB 50’s requirements, and second by including a clause that would ensure low-income residents are given priority for the new housing units the bill requires in their neighborhoods.\u003c/p>\n\u003cp>The bill’s new language on local flexibility would give cities the option of crafting their own housing plans as long as those blueprints create at least the same number of new units as SB 50 would. To ensure that housing commitment is met, city plans would be subject to review by the state Department of Housing and Community Development and the Governor’s Office of Planning and Research.\u003c/p>\n\u003cp>Cities’ plans would also be barred from resulting in increased vehicle travel and would be required to distribute new housing equally among affluent and lower-income areas.\u003c/p>\n\u003cp>“A city could not just push all of its development into some remote area that’s not connected to jobs or transit,” Wiener said in a Monday media call on the amendments. “And a city could not say we’re going to put all of our density into low-income neighborhoods and communities of color but maintain more low-density zoning in more affluent areas.”\u003c/p>\n\u003cp>The “neighborhood preference” provision in the amended bill would give local residents priority for 40% of new units developed under the law and designated for low, very low and extremely low income households.\u003c/p>\n\u003cp>Those provisions leave the heart of SB 50, most of which would take effect Jan. 1, 2023, largely unchanged. The bill’s central proposal — requiring cities in the 15 counties with populations of 600,000 or more to approve buildings in the four- to five-story range near train stations and along the busiest bus lines — is intact. In the Bay Area, that requirement would apply in Alameda, Contra Costa, San Francisco, San Mateo and Santa Clara counties.\u003c/p>\n\u003cp>In less populous counties, cities with 50,000 or more residents would be required to allow buildings 15 feet higher than the current maximum for residential or mixed-use structures. Bay Area municipalities that could be affected include San Rafael, Santa Rosa, Vallejo, Fairfield and Vacaville.\u003c/p>\n\u003cp>The bill leaves in place a provision that would end single-family zoning throughout the state by allowing property owners to build up to four units of housing on vacant parcels or to convert existing buildings into fourplexes.\u003c/p>\n\u003cp>The proposal would require projects approved under the bill to include 15% to 25% lower-income units, depending on the project size. The bill would also seek to prevent tenant displacement by restricting demolition of existing rental housing.\u003c/p>\n\u003cp>The bill also continues to grant a five-year delay for implementation, until 2026, for areas designated as “sensitive communities” — those peopled mostly by renters and low-income residents and which may have experienced high rates of racial segregation, poverty and exposure to environmental hazards.\u003c/p>\n\u003cp>Wiener said Monday the changes in the bill reflect intensive consultation with local government officials “who have said, ‘We understand what you’re trying to do with this bill, we support what you’re trying to do with this bill, but can you please give us some additional flexibility, because every city has unique features.’ ”\u003c/p>\n\u003cp>The legislation will come up for a final vote in the state Senate by the end of January and will still face a series of hurdles, including a lengthy Assembly amendment process, before becoming law.\u003c/p>\n\u003cp>Wiener said he is confident that with an increasingly diverse collection of supporters — including business, labor, community groups, affordable housing groups, environmental groups, senior organizations and college student associations — the bill is gaining momentum.\u003cbr>\n[aside postID=\"news_11793596,news_11793325,news_11793117\" label=\"Bay Area transportation coverage\"]\u003cbr>\n“I think what it says is that more and more people understand that while SB 50 is not a silver bullet … it’s a big part of addressing our housing crisis,” Wiener said.\u003c/p>\n\u003cp>It remains to be seen whether the SB 50 amendments will win over local officials and their constituents who have fought Wiener’s proposal from the beginning and hold sway with his legislative colleagues. One test will come in San Francisco, where Wiener served on the Board of Supervisors.\u003c/p>\n\u003cp>The board voted 10-1 last month to call for major changes to the bill that went well beyond the amendments that Wiener unveiled Monday.\u003c/p>\n\u003cp>Separately, the San Francisco County Transportation Authority board — which is comprised of the full Board of Supervisors — called on Wiener to address concerns about SB 50’s impact on transportation and infrastructure needs.\u003c/p>\n\u003cp>Wiener acknowledged Monday that he still hasn’t reached agreement with community housing activists on language that would better protect vulnerable communities from gentrification and displacement. He said negotiations are continuing.\u003c/p>\n\u003cp>He’ll hear Tuesday from one group of activists when he appears at Oakland City Hall for a formal unveiling of his updated bill.\u003c/p>\n\u003cp>Moms 4 Housing, \u003ca href=\"https://www.kqed.org/news/11793299/moms-4-housing-in-oakland-vow-to-fight-potential-eviction\" target=\"_blank\" rel=\"noopener noreferrer\">a group supporting two women\u003c/a> who have taken up residence in a vacant West Oakland building without the owner’s permission, has called for a protest at the event.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“Join us if you agree we need deeply affordable housing, not more luxury towers,” the group’s announcement said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Legislature’s battle over a bill that would bring sweeping changes to urban land use and housing development across California is resuming with the introduction of a series of amendments that seek to calm opposition from a diverse array of interests — from towns jealous of their power to set zoning rules to community activists concerned that the legislation will increase displacement and gentrification in the state’s biggest cities.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=201920200SB50\" target=\"_blank\" rel=\"noopener noreferrer\">SB 50\u003c/a>, by San Francisco state Sen. Scott Wiener and a host of co-authors, aims to tackle California’s housing crisis by requiring cities to allow dramatically intensified development near “high-quality” transit stops such as BART and Caltrain stations and along corridors served by frequent commute bus service. The bill also includes new development requirements for job centers not yet served by rapid transit.\u003c/p>\n\u003cp>The impact would border on the revolutionary. Both major cities and surrounding suburbs would face a state mandate to allow multistory, multifamily developments in many neighborhoods long zoned predominantly for single-family housing.\u003c/p>\n\u003cp>Wiener and the bill’s sponsors, led by the California YIMBY pro-development group and including the California Association of Realtors and the Nonprofit Housing Association of Northern California, argue the legislation would help ease the state’s estimated 3.5 million-unit housing deficit and is crucial to meet its ambitious goals to cut greenhouse gas emissions.\u003c/p>\n\u003cp>The proposal has been derailed twice, first as SB 827, when it failed its first committee vote, and then last May, when state Sen. Anthony Portantino, D-La Cañada-Flintridge, used his authority as chair of the upper chamber’s Appropriations Committee to defer action on the bill until this year.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Portantino said he preferred offering cities incentives rather than imposing mandates and hoped delaying Wiener’s bill until 2020 would “result in a more targeted legislative effort.”\u003c/p>\n\u003cp>The amendments Wiener and his allies formally introduced late Monday night attempt to answer concerns heard from cities and advocates for lower-income Californians: first by offering local governments some flexibility in how they implement SB 50’s requirements, and second by including a clause that would ensure low-income residents are given priority for the new housing units the bill requires in their neighborhoods.\u003c/p>\n\u003cp>The bill’s new language on local flexibility would give cities the option of crafting their own housing plans as long as those blueprints create at least the same number of new units as SB 50 would. To ensure that housing commitment is met, city plans would be subject to review by the state Department of Housing and Community Development and the Governor’s Office of Planning and Research.\u003c/p>\n\u003cp>Cities’ plans would also be barred from resulting in increased vehicle travel and would be required to distribute new housing equally among affluent and lower-income areas.\u003c/p>\n\u003cp>“A city could not just push all of its development into some remote area that’s not connected to jobs or transit,” Wiener said in a Monday media call on the amendments. “And a city could not say we’re going to put all of our density into low-income neighborhoods and communities of color but maintain more low-density zoning in more affluent areas.”\u003c/p>\n\u003cp>The “neighborhood preference” provision in the amended bill would give local residents priority for 40% of new units developed under the law and designated for low, very low and extremely low income households.\u003c/p>\n\u003cp>Those provisions leave the heart of SB 50, most of which would take effect Jan. 1, 2023, largely unchanged. The bill’s central proposal — requiring cities in the 15 counties with populations of 600,000 or more to approve buildings in the four- to five-story range near train stations and along the busiest bus lines — is intact. In the Bay Area, that requirement would apply in Alameda, Contra Costa, San Francisco, San Mateo and Santa Clara counties.\u003c/p>\n\u003cp>In less populous counties, cities with 50,000 or more residents would be required to allow buildings 15 feet higher than the current maximum for residential or mixed-use structures. Bay Area municipalities that could be affected include San Rafael, Santa Rosa, Vallejo, Fairfield and Vacaville.\u003c/p>\n\u003cp>The bill leaves in place a provision that would end single-family zoning throughout the state by allowing property owners to build up to four units of housing on vacant parcels or to convert existing buildings into fourplexes.\u003c/p>\n\u003cp>The proposal would require projects approved under the bill to include 15% to 25% lower-income units, depending on the project size. The bill would also seek to prevent tenant displacement by restricting demolition of existing rental housing.\u003c/p>\n\u003cp>The bill also continues to grant a five-year delay for implementation, until 2026, for areas designated as “sensitive communities” — those peopled mostly by renters and low-income residents and which may have experienced high rates of racial segregation, poverty and exposure to environmental hazards.\u003c/p>\n\u003cp>Wiener said Monday the changes in the bill reflect intensive consultation with local government officials “who have said, ‘We understand what you’re trying to do with this bill, we support what you’re trying to do with this bill, but can you please give us some additional flexibility, because every city has unique features.’ ”\u003c/p>\n\u003cp>The legislation will come up for a final vote in the state Senate by the end of January and will still face a series of hurdles, including a lengthy Assembly amendment process, before becoming law.\u003c/p>\n\u003cp>Wiener said he is confident that with an increasingly diverse collection of supporters — including business, labor, community groups, affordable housing groups, environmental groups, senior organizations and college student associations — the bill is gaining momentum.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\n“I think what it says is that more and more people understand that while SB 50 is not a silver bullet … it’s a big part of addressing our housing crisis,” Wiener said.\u003c/p>\n\u003cp>It remains to be seen whether the SB 50 amendments will win over local officials and their constituents who have fought Wiener’s proposal from the beginning and hold sway with his legislative colleagues. One test will come in San Francisco, where Wiener served on the Board of Supervisors.\u003c/p>\n\u003cp>The board voted 10-1 last month to call for major changes to the bill that went well beyond the amendments that Wiener unveiled Monday.\u003c/p>\n\u003cp>Separately, the San Francisco County Transportation Authority board — which is comprised of the full Board of Supervisors — called on Wiener to address concerns about SB 50’s impact on transportation and infrastructure needs.\u003c/p>\n\u003cp>Wiener acknowledged Monday that he still hasn’t reached agreement with community housing activists on language that would better protect vulnerable communities from gentrification and displacement. He said negotiations are continuing.\u003c/p>\n\u003cp>He’ll hear Tuesday from one group of activists when he appears at Oakland City Hall for a formal unveiling of his updated bill.\u003c/p>\n\u003cp>Moms 4 Housing, \u003ca href=\"https://www.kqed.org/news/11793299/moms-4-housing-in-oakland-vow-to-fight-potential-eviction\" target=\"_blank\" rel=\"noopener noreferrer\">a group supporting two women\u003c/a> who have taken up residence in a vacant West Oakland building without the owner’s permission, has called for a protest at the event.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Join us if you agree we need deeply affordable housing, not more luxury towers,” the group’s announcement said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>San Francisco state Sen. Scott Wiener’s controversial \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=201920200SB50\" target=\"_blank\" rel=\"noopener noreferrer\">SB 50\u003c/a> – which would dramatically alter housing and land use in California – \u003ca href=\"http://bit.ly/fioresb50\" target=\"_blank\" rel=\"noopener noreferrer\">is back in the spotlight\u003c/a>.\u003c/p>\n\u003cp>The bill would require cities to dramatically increase housing near transit stops and virtually eliminate single-family zoning across the state.\u003c/p>\n\u003cp>I love the idea of ending the housing crisis, supporting transit, fighting homelessness and combating global warming while not gentrifying neighborhoods (all in one bill!) and am going to be amazed if Wiener does it.\u003c/p>\n\u003cp>It’s a high-wire act that I hope succeeds.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco state Sen. Scott Wiener’s controversial \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=201920200SB50\" target=\"_blank\" rel=\"noopener noreferrer\">SB 50\u003c/a> – which would dramatically alter housing and land use in California – \u003ca href=\"http://bit.ly/fioresb50\" target=\"_blank\" rel=\"noopener noreferrer\">is back in the spotlight\u003c/a>.\u003c/p>\n\u003cp>The bill would require cities to dramatically increase housing near transit stops and virtually eliminate single-family zoning across the state.\u003c/p>\n\u003cp>I love the idea of ending the housing crisis, supporting transit, fighting homelessness and combating global warming while not gentrifying neighborhoods (all in one bill!) and am going to be amazed if Wiener does it.\u003c/p>\n\u003cp>It’s a high-wire act that I hope succeeds.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>DETROIT — Three crashes involving Teslas that killed three people in the past month have increased scrutiny of the company’s Autopilot driving system just months before CEO Elon Musk’s planned deployment of fully self-driving cars on the streets.\u003c/p>\n\u003cp>On Sunday, a Tesla Model S sedan left a freeway in the Los Angeles suburb of Gardena at a high speed, ran a red light and struck a Honda Civic, killing two people inside, police said.\u003c/p>\n\u003cp>On the same day, a Tesla Model 3 hit a parked firetruck on an Indiana freeway, killing a passenger in the Tesla.\u003c/p>\n\u003cp>And on Dec. 7, yet another Model 3 struck a police cruiser on a Connecticut highway, though no one was hurt.\u003c/p>\n\u003cp>The special crash investigation unit of the National Highway Traffic Safety Administration is looking into the California crash. The agency hasn’t decided whether its special-crash unit will review the crash that occurred Sunday near Terre Haute, Indiana. In both cases, authorities have yet to determine whether Tesla’s Autopilot system was being used.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>NHTSA also is investigating the Connecticut crash, in which the driver told police that the car was operating on Autopilot, a Tesla system designed to keep a car in its lane and a safe distance from other vehicles. Autopilot also can change lanes on its own.\u003c/p>\n\u003cp>Tesla has said repeatedly that its Autopilot system is designed only to assist drivers, who must still pay attention and be ready to intervene at all times. The company contends that Teslas with Autopilot are safer than vehicles without it, but cautions that the system does not prevent all crashes.\u003c/p>\n\u003cp>Even so, experts and safety advocates say a string of Tesla crashes raises serious questions about whether drivers have become too reliant on Tesla’s technology and whether the company does enough to ensure that drivers keep paying attention. Some critics have said it’s past time for NHTSA to stop investigating and to take action, such as forcing Tesla to make sure drivers pay attention when the system is being used.\u003c/p>\n\u003cp>NHTSA has started investigations into 13 Tesla crashes dating to at least 2016 in which the agency believes Autopilot was operating. The agency has yet to issue any regulations, though it is studying how it should evaluate similar “advanced driver assist” systems.\u003c/p>\n\u003cp>“At some point, the question becomes: How much evidence is needed to determine that the way this technology is being used is unsafe?” said Jason Levine, executive director of the nonprofit Center for Auto Safety in Washington. “In this instance, hopefully these tragedies will not be in vain and will lead to something more than an investigation by NHTSA.”\u003c/p>\n\u003cp>Levine and others have called on the agency to require Tesla to limit the use of Autopilot to mainly four-lane divided highways without cross traffic. They also want Tesla to install a better system to monitor drivers to make sure they’re paying attention all the time. Tesla’s system requires drivers to place their hands on the steering wheel. But federal investigators have found that this system lets drivers zone out for too long.\u003c/p>\n\u003cp>Tesla plans to use the same cameras and radar sensors, though with a more powerful computer, in its fully self-driving vehicles. Critics question whether those cars will be able to drive themselves safely without putting other motorists in danger.\u003c/p>\n\u003cp>Doubts about Tesla’s Autopilot system have long persisted. In September, the National Transportation Safety Board, which investigates transportation accidents, issued \u003ca href=\"https://ntsb.gov/investigations/AccidentReports/Reports/HAB1907.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">a report\u003c/a> saying that a design flaw in Autopilot and driver inattention combined to cause a Tesla Model S to slam into a firetruck parked along Interstate 405 in Culver City in January 2018. The board determined that the driver was overly reliant on the system and that Autopilot’s design let him disengage from driving for too long.\u003c/p>\n\u003cp>In addition to the deaths on Sunday night, three U.S. fatal crashes since 2016 — two in Florida and \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" rel=\"noopener noreferrer\" target=\"_blank\">one on U.S. 101 in Mountain View\u003c/a> — involved vehicles using Autopilot.\u003c/p>\n\u003cp>David Friedman, vice president of advocacy for Consumer Reports and a former acting NHTSA administrator, said the agency should have declared Autopilot defective and sought a recall after \u003ca href=\"https://www.theverge.com/2017/2/1/14458662/tesla-autopilot-crash-accident-florida-fatal-highway-patrol-report\" rel=\"noopener noreferrer\" target=\"_blank\">a 2016 crash\u003c/a> in Florida that killed a driver. Neither Tesla’s system nor the driver had braked before the car went underneath a semi-trailer that had turned in front of the car.\u003c/p>\n\u003cp>“We don’t need any more people getting hurt for us to know that there is a problem and that Tesla and NHTSA have failed to address it,” Friedman said.\u003c/p>\n\u003cp>In addition to NHTSA, states can regulate autonomous vehicles, though many have decided they want to encourage testing.\u003c/p>\n\u003cp>In the 2016 crash, NHTSA closed its investigation without seeking a recall. Friedman, who was not at NHTSA at the time, said the agency determined that the problem didn’t happen frequently. But he said that argument has since been debunked.\u003c/p>\n\u003cp>Friedman said it’s foreseeable some drivers will not pay attention to the road while using Autopilot, so the system is defective.\u003c/p>\n\u003cp>“The public is owed some explanation for the lack of action,” he said. “Simply saying they’re continuing to investigate — that line has worn out its usefulness and its credibility.”\u003c/p>\n\u003cp>In a statement, NHTSA said it relies on data to make decisions, and if it finds any vehicle poses an unreasonable safety risk, “the agency will not hesitate to take action.” NHTSA also has said it doesn’t want to stand in the way of technology given its life-saving potential.\u003c/p>\n\u003cp>Messages were left Thursday seeking comment from Tesla.\u003c/p>\n\u003cp>Raj Rajkumar, an electrical and computer engineering professor at Carnegie Mellon University, said it’s likely that the Tesla in Sunday’s California crash was operating on Autopilot, which has become confused in the past by lane lines. He speculated that the lane line was more visible for the exit ramp, so the car took the ramp because it looked like a freeway lane. He also suggested that the driver might not have been paying close attention.\u003c/p>\n\u003cp>“No normal human being would not slow down in an exit lane,” he said.\u003c/p>\n\u003cp>In April, Musk said he expected to start converting the company’s electric cars to fully self-driving vehicles in 2020 to create a network of robotic taxis to compete against Uber and other ride-hailing services.