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"content": "\u003cp>If you use Lyft to get around, you might have heard your driver complain about the new surge pricing formula called Personal Power Zones. It was first introduced a year ago and fully rolled out this summer. Some drivers, like Lauren Swiger in Oakland, say it’s eating into their profits.\u003c/p>\n\u003cp>\"We actually jokingly call them personal poverty zones,\" Swiger says, \"because they haven't helped me at all.\"\u003c/p>\n\u003cp>[pullquote size='medium' align='right' citation=\"Lauren Swiger, Oakland Lyft driver\"]'To come up with all these creative ways to pay us even less, and then call it an improvement, it’s pretty insulting.'[/pullquote]\u003c/p>\n\u003cp>Swiger started driving five years ago and earlier this year joined \u003ca href=\"https://www.gigworkersrising.org/\" target=\"_blank\" rel=\"noopener\">Gig Workers Rising\u003c/a>, a group that advocates for changes in how Lyft and Uber treat drivers.\u003c/p>\n\u003cp>\"They don't want to pay us more,\" Swiger says. \"Their bottom line is to pay us less.\"\u003c/p>\n\u003cp>\u003ca href=\"https://help.lyft.com/hc/en-us/articles/115012926807-Personal-Power-Zones\" target=\"_blank\" rel=\"noopener\">Personal Power Zones\u003c/a> are a different way to calculate how much of a bonus drivers make during times and in places where Lyft says there are more riders than drivers. Before, drivers \u003ca href=\"https://help.lyft.com/hc/en-us/articles/115012926467\" target=\"_blank\" rel=\"noopener\">made bonuses\u003c/a> as a percentage — for instance, 40% more than they would earn on a regular ride. Now, with Personal Power Zones, drivers get a flat rate bonus instead.\u003c/p>\n\u003cp>So, for example, Swiger gets a $30 ride to San Francisco from Oakland. Instead of earning a 40% bonus — $12 — she’d now make whatever flat-rate bonus was in effect in the Personal Power Zone where she picked up the ride.\u003c/p>\n\u003cp>\"Sometimes it maxes out at $4,\" Swiger says. \"So $4 instead of $12 is obviously a ridiculous incentive.\"\u003c/p>\n\u003cfigure id=\"attachment_11765655\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11765655\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-800x600.jpg\" alt=\"Lauren Swiger has been driving for Lyft for five years and says she's seen her earnings drop by about 50 percent.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1832x1374.jpg 1832w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1376x1032.jpg 1376w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1044x783.jpg 1044w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-632x474.jpg 632w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-536x402.jpg 536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Lauren Swiger has been driving for Lyft for five years and says she's seen her earnings drop by about 50%. \u003ccite>(Sonja Hutson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lyft says that while drivers get lower bonuses, more drivers are getting bonuses. They say Personal Power Zones were designed to be more predictable, stable and equitable. But Swiger says the new system is costing her, and that she's seen her earnings drop about 50% over the past five years.\u003c/p>\n\u003cp>\"To come up with all these creative ways to pay us even less, and then call it an improvement, it’s pretty insulting,\" Swiger says.\u003c/p>\n\u003cp>Lyft says, on average, driver earnings across the country have increased over the last two years. Lyft calculates a driver's hourly pay in two ways:\u003c/p>\n\u003col>\n\u003cli>\u003cstrong>Time giving rides:\u003c/strong> This includes the time between when a driver accepts a ride to when they drop off a passenger. Nationwide, the average hourly earnings under this metric is $30.84, a 7.34% increase from two years ago, according to Lyft. This metric does not count time spent waiting for a ride request.\u003c/li>\n\u003cli>\u003cstrong>All online time:\u003c/strong> This includes all time that a driver is logged on to Lyft. They could be waiting for a ride request, driving to a Personal Power Zone or working on another app. Nationwide, the average hourly earnings under this metric is $16.29, a 9.33% increase from two years ago, according to Lyft.\u003c/li>\n\u003c/ol>\n\u003cp>Neither of these metrics include tips ($2.27 per hour), or expenses ($3 to $5 per hour), according to Lyft.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Tom White, a financial analyst studying Lyft at the financial services company D.A. Davidson, says the new system, along with other payment formula changes, \"generally resulted in drivers seeing their payouts reduced.\"\u003c/p>\n\u003cp>Because Lyft does not release raw driver earnings data, White's calculations are a little complicated. Let's try to break it down.\u003c/p>\n\u003cp>[aside label=\"More on Lyft and Gig Workers\" tag=\"lyft\"]\u003c/p>\n\u003cp>The total amount of money coming in from customers through fares is referred to as total bookings. Lyft takes a percentage of those bookings. That percentage is called a take rate.