\u003c/p>\n\u003cp>At the time, experts said the technology isn’t ready and that Tesla’s camera and radar sensors weren’t good enough for a self-driving system. Rajkumar and others say additional crashes have proved that to be true.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Many experts say they’re not aware of fatal crashes involving similar driver-assist systems from General Motors, Mercedes and other automakers. GM monitors drivers with cameras and will shut down the driving system if they don’t watch the road.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>NHTSA also is investigating the Connecticut crash, in which the driver told police that the car was operating on Autopilot, a Tesla system designed to keep a car in its lane and a safe distance from other vehicles. Autopilot also can change lanes on its own.\u003c/p>\n\u003cp>Tesla has said repeatedly that its Autopilot system is designed only to assist drivers, who must still pay attention and be ready to intervene at all times. The company contends that Teslas with Autopilot are safer than vehicles without it, but cautions that the system does not prevent all crashes.\u003c/p>\n\u003cp>Even so, experts and safety advocates say a string of Tesla crashes raises serious questions about whether drivers have become too reliant on Tesla’s technology and whether the company does enough to ensure that drivers keep paying attention. Some critics have said it’s past time for NHTSA to stop investigating and to take action, such as forcing Tesla to make sure drivers pay attention when the system is being used.\u003c/p>\n\u003cp>NHTSA has started investigations into 13 Tesla crashes dating to at least 2016 in which the agency believes Autopilot was operating. The agency has yet to issue any regulations, though it is studying how it should evaluate similar “advanced driver assist” systems.\u003c/p>\n\u003cp>“At some point, the question becomes: How much evidence is needed to determine that the way this technology is being used is unsafe?” said Jason Levine, executive director of the nonprofit Center for Auto Safety in Washington. “In this instance, hopefully these tragedies will not be in vain and will lead to something more than an investigation by NHTSA.”\u003c/p>\n\u003cp>Levine and others have called on the agency to require Tesla to limit the use of Autopilot to mainly four-lane divided highways without cross traffic. They also want Tesla to install a better system to monitor drivers to make sure they’re paying attention all the time. Tesla’s system requires drivers to place their hands on the steering wheel. But federal investigators have found that this system lets drivers zone out for too long.\u003c/p>\n\u003cp>Tesla plans to use the same cameras and radar sensors, though with a more powerful computer, in its fully self-driving vehicles. Critics question whether those cars will be able to drive themselves safely without putting other motorists in danger.\u003c/p>\n\u003cp>Doubts about Tesla’s Autopilot system have long persisted. In September, the National Transportation Safety Board, which investigates transportation accidents, issued \u003ca href=\"https://ntsb.gov/investigations/AccidentReports/Reports/HAB1907.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">a report\u003c/a> saying that a design flaw in Autopilot and driver inattention combined to cause a Tesla Model S to slam into a firetruck parked along Interstate 405 in Culver City in January 2018. The board determined that the driver was overly reliant on the system and that Autopilot’s design let him disengage from driving for too long.\u003c/p>\n\u003cp>In addition to the deaths on Sunday night, three U.S. fatal crashes since 2016 — two in Florida and \u003ca href=\"https://www.kqed.org/news/11673299/tesla-suv-on-autopilot-accelerated-before-fatal-mountain-view-crash\" rel=\"noopener noreferrer\" target=\"_blank\">one on U.S. 101 in Mountain View\u003c/a> — involved vehicles using Autopilot.\u003c/p>\n\u003cp>David Friedman, vice president of advocacy for Consumer Reports and a former acting NHTSA administrator, said the agency should have declared Autopilot defective and sought a recall after \u003ca href=\"https://www.theverge.com/2017/2/1/14458662/tesla-autopilot-crash-accident-florida-fatal-highway-patrol-report\" rel=\"noopener noreferrer\" target=\"_blank\">a 2016 crash\u003c/a> in Florida that killed a driver. Neither Tesla’s system nor the driver had braked before the car went underneath a semi-trailer that had turned in front of the car.\u003c/p>\n\u003cp>“We don’t need any more people getting hurt for us to know that there is a problem and that Tesla and NHTSA have failed to address it,” Friedman said.\u003c/p>\n\u003cp>In addition to NHTSA, states can regulate autonomous vehicles, though many have decided they want to encourage testing.\u003c/p>\n\u003cp>In the 2016 crash, NHTSA closed its investigation without seeking a recall. Friedman, who was not at NHTSA at the time, said the agency determined that the problem didn’t happen frequently. But he said that argument has since been debunked.\u003c/p>\n\u003cp>Friedman said it’s foreseeable some drivers will not pay attention to the road while using Autopilot, so the system is defective.\u003c/p>\n\u003cp>“The public is owed some explanation for the lack of action,” he said. “Simply saying they’re continuing to investigate — that line has worn out its usefulness and its credibility.”\u003c/p>\n\u003cp>In a statement, NHTSA said it relies on data to make decisions, and if it finds any vehicle poses an unreasonable safety risk, “the agency will not hesitate to take action.” NHTSA also has said it doesn’t want to stand in the way of technology given its life-saving potential.\u003c/p>\n\u003cp>Messages were left Thursday seeking comment from Tesla.\u003c/p>\n\u003cp>Raj Rajkumar, an electrical and computer engineering professor at Carnegie Mellon University, said it’s likely that the Tesla in Sunday’s California crash was operating on Autopilot, which has become confused in the past by lane lines. He speculated that the lane line was more visible for the exit ramp, so the car took the ramp because it looked like a freeway lane. He also suggested that the driver might not have been paying close attention.\u003c/p>\n\u003cp>“No normal human being would not slow down in an exit lane,” he said.\u003c/p>\n\u003cp>In April, Musk said he expected to start converting the company’s electric cars to fully self-driving vehicles in 2020 to create a network of robotic taxis to compete against Uber and other ride-hailing services.\u003c/p>\n\u003cp>At the time, experts said the technology isn’t ready and that Tesla’s camera and radar sensors weren’t good enough for a self-driving system. Rajkumar and others say additional crashes have proved that to be true.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Many experts say they’re not aware of fatal crashes involving similar driver-assist systems from General Motors, Mercedes and other automakers. GM monitors drivers with cameras and will shut down the driving system if they don’t watch the road.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Almost as predictable as the \u003ca href=\"https://vimeo.com/245288112\" target=\"_blank\" rel=\"noopener noreferrer\">salmon flocking to Capistrano\u003c/a>, hundreds of new state laws have taken effect with the arrival of the new year. Among the freshly minted statutes are a bunch that deal with transportation. Here are some highlights:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200AB317\" target=\"_blank\" rel=\"noopener noreferrer\">AB 317\u003c/a>, Selling DMV appointments: \u003c/strong>The law targets the sale of appointment times with the Department of Motor Vehicles. That has become an issue in recent years as the DMV — which for years has been criticized for \u003ca href=\"https://www.sfchronicle.com/politics/article/California-DMV-disaster-caused-by-reactive-13721839.php#\" target=\"_blank\" rel=\"noopener noreferrer\">inefficiency\u003c/a> and \u003ca href=\"https://www.mercurynews.com/2019/03/29/editorial-dmv-audit-provides-shocking-examples-of-dysfunction/\" target=\"_blank\" rel=\"noopener noreferrer\">dysfunction\u003c/a> — floundered in responding to the demand for new, federally compliant drivers' licenses (aka REAL IDs). Into that customer-service breach stepped Oakland-based \u003ca href=\"https://yogov.org/dmv-express/\" target=\"_blank\" rel=\"noopener noreferrer\">Yogov\u003c/a>, a startup that, for about $25, \u003ca href=\"https://yogov.org/dmv-express/\" target=\"_blank\" rel=\"noopener noreferrer\">promises to expedite\u003c/a> the process of finding DMV appointment times in the not-too-distant future. AB 317's author, Assemblymember Tyler Diep, R-Westminster, argued that DMV services should be free, period, and won unanimous agreement in both houses of the Legislature.\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180AB544\" target=\"_blank\" rel=\"noopener noreferrer\">AB 544\u003c/a>, New clean-air vehicle stickers\u003c/strong>: This law, \u003ca href=\"https://www.kqed.org/science/1915616/ca-legislature-clean-cars-can-keep-carpool-lane-access\" rel=\"noopener noreferrer\" target=\"_blank\">enacted in 2017\u003c/a>, continues the state's program of providing carpool-lane stickers to purchasers of new electric and other clean-air vehicles until 2025. Stickers provide carpool-lane access to solo motorists for as long as four years, and the DMV issues stickers with a new color each Jan. 1. Your 2020 color if you buy one of the qualifying vehicles: orange.\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180SB957\" target=\"_blank\" rel=\"noopener noreferrer\">SB 957\u003c/a>, Clean-air vehicle decals for low-income drivers:\u003c/strong> The 2018 legislation by state Sen. Ricardo Lara, D-Long Beach, aims to give working-class Californians the same access to carpool lanes as that enjoyed by wealthier residents who can buy pricy new electric cars or other clean-air vehicles. SB 957 would do that by allowing lower-income drivers (those in households earning 80% or less of the state's $71,228 median household income) to get carpool lane stickers when they buy used (and presumably less expensive) clean-air vehicles whose original stickers have expired. Lara argued that the special stickers, which will expire Jan. 1, 2024, are especially important because low-income Californians are driving much longer distances to their jobs because of the lack of affordable housing where they work. The \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billVotesClient.xhtml?bill_id=201720180SB957\" target=\"_blank\" rel=\"noopener noreferrer\">bill passed\u003c/a> the Senate 32-4 and the Assembly 53-18.\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200SB485\" target=\"_blank\" rel=\"noopener noreferrer\">SB 485\u003c/a>, Repealing license penalties for non-driving offenses\u003c/strong>: The new law ends the practice of suspending or restricting drivers' licenses for some criminal offenses that don't involve driving. For instance: prostitution, vandalism or owing the state $100,000 or more in unpaid taxes. The bill's sponsor, Sen. Jim Beall, D-San Jose, questioned whether those provisions have been successful in deterring crime. He also contended that taking away the privilege to drive for non-driving offenses strips people of an essential means of getting to work or school and is thus overly punitive and counterproductive. \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billVotesClient.xhtml?bill_id=201920200SB485\" target=\"_blank\" rel=\"noopener noreferrer\">The bill passed\u003c/a> the Senate 29-10 and the Assembly 52-24.\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200AB1810\" target=\"_blank\" rel=\"noopener noreferrer\">AB 1810\u003c/a>, Pot party buses\u003c/strong>: The bill, comprised of a diverse set of measures originating in the Assembly Transportation Committee, includes a provision that makes it illegal to smoke marijuana while riding on a party bus. The concern: that bus drivers exposed to choking clouds of pot smoke might get high themselves. An alternative proposal, which would require vehicles used for cannabis tourism to have some sort of enclosed, smoke-free driver's compartment, is on hold. AB 1810 passed with unanimous votes in both the Assembly and Senate.\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB2115\" target=\"_blank\" rel=\"noopener noreferrer\">AB 2115\u003c/a>, Rules for safely passing garbage trucks and similar waste-service vehicles\u003c/strong>: The bill by Assemblymember Miguel Santiago, D-Los Angeles, aims to improve safety for refuse-collection workers by requiring drivers to change lanes when passing garbage or recycling trucks. A bill analysis notes \u003ca href=\"https://www.bls.gov/news.release/pdf/cfoi.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">federal statistics\u003c/a> showing that refuse and recyclable material collectors have the fifth-highest rate of fatalities among U.S. occupations, more than 40 per 100,000 workers. The legislation passed unanimously in both the Assembly and Senate.\u003c/li>\n\u003c/ul>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Almost as predictable as the \u003ca href=\"https://vimeo.com/245288112\" target=\"_blank\" rel=\"noopener noreferrer\">salmon flocking to Capistrano\u003c/a>, hundreds of new state laws have taken effect with the arrival of the new year. Among the freshly minted statutes are a bunch that deal with transportation. Here are some highlights:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200AB317\" target=\"_blank\" rel=\"noopener noreferrer\">AB 317\u003c/a>, Selling DMV appointments: \u003c/strong>The law targets the sale of appointment times with the Department of Motor Vehicles. That has become an issue in recent years as the DMV — which for years has been criticized for \u003ca href=\"https://www.sfchronicle.com/politics/article/California-DMV-disaster-caused-by-reactive-13721839.php#\" target=\"_blank\" rel=\"noopener noreferrer\">inefficiency\u003c/a> and \u003ca href=\"https://www.mercurynews.com/2019/03/29/editorial-dmv-audit-provides-shocking-examples-of-dysfunction/\" target=\"_blank\" rel=\"noopener noreferrer\">dysfunction\u003c/a> — floundered in responding to the demand for new, federally compliant drivers' licenses (aka REAL IDs). Into that customer-service breach stepped Oakland-based \u003ca href=\"https://yogov.org/dmv-express/\" target=\"_blank\" rel=\"noopener noreferrer\">Yogov\u003c/a>, a startup that, for about $25, \u003ca href=\"https://yogov.org/dmv-express/\" target=\"_blank\" rel=\"noopener noreferrer\">promises to expedite\u003c/a> the process of finding DMV appointment times in the not-too-distant future. AB 317's author, Assemblymember Tyler Diep, R-Westminster, argued that DMV services should be free, period, and won unanimous agreement in both houses of the Legislature.\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180AB544\" target=\"_blank\" rel=\"noopener noreferrer\">AB 544\u003c/a>, New clean-air vehicle stickers\u003c/strong>: This law, \u003ca href=\"https://www.kqed.org/science/1915616/ca-legislature-clean-cars-can-keep-carpool-lane-access\" rel=\"noopener noreferrer\" target=\"_blank\">enacted in 2017\u003c/a>, continues the state's program of providing carpool-lane stickers to purchasers of new electric and other clean-air vehicles until 2025. Stickers provide carpool-lane access to solo motorists for as long as four years, and the DMV issues stickers with a new color each Jan. 1. Your 2020 color if you buy one of the qualifying vehicles: orange.\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180SB957\" target=\"_blank\" rel=\"noopener noreferrer\">SB 957\u003c/a>, Clean-air vehicle decals for low-income drivers:\u003c/strong> The 2018 legislation by state Sen. Ricardo Lara, D-Long Beach, aims to give working-class Californians the same access to carpool lanes as that enjoyed by wealthier residents who can buy pricy new electric cars or other clean-air vehicles. SB 957 would do that by allowing lower-income drivers (those in households earning 80% or less of the state's $71,228 median household income) to get carpool lane stickers when they buy used (and presumably less expensive) clean-air vehicles whose original stickers have expired. Lara argued that the special stickers, which will expire Jan. 1, 2024, are especially important because low-income Californians are driving much longer distances to their jobs because of the lack of affordable housing where they work. The \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billVotesClient.xhtml?bill_id=201720180SB957\" target=\"_blank\" rel=\"noopener noreferrer\">bill passed\u003c/a> the Senate 32-4 and the Assembly 53-18.\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200SB485\" target=\"_blank\" rel=\"noopener noreferrer\">SB 485\u003c/a>, Repealing license penalties for non-driving offenses\u003c/strong>: The new law ends the practice of suspending or restricting drivers' licenses for some criminal offenses that don't involve driving. For instance: prostitution, vandalism or owing the state $100,000 or more in unpaid taxes. The bill's sponsor, Sen. Jim Beall, D-San Jose, questioned whether those provisions have been successful in deterring crime. He also contended that taking away the privilege to drive for non-driving offenses strips people of an essential means of getting to work or school and is thus overly punitive and counterproductive. \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billVotesClient.xhtml?bill_id=201920200SB485\" target=\"_blank\" rel=\"noopener noreferrer\">The bill passed\u003c/a> the Senate 29-10 and the Assembly 52-24.\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200AB1810\" target=\"_blank\" rel=\"noopener noreferrer\">AB 1810\u003c/a>, Pot party buses\u003c/strong>: The bill, comprised of a diverse set of measures originating in the Assembly Transportation Committee, includes a provision that makes it illegal to smoke marijuana while riding on a party bus. The concern: that bus drivers exposed to choking clouds of pot smoke might get high themselves. An alternative proposal, which would require vehicles used for cannabis tourism to have some sort of enclosed, smoke-free driver's compartment, is on hold. AB 1810 passed with unanimous votes in both the Assembly and Senate.\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB2115\" target=\"_blank\" rel=\"noopener noreferrer\">AB 2115\u003c/a>, Rules for safely passing garbage trucks and similar waste-service vehicles\u003c/strong>: The bill by Assemblymember Miguel Santiago, D-Los Angeles, aims to improve safety for refuse-collection workers by requiring drivers to change lanes when passing garbage or recycling trucks. A bill analysis notes \u003ca href=\"https://www.bls.gov/news.release/pdf/cfoi.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">federal statistics\u003c/a> showing that refuse and recyclable material collectors have the fifth-highest rate of fatalities among U.S. occupations, more than 40 per 100,000 workers. The legislation passed unanimously in both the Assembly and Senate.\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Maybe someday all transit will work like Emeryville’s \u003ca href=\"https://www.emerygoround.com/\" target=\"_blank\" rel=\"noopener noreferrer\">Emery Go-Round\u003c/a>, which whisks riders around the diminutive East Bay city and does it for free.\u003c/p>\n\u003cp>Maybe. Someday. But we're not there yet, and on New Year's Day, we'll be reminded of that when patrons of some of the Bay Area's busiest, most popular public transportation services will be paying more to ride. Here are the details:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>BART:\u003c/strong> If you feel like BART raised fares not all that long ago, you're right. In a policy that dates back to 2006 and is scheduled to continue through the 2020s, the agency raises fares every two years. The increases since then — see the table below for BART's full fare history — are indexed to inflation and represent an average of the regional and national inflation over the last two years minus 0.5%. The 5.4% increase taking effect Wednesday will increase the system's minimum fare from $2 to $2.10. The maximum non-airport fare, for the roughly 60-mile trip from Antioch to Millbrae, will rise from $8.75 to $9.25. The system's most expensive ride, from Antioch to San Francisco International Airport, will move from $13.15 to $13.85.\u003cbr>\nNote: For New Year's Eve revelers, BART's 2019 fares will be in effect both before and after midnight. BART spokesman Jim Allison says the new, higher fares don't kick in until the beginning of regular morning service at 8 a.m.Those using BART's paper tickets, a payment medium the agency is phasing out, will continue to pay $0.50 more per trip. (For complete fare information, see BART's \u003ca href=\"https://www.bart.gov/tickets/calculator\" target=\"_blank\" rel=\"noopener noreferrer\">fare calculator\u003c/a>.)\u003cbr>\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe title=\"BART Fare History\" aria-label=\"Table\" id=\"datawrapper-chart-2Dxzq\" src=\"//datawrapper.dwcdn.net/2Dxzq/2/\" scrolling=\"no\" frameborder=\"0\" style=\"width: 0; min-width: 100% !important; border: none;\" height=\"870\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\n\u003c/li>\n\u003cli>\u003cstrong>AC Transit:\u003c/strong> The East Bay agency will raise its transbay bus fares from $5.50 to $6 each way. That's the full adult fare for both cash payers and Clipper Card users. The cost of AC Transit's 31-day adult fare pass will rise from $198 to $216. See: \u003ca href=\"http://www.actransit.org/2019/11/15/transbay-fare-change-2020/\" target=\"_blank\" rel=\"noopener noreferrer\">Full details\u003c/a> on AC Transit's 2020 fares.\u003c/li>\n\u003cli>\u003cstrong>San Francisco Muni: \u003c/strong>Muni, the Bay Area's busiest transit agency, will be leaving most fares unchanged Jan. 1. But the price for two popular tourist fares are going up.Muni is raising the price of a ride on the city's (pick your adjective: \u003cem>iconic, much-beloved, antique, other\u003c/em>) cable cars from $7 to $8. The cash price of Muni's passport fares will also rise, with a one-day, all-you-can-ride pass going from $23 to $24, a three-day pass rising from $34 to $36, and a seven-day pass increasing from $45 to $47. Significant discounts for those fares are available if you use Clipper or the MuniMobile app. See full fare details here: \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2018/10/fare_changes_july_2019_and_january_2020_updated_final_10.3.2018.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">Muni basic fare table\u003c/a>.