\u003c/p>\n\u003cp>White says Lyft's take rate is 8% higher than it was two years ago, so they're taking about 8% more money from total bookings. That has to largely be coming out of drivers' pockets, according to White.\u003c/p>\n\u003cp>Lyft argues the take rate is higher because it has introduced bikes and scooters. The company takes 100% of every fee for a scooter or bike rental since there's no driver to pay, which would drive up the overall take rate.\u003c/p>\n\u003cp>However, White says, bikes and scooters are still too small a part of Lyft's business to meaningfully affect the take rate.\u003c/p>\n\u003cp>White says the new payment model is an important step in the direction of profitability for a company that lost more than $900 million last year.\u003c/p>\n\u003cp>\"A couple of quarters of time has been bought, but you know investors won’t be patient forever,\" White says.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Swiger started driving five years ago and earlier this year joined \u003ca href=\"https://www.gigworkersrising.org/\" target=\"_blank\" rel=\"noopener\">Gig Workers Rising\u003c/a>, a group that advocates for changes in how Lyft and Uber treat drivers.\u003c/p>\n\u003cp>\"They don't want to pay us more,\" Swiger says. \"Their bottom line is to pay us less.\"\u003c/p>\n\u003cp>\u003ca href=\"https://help.lyft.com/hc/en-us/articles/115012926807-Personal-Power-Zones\" target=\"_blank\" rel=\"noopener\">Personal Power Zones\u003c/a> are a different way to calculate how much of a bonus drivers make during times and in places where Lyft says there are more riders than drivers. Before, drivers \u003ca href=\"https://help.lyft.com/hc/en-us/articles/115012926467\" target=\"_blank\" rel=\"noopener\">made bonuses\u003c/a> as a percentage — for instance, 40% more than they would earn on a regular ride. Now, with Personal Power Zones, drivers get a flat rate bonus instead.\u003c/p>\n\u003cp>So, for example, Swiger gets a $30 ride to San Francisco from Oakland. Instead of earning a 40% bonus — $12 — she’d now make whatever flat-rate bonus was in effect in the Personal Power Zone where she picked up the ride.\u003c/p>\n\u003cp>\"Sometimes it maxes out at $4,\" Swiger says. \"So $4 instead of $12 is obviously a ridiculous incentive.\"\u003c/p>\n\u003cfigure id=\"attachment_11765655\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11765655\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-800x600.jpg\" alt=\"Lauren Swiger has been driving for Lyft for five years and says she's seen her earnings drop by about 50 percent.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1832x1374.jpg 1832w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1376x1032.jpg 1376w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-1044x783.jpg 1044w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-632x474.jpg 632w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38395_IMG_1980-1-qut-536x402.jpg 536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Lauren Swiger has been driving for Lyft for five years and says she's seen her earnings drop by about 50%. \u003ccite>(Sonja Hutson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lyft says that while drivers get lower bonuses, more drivers are getting bonuses. They say Personal Power Zones were designed to be more predictable, stable and equitable. But Swiger says the new system is costing her, and that she's seen her earnings drop about 50% over the past five years.\u003c/p>\n\u003cp>\"To come up with all these creative ways to pay us even less, and then call it an improvement, it’s pretty insulting,\" Swiger says.\u003c/p>\n\u003cp>Lyft says, on average, driver earnings across the country have increased over the last two years. Lyft calculates a driver's hourly pay in two ways:\u003c/p>\n\u003col>\n\u003cli>\u003cstrong>Time giving rides:\u003c/strong> This includes the time between when a driver accepts a ride to when they drop off a passenger. Nationwide, the average hourly earnings under this metric is $30.84, a 7.34% increase from two years ago, according to Lyft. This metric does not count time spent waiting for a ride request.\u003c/li>\n\u003cli>\u003cstrong>All online time:\u003c/strong> This includes all time that a driver is logged on to Lyft. They could be waiting for a ride request, driving to a Personal Power Zone or working on another app. Nationwide, the average hourly earnings under this metric is $16.29, a 9.33% increase from two years ago, according to Lyft.\u003c/li>\n\u003c/ol>\n\u003cp>Neither of these metrics include tips ($2.27 per hour), or expenses ($3 to $5 per hour), according to Lyft.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tom White, a financial analyst studying Lyft at the financial services company D.A. Davidson, says the new system, along with other payment formula changes, \"generally resulted in drivers seeing their payouts reduced.\"\u003c/p>\n\u003cp>Because Lyft does not release raw driver earnings data, White's calculations are a little complicated. Let's try to break it down.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The total amount of money coming in from customers through fares is referred to as total bookings. Lyft takes a percentage of those bookings. That percentage is called a take rate.