\u003c/li>\n\u003cli>\u003cstrong>SamTrans:\u003c/strong> The San Mateo County bus agency breaks the fare-hiking mold by actually reducing some fares to begin 2020. An adult day pass will be reduced from $5.50 to $4.50 (the youth version will decrease from $2.75 to $2). SamTrans is also eliminating a surcharge for riders who begin their trips in San Francisco on three routes — 292, 397 and 398. Those riders will now pay only the system's existing local or express fare. Full details here: \u003ca href=\"http://www.samtrans.com/fares/farechanges.html\" target=\"_blank\" rel=\"noopener noreferrer\">SamTrans 2020 fare changes.\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Maybe someday all transit will work like Emeryville’s \u003ca href=\"https://www.emerygoround.com/\" target=\"_blank\" rel=\"noopener noreferrer\">Emery Go-Round\u003c/a>, which whisks riders around the diminutive East Bay city and does it for free.\u003c/p>\n\u003cp>Maybe. Someday. But we're not there yet, and on New Year's Day, we'll be reminded of that when patrons of some of the Bay Area's busiest, most popular public transportation services will be paying more to ride. Here are the details:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>BART:\u003c/strong> If you feel like BART raised fares not all that long ago, you're right. In a policy that dates back to 2006 and is scheduled to continue through the 2020s, the agency raises fares every two years. The increases since then — see the table below for BART's full fare history — are indexed to inflation and represent an average of the regional and national inflation over the last two years minus 0.5%. The 5.4% increase taking effect Wednesday will increase the system's minimum fare from $2 to $2.10. The maximum non-airport fare, for the roughly 60-mile trip from Antioch to Millbrae, will rise from $8.75 to $9.25. The system's most expensive ride, from Antioch to San Francisco International Airport, will move from $13.15 to $13.85.\u003cbr>\nNote: For New Year's Eve revelers, BART's 2019 fares will be in effect both before and after midnight. BART spokesman Jim Allison says the new, higher fares don't kick in until the beginning of regular morning service at 8 a.m.Those using BART's paper tickets, a payment medium the agency is phasing out, will continue to pay $0.50 more per trip. (For complete fare information, see BART's \u003ca href=\"https://www.bart.gov/tickets/calculator\" target=\"_blank\" rel=\"noopener noreferrer\">fare calculator\u003c/a>.)\u003cbr>\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe title=\"BART Fare History\" aria-label=\"Table\" id=\"datawrapper-chart-2Dxzq\" src=\"//datawrapper.dwcdn.net/2Dxzq/2/\" scrolling=\"no\" frameborder=\"0\" style=\"width: 0; min-width: 100% !important; border: none;\" height=\"870\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\n\u003c/li>\n\u003cli>\u003cstrong>AC Transit:\u003c/strong> The East Bay agency will raise its transbay bus fares from $5.50 to $6 each way. That's the full adult fare for both cash payers and Clipper Card users. The cost of AC Transit's 31-day adult fare pass will rise from $198 to $216. See: \u003ca href=\"http://www.actransit.org/2019/11/15/transbay-fare-change-2020/\" target=\"_blank\" rel=\"noopener noreferrer\">Full details\u003c/a> on AC Transit's 2020 fares.\u003c/li>\n\u003cli>\u003cstrong>San Francisco Muni: \u003c/strong>Muni, the Bay Area's busiest transit agency, will be leaving most fares unchanged Jan. 1. But the price for two popular tourist fares are going up.Muni is raising the price of a ride on the city's (pick your adjective: \u003cem>iconic, much-beloved, antique, other\u003c/em>) cable cars from $7 to $8. The cash price of Muni's passport fares will also rise, with a one-day, all-you-can-ride pass going from $23 to $24, a three-day pass rising from $34 to $36, and a seven-day pass increasing from $45 to $47. Significant discounts for those fares are available if you use Clipper or the MuniMobile app. See full fare details here: \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2018/10/fare_changes_july_2019_and_january_2020_updated_final_10.3.2018.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">Muni basic fare table\u003c/a>.\u003c/li>\n\u003cli>\u003cstrong>SamTrans:\u003c/strong> The San Mateo County bus agency breaks the fare-hiking mold by actually reducing some fares to begin 2020. An adult day pass will be reduced from $5.50 to $4.50 (the youth version will decrease from $2.75 to $2). SamTrans is also eliminating a surcharge for riders who begin their trips in San Francisco on three routes — 292, 397 and 398. Those riders will now pay only the system's existing local or express fare. Full details here: \u003ca href=\"http://www.samtrans.com/fares/farechanges.html\" target=\"_blank\" rel=\"noopener noreferrer\">SamTrans 2020 fare changes.\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Even though California’s “roadkill bill” goes into effect Jan. 1, the soonest you might be able to\u003ca href=\"http://bit.ly/fioreroadkilldeer\" target=\"_blank\" rel=\"noopener noreferrer\"> legally eat roadkill\u003c/a> will be in 2022.\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200SB395\" target=\"_blank\" rel=\"noopener noreferrer\">SB 395\u003c/a> allows people to legally salvage “deer, elk, pronghorn antelope or wild pig” that have been accidentally killed on state roadways, but setting up the permitting system and a “user-friendly and cell-phone-friendly web-based portal” that the law requires will take some time.\u003c/p>\n\u003cp>Hence, the two-year wait for your delicious roadside treats.\u003c/p>\n\u003cp>Now, if only there was a user-friendly web-based portal that notified deer of approaching automobiles …\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"title": "Your Bay Area Guide to Getting Home Safely on New Year's Eve",
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"headTitle": "Your Bay Area Guide to Getting Home Safely on New Year’s Eve | KQED",
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"content": "\u003cp>Planning on ringing in 2020 with a rockin’ New Year’s Eve? Here are some ways to make sure you end your night right, by getting home safely:\u003c/p>\n\u003cp>[aside postID=\"news_11793305\" label=\"\"]\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cstrong>BART\u003c/strong>\u003c/a>: Regular service runs until 8 p.m. and special service from 8 p.m. to 3 a.m. During that time, trains will run about every 20 minutes, and some will skip stops in downtown San Francisco to avoid platform overcrowding from the \u003ca href=\"http://sf.funcheap.com/san-francisco-new-years-eve-fireworks/\" target=\"_blank\" rel=\"noopener noreferrer\">midnight fireworks show.\u003c/a> Antioch and Richmond line trains won’t stop at Embarcadero. Dublin/Pleasanton and South Fremont/Warm Springs line trains will not stop at Montgomery, and after the fireworks, they also won’t stop at the West Oakland station. Check the \u003ca href=\"https://www.bart.gov/news/articles/2019/news20191212-0\" target=\"_blank\" rel=\"noopener noreferrer\">BART announcement \u003c/a>and its \u003ca href=\"https://www.bart.gov/sites/default/files/docs/2019%20NYE%20Public%20Timetablev1.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">timetables\u003c/a> for full details. BART will operate on a Sunday timetable with service beginning at 8 a.m. on New Year’s Day.\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"https://www.sfmta.com/muni\" target=\"_blank\" rel=\"noopener noreferrer\">Muni\u003c/a>\u003c/strong>: Muni is offering free rides this year from 8 p.m. to 5 a.m. Remember not to tag on with a Clipper card or MuniMobile ticket, unless you\u003cem> want\u003c/em> to get charged. Muni has also added extra service on Muni Metro and buses. More route information is available on \u003ca href=\"https://www.sfmta.com/alerts/new-years-eve-free-muni-and-extra-service\" target=\"_blank\" rel=\"noopener noreferrer\">SFMTA’s website.\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"http://www.actransit.org/\" target=\"_blank\" rel=\"noopener noreferrer\">AC Transit\u003c/a>\u003c/strong>: All AC Transit rides will be free from 8 p.m. to 5 a.m. You can see their full schedule and route maps \u003ca href=\"http://www.actransit.org/maps/\" target=\"_blank\" rel=\"noopener noreferrer\">here\u003c/a>.\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"http://www.samtrans.com/\" target=\"_blank\" rel=\"noopener noreferrer\">Sam Trans\u003c/a>\u003c/strong>: You can ride Sam Trans for free from 8 p.m. to 5 a.m. On New Year’s Day, Sam Trans will run on its regular \u003ca href=\"http://www.samtrans.com/schedulesandmaps/timetables.html\" target=\"_blank\" rel=\"noopener noreferrer\">Sunday schedule.\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"http://www.caltrain.com/\" target=\"_blank\" rel=\"noopener noreferrer\">Caltrain\u003c/a>\u003c/strong>: Rides on Caltrain are\u003ca href=\"http://www.caltrain.com/about/MediaRelations/news/Caltrain_to_Increase_Service__Offer_Free_Rides_for_New_Year_s_Eve_6424.html\" target=\"_blank\" rel=\"noopener noreferrer\"> free from 8 p.m. to 2 a.m.\u003c/a> Northbound service headed to San Francisco will have two extra trains, and Caltrain will run extra southbound trains following the fireworks show. The frequency of those trains will depend on crowd size. Caltrain will run its regular \u003ca href=\"http://www.caltrain.com/schedules/weekend-timetable.html\" target=\"_blank\" rel=\"noopener noreferrer\">Sunday schedule\u003c/a> on New Year’s Day.\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"http://www.vta.org/\" target=\"_blank\" rel=\"noopener noreferrer\">VTA\u003c/a>\u003c/strong>: VTA is\u003ca href=\"https://www.vta.org/blog/free-rides-and-new-transit-service-plan-ringing-new-year\" target=\"_blank\" rel=\"noopener noreferrer\"> offering free rides\u003c/a> from Dec. 28-31. On New Year’s Eve, 181 bus line and light rail lines will run an hour later than usual. You can find specific route information on \u003ca href=\"https://www.vta.org/blog/free-rides-and-new-transit-service-plan-ringing-new-year\" target=\"_blank\" rel=\"noopener noreferrer\">VTA’s website.\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"https://www.capitolcorridor.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Capitol Corridor\u003c/a>\u003c/strong>: Connecting bus service to Pier 39/Fisherman’s Wharf and Financial District/Hyatt won’t be available from 7 p.m. until midnight. The buses will stop at Salesforce Plaza instead. On New Year’s Day, Capitol Corridor will run on its \u003ca href=\"https://www.capitolcorridor.org/schedules/\" target=\"_blank\" rel=\"noopener noreferrer\">holiday and weekend schedule\u003c/a>.\u003c/li>\n\u003c/ul>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Planning on ringing in 2020 with a rockin’ New Year’s Eve? Here are some ways to make sure you end your night right, by getting home safely:\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.bart.gov/\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cstrong>BART\u003c/strong>\u003c/a>: Regular service runs until 8 p.m. and special service from 8 p.m. to 3 a.m. During that time, trains will run about every 20 minutes, and some will skip stops in downtown San Francisco to avoid platform overcrowding from the \u003ca href=\"http://sf.funcheap.com/san-francisco-new-years-eve-fireworks/\" target=\"_blank\" rel=\"noopener noreferrer\">midnight fireworks show.\u003c/a> Antioch and Richmond line trains won’t stop at Embarcadero. Dublin/Pleasanton and South Fremont/Warm Springs line trains will not stop at Montgomery, and after the fireworks, they also won’t stop at the West Oakland station. Check the \u003ca href=\"https://www.bart.gov/news/articles/2019/news20191212-0\" target=\"_blank\" rel=\"noopener noreferrer\">BART announcement \u003c/a>and its \u003ca href=\"https://www.bart.gov/sites/default/files/docs/2019%20NYE%20Public%20Timetablev1.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">timetables\u003c/a> for full details. BART will operate on a Sunday timetable with service beginning at 8 a.m. on New Year’s Day.\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"https://www.sfmta.com/muni\" target=\"_blank\" rel=\"noopener noreferrer\">Muni\u003c/a>\u003c/strong>: Muni is offering free rides this year from 8 p.m. to 5 a.m. Remember not to tag on with a Clipper card or MuniMobile ticket, unless you\u003cem> want\u003c/em> to get charged. Muni has also added extra service on Muni Metro and buses. More route information is available on \u003ca href=\"https://www.sfmta.com/alerts/new-years-eve-free-muni-and-extra-service\" target=\"_blank\" rel=\"noopener noreferrer\">SFMTA’s website.\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"http://www.actransit.org/\" target=\"_blank\" rel=\"noopener noreferrer\">AC Transit\u003c/a>\u003c/strong>: All AC Transit rides will be free from 8 p.m. to 5 a.m. You can see their full schedule and route maps \u003ca href=\"http://www.actransit.org/maps/\" target=\"_blank\" rel=\"noopener noreferrer\">here\u003c/a>.\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"http://www.samtrans.com/\" target=\"_blank\" rel=\"noopener noreferrer\">Sam Trans\u003c/a>\u003c/strong>: You can ride Sam Trans for free from 8 p.m. to 5 a.m. On New Year’s Day, Sam Trans will run on its regular \u003ca href=\"http://www.samtrans.com/schedulesandmaps/timetables.html\" target=\"_blank\" rel=\"noopener noreferrer\">Sunday schedule.\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"http://www.caltrain.com/\" target=\"_blank\" rel=\"noopener noreferrer\">Caltrain\u003c/a>\u003c/strong>: Rides on Caltrain are\u003ca href=\"http://www.caltrain.com/about/MediaRelations/news/Caltrain_to_Increase_Service__Offer_Free_Rides_for_New_Year_s_Eve_6424.html\" target=\"_blank\" rel=\"noopener noreferrer\"> free from 8 p.m. to 2 a.m.\u003c/a> Northbound service headed to San Francisco will have two extra trains, and Caltrain will run extra southbound trains following the fireworks show. The frequency of those trains will depend on crowd size. Caltrain will run its regular \u003ca href=\"http://www.caltrain.com/schedules/weekend-timetable.html\" target=\"_blank\" rel=\"noopener noreferrer\">Sunday schedule\u003c/a> on New Year’s Day.\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"http://www.vta.org/\" target=\"_blank\" rel=\"noopener noreferrer\">VTA\u003c/a>\u003c/strong>: VTA is\u003ca href=\"https://www.vta.org/blog/free-rides-and-new-transit-service-plan-ringing-new-year\" target=\"_blank\" rel=\"noopener noreferrer\"> offering free rides\u003c/a> from Dec. 28-31. On New Year’s Eve, 181 bus line and light rail lines will run an hour later than usual. You can find specific route information on \u003ca href=\"https://www.vta.org/blog/free-rides-and-new-transit-service-plan-ringing-new-year\" target=\"_blank\" rel=\"noopener noreferrer\">VTA’s website.\u003c/a>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"https://www.capitolcorridor.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Capitol Corridor\u003c/a>\u003c/strong>: Connecting bus service to Pier 39/Fisherman’s Wharf and Financial District/Hyatt won’t be available from 7 p.m. until midnight. The buses will stop at Salesforce Plaza instead. On New Year’s Day, Capitol Corridor will run on its \u003ca href=\"https://www.capitolcorridor.org/schedules/\" target=\"_blank\" rel=\"noopener noreferrer\">holiday and weekend schedule\u003c/a>.\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "No, California Drivers — It Is Not Yet Legal to Eat Your Roadkill",
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"content": "\u003cp>Earlier this year, the California Legislature passed, and Gov. Gavin Newsom signed, a bill that could, one day, make it legal to salvage and consume roadkill deer, elk, pronghorn antelope and wild pigs.\u003c/p>\n\u003cp>The not very subtle and important qualification in that sentence and in the bill itself — that the law \u003cem>might someday\u003c/em> make it legal to freely collect and eat some big roadkill mammals — was lost on many media outlets.\u003c/p>\n\u003cp>Here’s how the Sacramento Bee \u003ca href=\"https://www.sacbee.com/news/politics-government/capitol-alert/article235385237.html\" target=\"_blank\" rel=\"noopener noreferrer\">announced the signing\u003c/a> of the legislation, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200SB395\" target=\"_blank\" rel=\"noopener noreferrer\">SB 395\u003c/a>, in October: “The bad news: While driving at night, you struck and killed a deer. The good news: You just got a free venison dinner, under a bill now signed into law by California Gov. Gavin Newsom.”\u003c/p>\n\u003cp>NBC Los Angeles headlined the story “\u003ca href=\"https://www.nbclosangeles.com/news/national-international/gov-newsom-signs-roadkill-bill/1964553/\">Road Kill Now Legal to Eat in California\u003c/a>.” Eater SF declared “\u003ca href=\"https://sf.eater.com/2019/10/18/20915751/california-roadkill-law-passed-eat-kill-salvage\" target=\"_blank\" rel=\"noopener noreferrer\">New California Law Lets Drivers Eat Their Own Roadkill\u003c/a>.” American Hunter chimed in with “\u003ca href=\"https://www.americanhunter.org/articles/2019/11/8/roadkill-officially-on-the-menu-in-california/\" target=\"_blank\" rel=\"noopener noreferrer\">Roadkill Officially on the Menu in California\u003c/a>.”\u003c/p>\n\u003cp>Now, with the new year approaching and new state laws set to take effect, the California Department of Fish and Wildlife is trying to set the record straight: \u003ca href=\"https://cdfgnews.wordpress.com/2019/12/23/roadkill-still-illegal-to-possess-on-jan-1-despite-passage-of-the-wildlife-traffic-safety-act/\" target=\"_blank\" rel=\"noopener noreferrer\">It will still be illegal\u003c/a> to possess a roadkill animal in the new year, and enactment of the new law notwithstanding, it’s likely to remain against the law for some time to come.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“There’s a whole lot of excitement about the bill from the media’s perspective, largely just because of the headline — ‘Kill it and grill it is about to become law.’ ” CDFW Capt. Patrick Foy said in a telephone interview this week. “There’s a widespread belief that Jan. 1, people are going to start being able to utilize roadkill. We just want to make sure that people understand that’s ultimately the goal of the bill, but it’s not in place yet.”\u003c/p>\n\u003cp>So what does SB 395 actually do and when might the provisions take effect?\u003c/p>\n\u003cp>State Sen. Bob Archuleta, a Democrat representing parts of Los Angeles and Orange counties, who authored the legislation, said it has two primary goals: to minimize the waste of what could be usable food and to prompt the state to collect better data on wildlife-vehicle collisions that could be used to improve highway safety.\u003c/p>\n\u003cp>Though there are no definitive statistics on roadkill deaths in California, UC Davis researchers have estimated that vehicles hit about 20,000 deer on the state’s highways each year and that at least 40% of those animals are killed. Archuleta’s bill notes that toll “potentially translates into hundreds of thousands of pounds of healthy meat that could be used to feed those in need.”\u003c/p>\n\u003cp>The law, titled the Wildlife Safety Traffic Act, directs the state Fish and Game Commission to create and launch a pilot program by mid-2022 to allow members of the public to salvage deer, elk, pronghorn antelope and wild pigs accidentally killed in vehicle collisions.\u003c/p>\n\u003cp>The law also requires the commission to create “a user-friendly and cellphone-friendly web-based portal” for reporting wildlife collisions and obtaining a wildlife salvage permit. To get such a permit, participants will need to report “the location, type, and description of the animal salvaged, the date and time of salvage, the basic characteristics of the incident and a description of the vehicle involved, where applicable, and the destination where the carcass will be transported” — and perhaps other details.\u003c/p>\n\u003cp>“We really have to get these specifics down, because we want to avoid members of the public using this bill as a cover for poaching,” Foy said.\u003c/p>\n\u003cp>Under the law, the commission could limit the pilot to yet-to-be-determined parts of the state. Stopping on freeways to pick up roadkill is likely to be banned.\u003c/p>\n\u003cp>Although the program is still off in the indefinite future, Foy does have some practical advice for California drivers in the meantime: Pay attention to deer-crossing signs, which mark known migratory and travel routes. And recognize that deer often don’t recognize the deadly hazard vehicles represent.\u003c/p>\n\u003cp>That’s especially true in the fall, when deer mate and colder weather prompts them to move from the mountains and foothills to lower elevations, Foy says.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Deer just kind of behave like goofy teenagers” when they’re mating, Foy said. “They’re not really thinking about self-preservation, and they just go wandering out onto freeways.”\u003c/p>\n\n",