\u003c/p>\n\u003cp>White says Lyft's take rate is 8% higher than it was two years ago, so they're taking about 8% more money from total bookings. That has to largely be coming out of drivers' pockets, according to White.\u003c/p>\n\u003cp>Lyft argues the take rate is higher because it has introduced bikes and scooters. The company takes 100% of every fee for a scooter or bike rental since there's no driver to pay, which would drive up the overall take rate.\u003c/p>\n\u003cp>However, White says, bikes and scooters are still too small a part of Lyft's business to meaningfully affect the take rate.\u003c/p>\n\u003cp>White says the new payment model is an important step in the direction of profitability for a company that lost more than $900 million last year.\u003c/p>\n\u003cp>\"A couple of quarters of time has been bought, but you know investors won’t be patient forever,\" White says.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The Metropolitan Transportation Commission is hitting Lyft with a penalty of nearly $200,000 for failing to keep an agreed-upon number of bicycles on the streets as part of its Bay Wheels bike-share program.\u003c/p>\n\u003cp>The penalty is mostly the result of Lyft’s decision in April to take electric-assist bikes out of service following reports of braking problems. The company made a similar move last week, when it withdrew a brand-new fleet of e-bikes after battery packs on four of the cycles caught fire.\u003c/p>\n\u003cp>Removing the bikes this spring meant the company was unable to deliver on its contractual obligation to provide a minimum number of bikes for riders in the five cities served by Bay Wheels, formerly called Ford GoBike: San Francisco, San Jose, Oakland, Berkeley and Emeryville.\u003c/p>\n\u003cp>In San Francisco, for instance, Lyft is obligated under a series of \u003ca href=\"https://assets.documentcloud.org/documents/6247994/Lyft-Bay-Wheels-Key-Performance-Indicators.pdf\" rel=\"noopener\" target=\"_blank\">key performance indicators\u003c/a> to continually provide about 1,800 bikes for shared use — 90 percent of its total city fleet of 2,000 or so two-wheelers.\u003c/p>\n\u003cp>To guarantee flexibility for riders, Lyft is also required under its MTC contract to ensure that both bicycles and dock space remain available throughout the bike-share network from 6 a.m. to 10 p.m. every day\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>When the braking issue emerged in April, Lyft removed about 1,000 e-bikes from service in San Francisco, cutting its fleet in the city by nearly half. The \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Where-are-the-bikes-As-Lyft-and-SF-spar-in-14060137.php\" target=\"_blank\" rel=\"noopener\">widely remarked upon\u003c/a> result: a dramatic increase in the number of empty bike docking stations around the city.\u003c/p>\n\u003cp>The MTC says that for the three months between April 1 and June 30, bicycle availability in the Lyft/Bay Wheels network fell to 60 percent — far below the 90 percent requirement. The agency also recorded 2,632 instances, or about 30 a day on average, when Lyft violated the requirement to have bikes or docking space available in each cluster of stations throughout its service area.\u003c/p>\n\u003cp>Under its contract with the MTC, Lyft is liable for damages when it misses those targets or others, including ensuring that docking stations remain free from graffiti and responding promptly to phone and email queries.\u003c/p>\n\u003cp>The MTC says Lyft’s penalty for missing the bike availability targets totals $195,540. Violations of other key performance indicators — including $9,600 for 128 instances in which the company didn’t clean or remove litter from its docking stations as required — brought the total damages for the April-June quarter to $209,106.\u003c/p>\n\u003cp>In a statement Tuesday, Lyft acknowledged the penalty and said the violations grew out of a concern for customers who might have been endangered by its bikes’ braking problems.\u003c/p>\n\u003cp>“Putting rider safety first has reduced our bike availability, and we’ll certainly have to pay penalties for it — but we know it was the right thing to do,” the statement said.\u003c/p>\n\u003cp>The MTC’s calculations aside, it’s nearly certain that Lyft will pay just a fraction of the assessed damages. That’s because the penalty is capped at 4% of Bay Wheels membership revenue.\u003c/p>\n\u003cp>In 2018, the MTC assessed $356,732 in damages against the bike-share network, mostly for violations involving station cleaning, graffiti removal and bike availability.\u003c/p>\n\u003cp>But with the 4% revenue cap in place, the amount actually paid was $122,839, or a little less than one-third of the total penalty amount. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The MTC distributed the fines to the five bike-share cities based on the number of violations that occurred in each. Oakland received $54,807, followed by San Francisco with $32,921; San Jose with $27,857; Berkeley, $6,339; and Emeryville, $915.