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"excerpt": "While a new state law may make it legal to collect and eat roadkill in the future, wildlife officials are reminding the public that it's still illegal to possess any animal killed in a vehicle collision.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Earlier this year, the California Legislature passed, and Gov. Gavin Newsom signed, a bill that could, one day, make it legal to salvage and consume roadkill deer, elk, pronghorn antelope and wild pigs.\u003c/p>\n\u003cp>The not very subtle and important qualification in that sentence and in the bill itself — that the law \u003cem>might someday\u003c/em> make it legal to freely collect and eat some big roadkill mammals — was lost on many media outlets.\u003c/p>\n\u003cp>Here’s how the Sacramento Bee \u003ca href=\"https://www.sacbee.com/news/politics-government/capitol-alert/article235385237.html\" target=\"_blank\" rel=\"noopener noreferrer\">announced the signing\u003c/a> of the legislation, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200SB395\" target=\"_blank\" rel=\"noopener noreferrer\">SB 395\u003c/a>, in October: “The bad news: While driving at night, you struck and killed a deer. The good news: You just got a free venison dinner, under a bill now signed into law by California Gov. Gavin Newsom.”\u003c/p>\n\u003cp>NBC Los Angeles headlined the story “\u003ca href=\"https://www.nbclosangeles.com/news/national-international/gov-newsom-signs-roadkill-bill/1964553/\">Road Kill Now Legal to Eat in California\u003c/a>.” Eater SF declared “\u003ca href=\"https://sf.eater.com/2019/10/18/20915751/california-roadkill-law-passed-eat-kill-salvage\" target=\"_blank\" rel=\"noopener noreferrer\">New California Law Lets Drivers Eat Their Own Roadkill\u003c/a>.” American Hunter chimed in with “\u003ca href=\"https://www.americanhunter.org/articles/2019/11/8/roadkill-officially-on-the-menu-in-california/\" target=\"_blank\" rel=\"noopener noreferrer\">Roadkill Officially on the Menu in California\u003c/a>.”\u003c/p>\n\u003cp>Now, with the new year approaching and new state laws set to take effect, the California Department of Fish and Wildlife is trying to set the record straight: \u003ca href=\"https://cdfgnews.wordpress.com/2019/12/23/roadkill-still-illegal-to-possess-on-jan-1-despite-passage-of-the-wildlife-traffic-safety-act/\" target=\"_blank\" rel=\"noopener noreferrer\">It will still be illegal\u003c/a> to possess a roadkill animal in the new year, and enactment of the new law notwithstanding, it’s likely to remain against the law for some time to come.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“There’s a whole lot of excitement about the bill from the media’s perspective, largely just because of the headline — ‘Kill it and grill it is about to become law.’ ” CDFW Capt. Patrick Foy said in a telephone interview this week. “There’s a widespread belief that Jan. 1, people are going to start being able to utilize roadkill. We just want to make sure that people understand that’s ultimately the goal of the bill, but it’s not in place yet.”\u003c/p>\n\u003cp>So what does SB 395 actually do and when might the provisions take effect?\u003c/p>\n\u003cp>State Sen. Bob Archuleta, a Democrat representing parts of Los Angeles and Orange counties, who authored the legislation, said it has two primary goals: to minimize the waste of what could be usable food and to prompt the state to collect better data on wildlife-vehicle collisions that could be used to improve highway safety.\u003c/p>\n\u003cp>Though there are no definitive statistics on roadkill deaths in California, UC Davis researchers have estimated that vehicles hit about 20,000 deer on the state’s highways each year and that at least 40% of those animals are killed. Archuleta’s bill notes that toll “potentially translates into hundreds of thousands of pounds of healthy meat that could be used to feed those in need.”\u003c/p>\n\u003cp>The law, titled the Wildlife Safety Traffic Act, directs the state Fish and Game Commission to create and launch a pilot program by mid-2022 to allow members of the public to salvage deer, elk, pronghorn antelope and wild pigs accidentally killed in vehicle collisions.\u003c/p>\n\u003cp>The law also requires the commission to create “a user-friendly and cellphone-friendly web-based portal” for reporting wildlife collisions and obtaining a wildlife salvage permit. To get such a permit, participants will need to report “the location, type, and description of the animal salvaged, the date and time of salvage, the basic characteristics of the incident and a description of the vehicle involved, where applicable, and the destination where the carcass will be transported” — and perhaps other details.\u003c/p>\n\u003cp>“We really have to get these specifics down, because we want to avoid members of the public using this bill as a cover for poaching,” Foy said.\u003c/p>\n\u003cp>Under the law, the commission could limit the pilot to yet-to-be-determined parts of the state. Stopping on freeways to pick up roadkill is likely to be banned.\u003c/p>\n\u003cp>Although the program is still off in the indefinite future, Foy does have some practical advice for California drivers in the meantime: Pay attention to deer-crossing signs, which mark known migratory and travel routes. And recognize that deer often don’t recognize the deadly hazard vehicles represent.\u003c/p>\n\u003cp>That’s especially true in the fall, when deer mate and colder weather prompts them to move from the mountains and foothills to lower elevations, Foy says.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Deer just kind of behave like goofy teenagers” when they’re mating, Foy said. “They’re not really thinking about self-preservation, and they just go wandering out onto freeways.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Boss Gets an 'Uplifting' Earful From Customers on Listening Tour",
"title": "BART Boss Gets an 'Uplifting' Earful From Customers on Listening Tour",
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"content": "\u003cp>BART General Manager Robert Powers took on a job earlier this year leading a transit agency that’s both crucial to the Bay Area and often the source of deep frustration for many riders. One of his first moves was to go out and meet his customers face to face and hear what they have to say. \u003c/p>\n\u003cp>To do that, Powers launched a \"listening tour\" to talk to riders in each of the system's 48 stations. He's visited nearly two dozen so far, and he's scheduled to be at San Francisco's 16th Street Station between 3:30 p.m. and 4:30 p.m. Wednesday. \u003c/p>\n\u003cp>[aside postID=\"news_11787486,news_11785824,news_11786100,news_11785505,news_11720656\" label=\"BART: Recent KQED Coverage\"]\u003c/p>\n\u003cp>Surprisingly — or at least surprising if you're a) a regular BART rider and/or b) familiar with the litany of complaints and concerns that BART patrons often voice on social media about the system's cleanliness, packed trains, late runs, fare evasion, homeless riders and public safety worries — Powers says much of what he hears during his tour has been \"soul-uplifting.\" \u003c/p>\n\u003cp>\"When I talk to the riders, there is an emotional connection between them and BART,\" Powers said during a recent visit to the Embarcadero Station in downtown San Francisco. \"They very much depend on BART, they understand how important BART is to the Bay Area and their quality of life, and they generally want BART to be successful.\" \u003c/p>\n\u003cp>Powers, a University of Illinois-trained civil engineer who joined BART in 2012 as assistant general manager for planning development and construction, was appointed to succeed now-retired GM Grace Crunican in July. He says he undertook the listening tour because he wanted \"no filter\" between him and the riding public. \u003c/p>\n\u003cp>\"I felt I had to get out and listen to the concerns that our riders had and hear from them directly without anyone in between me and them,\" Powers said. \"... I don't want anybody's staff, I don't want anybody writing it up. I want somebody to look me in the eye and tell me their concerns about BART. What's working and what's not working.\" \u003c/p>\n\u003cp>And on his Embarcadero visit, Powers had little trouble getting customers to tell him what they thought. \u003c/p>\n\u003cp>One, Jeff Calabrese, brought up a couple of familiar issues. \u003c/p>\n\u003cp>\"I’ve had a number of incidents — I’ve been riding BART for 15 years now — a number of incidents, some where the police never showed up, and San Francisco police have had to come and jump in,\" he said. \u003c/p>\n\u003cp>Calabrese wasn't finished. \u003c/p>\n\u003cp>\"The amount of homeless who sleep on BART is just out of control,\" he said. \"I've gone into a car and three-quarters of the car — not kidding — has been full of homeless people.\" \u003c/p>\n\u003cp>Powers assured Calabrese that BART takes the issue of homeless residents seriously and has taken steps — which include partnering with local governments and social service agencies — to try to address it. \u003c/p>\n\u003cp>\"You know homeless is much bigger than BART, but we’ve got to be part of the solution,\" Powers added. \"And the police presence, I agree. We need to get more police presence in the system. Not necessarily only police — they could be community service officers or ambassadors walking the system.\"\u003c/p>\n\u003cp>At one point, Powers ventured to approach a group of women chatting on the Embarcadero platform. After introducing himself, he asked, \"How are we doing with cleanliness?\"\u003c/p>\n\u003cp>\"I never would have chosen upholstered seats,\" one woman volunteered, prompting laughter from her companions. She was referring to BART's old-style seats, which \u003ca href=\"https://www.nytimes.com/2011/03/06/us/06bcseats.html\" rel=\"noopener noreferrer\" target=\"_blank\">lab tests sponsored by a Bay Area news outlet\u003c/a> found to be swarming with bacteria. \u003c/p>\n\u003cp>\"We got rid of all those!\" Powers said, reminding the group that BART ditched the upholstery for vinyl-covered seats after the lab results were published.. \u003c/p>\n\u003cp>Still, one woman said, \"You could do better!\" \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Powers acknowledges he's getting an earful from patrons, whose comments typically touch on at least one of three major areas: unhappiness with fare evasion and homelessness on the system; the desire to speed up introduction of BART's new Fleet of the Future cars to ease crowding; and the need for what he calls \"an additional presence in the system\" to enhance riders' sense of security. \u003c/p>\n\u003cp>Powers is careful to say, as he was in talking to riders like Calabrese, that he's not necessarily talking about sworn police officers. The BART Police Department has been chronically understaffed, a situation that has started to change this year with a concerted hiring drive and approval of funds to expand the force, which has had an authorized strength of 225 sworn officers, by 19 positions. \u003c/p>\n\u003cp>Powers says the \"additional presence\" he's talking about could come in the form of \"an ambassador type of person.\" He envisions uniformed, radio-equipped teams of two or three people who would be \"walking the system, making eye contact, just talking to people.\" \u003c/p>\n\u003cp>\"Boy that would go a long way when I talk to riders about their perception of safety, especially on nights and weekends,\" Powers said. \u003c/p>\n\u003cp>The general manager says he intends for his tour to yield action on customers' concerns. He says BART will create an online page to track the agency's response to the themes he's hearing. \u003c/p>\n\u003cp>Powers describes the page \"as somewhere people can see their voices are being heard and action is being taken.\" He'll feel the tour has been a success, he says, if a year from now he's hearing from customers that \"BART listened, and we took action.\" \u003c/p>\n\u003cp>Powers has scheduled listening tour stops at nine stations next month:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Jan. 8:\u003c/strong> Glen Park (8 a.m.-9 a.m.); El Cerrito Plaza (3:30 p.m.-4:30 p.m.).\u003c/li>\n\u003cli>\u003cstrong>Jan. 15:\u003c/strong> South Hayward (8 a.m.-9 a.m.); Ashby/Ed Roberts Campus, 3075 Adeline St., Berkeley (3:30 p.m.-4:30 p.m.).\u003c/li>\n\u003cli>\u003cstrong>Jan. 22: \u003c/strong> Antioch (5 a.m.-6 a.m.); Pittsburg Center (6:45 a.m.-7:45 a.m.); Pittsburg/Bay Point E-BART transfer platform (8 a.m.-8:30 a.m.).\u003c/li>\n\u003cli>\u003cstrong>Jan. 29:\u003c/strong> Castro Valley (8 a.m.-9 a.m.); Balboa Park (3 p.m.-4 p.m.).\u003c/li>\n\u003c/ul>\n\u003cp>Schedule is subject to change. See BART's \u003ca href=\"https://www.bart.gov/news/articles/2019/news20190926-0\">listening tour page\u003c/a> for updates.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART General Manager Robert Powers took on a job earlier this year leading a transit agency that’s both crucial to the Bay Area and often the source of deep frustration for many riders. One of his first moves was to go out and meet his customers face to face and hear what they have to say. \u003c/p>\n\u003cp>To do that, Powers launched a \"listening tour\" to talk to riders in each of the system's 48 stations. He's visited nearly two dozen so far, and he's scheduled to be at San Francisco's 16th Street Station between 3:30 p.m. and 4:30 p.m. Wednesday. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Surprisingly — or at least surprising if you're a) a regular BART rider and/or b) familiar with the litany of complaints and concerns that BART patrons often voice on social media about the system's cleanliness, packed trains, late runs, fare evasion, homeless riders and public safety worries — Powers says much of what he hears during his tour has been \"soul-uplifting.\" \u003c/p>\n\u003cp>\"When I talk to the riders, there is an emotional connection between them and BART,\" Powers said during a recent visit to the Embarcadero Station in downtown San Francisco. \"They very much depend on BART, they understand how important BART is to the Bay Area and their quality of life, and they generally want BART to be successful.\" \u003c/p>\n\u003cp>Powers, a University of Illinois-trained civil engineer who joined BART in 2012 as assistant general manager for planning development and construction, was appointed to succeed now-retired GM Grace Crunican in July. He says he undertook the listening tour because he wanted \"no filter\" between him and the riding public. \u003c/p>\n\u003cp>\"I felt I had to get out and listen to the concerns that our riders had and hear from them directly without anyone in between me and them,\" Powers said. \"... I don't want anybody's staff, I don't want anybody writing it up. I want somebody to look me in the eye and tell me their concerns about BART. What's working and what's not working.\" \u003c/p>\n\u003cp>And on his Embarcadero visit, Powers had little trouble getting customers to tell him what they thought. \u003c/p>\n\u003cp>One, Jeff Calabrese, brought up a couple of familiar issues. \u003c/p>\n\u003cp>\"I’ve had a number of incidents — I’ve been riding BART for 15 years now — a number of incidents, some where the police never showed up, and San Francisco police have had to come and jump in,\" he said. \u003c/p>\n\u003cp>Calabrese wasn't finished. \u003c/p>\n\u003cp>\"The amount of homeless who sleep on BART is just out of control,\" he said. \"I've gone into a car and three-quarters of the car — not kidding — has been full of homeless people.\" \u003c/p>\n\u003cp>Powers assured Calabrese that BART takes the issue of homeless residents seriously and has taken steps — which include partnering with local governments and social service agencies — to try to address it. \u003c/p>\n\u003cp>\"You know homeless is much bigger than BART, but we’ve got to be part of the solution,\" Powers added. \"And the police presence, I agree. We need to get more police presence in the system. Not necessarily only police — they could be community service officers or ambassadors walking the system.\"\u003c/p>\n\u003cp>At one point, Powers ventured to approach a group of women chatting on the Embarcadero platform. After introducing himself, he asked, \"How are we doing with cleanliness?\"\u003c/p>\n\u003cp>\"I never would have chosen upholstered seats,\" one woman volunteered, prompting laughter from her companions. She was referring to BART's old-style seats, which \u003ca href=\"https://www.nytimes.com/2011/03/06/us/06bcseats.html\" rel=\"noopener noreferrer\" target=\"_blank\">lab tests sponsored by a Bay Area news outlet\u003c/a> found to be swarming with bacteria. \u003c/p>\n\u003cp>\"We got rid of all those!\" Powers said, reminding the group that BART ditched the upholstery for vinyl-covered seats after the lab results were published.. \u003c/p>\n\u003cp>Still, one woman said, \"You could do better!\" \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Powers acknowledges he's getting an earful from patrons, whose comments typically touch on at least one of three major areas: unhappiness with fare evasion and homelessness on the system; the desire to speed up introduction of BART's new Fleet of the Future cars to ease crowding; and the need for what he calls \"an additional presence in the system\" to enhance riders' sense of security. \u003c/p>\n\u003cp>Powers is careful to say, as he was in talking to riders like Calabrese, that he's not necessarily talking about sworn police officers. The BART Police Department has been chronically understaffed, a situation that has started to change this year with a concerted hiring drive and approval of funds to expand the force, which has had an authorized strength of 225 sworn officers, by 19 positions. \u003c/p>\n\u003cp>Powers says the \"additional presence\" he's talking about could come in the form of \"an ambassador type of person.\" He envisions uniformed, radio-equipped teams of two or three people who would be \"walking the system, making eye contact, just talking to people.\" \u003c/p>\n\u003cp>\"Boy that would go a long way when I talk to riders about their perception of safety, especially on nights and weekends,\" Powers said. \u003c/p>\n\u003cp>The general manager says he intends for his tour to yield action on customers' concerns. He says BART will create an online page to track the agency's response to the themes he's hearing. \u003c/p>\n\u003cp>Powers describes the page \"as somewhere people can see their voices are being heard and action is being taken.\" He'll feel the tour has been a success, he says, if a year from now he's hearing from customers that \"BART listened, and we took action.\" \u003c/p>\n\u003cp>Powers has scheduled listening tour stops at nine stations next month:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Jan. 8:\u003c/strong> Glen Park (8 a.m.-9 a.m.); El Cerrito Plaza (3:30 p.m.-4:30 p.m.).\u003c/li>\n\u003cli>\u003cstrong>Jan. 15:\u003c/strong> South Hayward (8 a.m.-9 a.m.); Ashby/Ed Roberts Campus, 3075 Adeline St., Berkeley (3:30 p.m.-4:30 p.m.).\u003c/li>\n\u003cli>\u003cstrong>Jan. 22: \u003c/strong> Antioch (5 a.m.-6 a.m.); Pittsburg Center (6:45 a.m.-7:45 a.m.); Pittsburg/Bay Point E-BART transfer platform (8 a.m.-8:30 a.m.).\u003c/li>\n\u003cli>\u003cstrong>Jan. 29:\u003c/strong> Castro Valley (8 a.m.-9 a.m.); Balboa Park (3 p.m.-4 p.m.).\u003c/li>\n\u003c/ul>\n\u003cp>Schedule is subject to change. See BART's \u003ca href=\"https://www.bart.gov/news/articles/2019/news20190926-0\">listening tour page\u003c/a> for updates.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
"airtime": "SUN 9pm-10pm",
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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.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.commonwealthclub.org/podcasts",
"meta": {
"site": "news",
"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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}
},
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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",
"info": "Freakonomics Radio is a one-hour award-winning podcast and public-radio project hosted by Stephen Dubner, with co-author Steve Levitt as a regular guest. It is produced in partnership with WNYC.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"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/",
"rss": "https://feeds.feedburner.com/freakonomicsradio"
}
},
"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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"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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"rss": "https://feeds.npr.org/381444908/podcast.xml"
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"id": "here-and-now",
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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.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/hiddenbrain.jpg",
"officialWebsiteLink": "https://www.npr.org/series/423302056/hidden-brain",
"airtime": "SUN 7pm-8pm",
"meta": {
"site": "news",
"source": "NPR"
},
"link": "/radio/program/hidden-brain",
"subscribe": {
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"tuneIn": "https://tunein.com/podcasts/Science-Podcasts/Hidden-Brain-p787503/",
"rss": "https://feeds.npr.org/510308/podcast.xml"
}
},
"how-i-built-this": {
"id": "how-i-built-this",
"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",
"subscribe": {
"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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"rss": "https://feeds.npr.org/510313/podcast.xml"
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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",
"imageAlt": "KQED Hyphenación",
"officialWebsiteLink": "/podcasts/hyphenacion",
"meta": {
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"order": 15
},
"link": "/podcasts/hyphenacion",
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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"amazon": "https://music.amazon.com/podcasts/6c3dd23c-93fb-4aab-97ba-1725fa6315f1/hyphenaci%C3%B3n",
"rss": "https://feeds.megaphone.fm/KQINC2275451163"
}
},
"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",
"imageAlt": "KQED The Political Mind of Jerry Brown",
"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"order": 18
},
"link": "/podcasts/jerrybrown",
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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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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/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/latino-usa",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/xtTd",
"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"
}
},
"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": {
"site": "radio",
"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",
"subscribe": {
"apple": "https://podcasts.apple.com/us/podcast/mindshift-podcast/id1078765985",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
"npr": "https://www.npr.org/podcasts/464615685/mind-shift-podcast",
"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": {
"site": "news",
"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",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Political Breakdown",
"officialWebsiteLink": "/podcasts/politicalbreakdown",
"meta": {
"site": "radio",
"source": "kqed",
"order": 5
},
"link": "/podcasts/politicalbreakdown",
"subscribe": {
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"amazon": "https://music.amazon.com/podcasts/e0c2d153-ad36-4c8d-901d-f1da6a724824/political-breakdown",
"npr": "https://www.npr.org/podcasts/572155894/political-breakdown",
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"youthMediaReducer": {},
"checkPleaseReducer": {
"filterData": {
"region": {
"key": "Restaurant Region",
"filters": [
"Any Region"
]
},
"cuisine": {
"key": "Restaurant Cuisine",
"filters": [
"Any Cuisine"
]
}
},
"restaurantDataById": {},
"restaurantIdsSorted": [],
"error": null
},
"userAgentReducer": {
"userAgent": "Mozilla/5.0 AppleWebKit/537.36 (KHTML, like Gecko; compatible; ClaudeBot/1.0; +claudebot@anthropic.com)",
"isBot": true
}
}