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Metropolitan Transportation Commission is hitting Lyft with a penalty of nearly $200,000 for failing to keep an agreed-upon number of bicycles on the streets as part of its Bay Wheels bike-share program.\u003c/p>\n\u003cp>The penalty is mostly the result of Lyft’s decision in April to take electric-assist bikes out of service following reports of braking problems. The company made a similar move last week, when it withdrew a brand-new fleet of e-bikes after battery packs on four of the cycles caught fire.\u003c/p>\n\u003cp>Removing the bikes this spring meant the company was unable to deliver on its contractual obligation to provide a minimum number of bikes for riders in the five cities served by Bay Wheels, formerly called Ford GoBike: San Francisco, San Jose, Oakland, Berkeley and Emeryville.\u003c/p>\n\u003cp>In San Francisco, for instance, Lyft is obligated under a series of \u003ca href=\"https://assets.documentcloud.org/documents/6247994/Lyft-Bay-Wheels-Key-Performance-Indicators.pdf\" rel=\"noopener\" target=\"_blank\">key performance indicators\u003c/a> to continually provide about 1,800 bikes for shared use — 90 percent of its total city fleet of 2,000 or so two-wheelers.\u003c/p>\n\u003cp>To guarantee flexibility for riders, Lyft is also required under its MTC contract to ensure that both bicycles and dock space remain available throughout the bike-share network from 6 a.m. to 10 p.m. every day\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>When the braking issue emerged in April, Lyft removed about 1,000 e-bikes from service in San Francisco, cutting its fleet in the city by nearly half. The \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Where-are-the-bikes-As-Lyft-and-SF-spar-in-14060137.php\" target=\"_blank\" rel=\"noopener\">widely remarked upon\u003c/a> result: a dramatic increase in the number of empty bike docking stations around the city.\u003c/p>\n\u003cp>The MTC says that for the three months between April 1 and June 30, bicycle availability in the Lyft/Bay Wheels network fell to 60 percent — far below the 90 percent requirement. The agency also recorded 2,632 instances, or about 30 a day on average, when Lyft violated the requirement to have bikes or docking space available in each cluster of stations throughout its service area.\u003c/p>\n\u003cp>Under its contract with the MTC, Lyft is liable for damages when it misses those targets or others, including ensuring that docking stations remain free from graffiti and responding promptly to phone and email queries.\u003c/p>\n\u003cp>The MTC says Lyft’s penalty for missing the bike availability targets totals $195,540. Violations of other key performance indicators — including $9,600 for 128 instances in which the company didn’t clean or remove litter from its docking stations as required — brought the total damages for the April-June quarter to $209,106.\u003c/p>\n\u003cp>In a statement Tuesday, Lyft acknowledged the penalty and said the violations grew out of a concern for customers who might have been endangered by its bikes’ braking problems.\u003c/p>\n\u003cp>“Putting rider safety first has reduced our bike availability, and we’ll certainly have to pay penalties for it — but we know it was the right thing to do,” the statement said.\u003c/p>\n\u003cp>The MTC’s calculations aside, it’s nearly certain that Lyft will pay just a fraction of the assessed damages. That’s because the penalty is capped at 4% of Bay Wheels membership revenue.\u003c/p>\n\u003cp>In 2018, the MTC assessed $356,732 in damages against the bike-share network, mostly for violations involving station cleaning, graffiti removal and bike availability.\u003c/p>\n\u003cp>But with the 4% revenue cap in place, the amount actually paid was $122,839, or a little less than one-third of the total penalty amount. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The MTC distributed the fines to the five bike-share cities based on the number of violations that occurred in each. Oakland received $54,807, followed by San Francisco with $32,921; San Jose with $27,857; Berkeley, $6,339; and Emeryville, $915.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Ferry service from Richmond to San Francisco, which has been something of a hit on weekdays since it launched last winter, is debuting on weekends starting Saturday.\u003c/p>\n\u003cp>Ridership on the Richmond ferries, which run from the Craneway Pavilion to San Francisco's Ferry Building, has grown by about 60 percent since the first run on Jan. 10.\u003c/p>\n\u003cp>The new \u003ca href=\"https://sanfranciscobayferry.com/news/richmond-weekend-ferry-service-2019\" target=\"_blank\" rel=\"noopener\">Saturday and Sunday service\u003c/a> features five trips in each direction.\u003c/p>\n\u003cp>The first boat leaves Richmond at 9:30 a.m., the last at 6:45 p.m. The first eastbound trip from San Francisco leaves at 10:15 a.m., the last at 8:20 p.m. (More information on \u003ca href=\"https://sanfranciscobayferry.com/news/richmond-weekend-ferry-service-2019\" target=\"_blank\" rel=\"noopener\">schedules\u003c/a> and \u003ca href=\"https://sanfranciscobayferry.com/route/fares/rich/sffb\" target=\"_blank\" rel=\"noopener\">fares\u003c/a>.)\u003c/p>\n\u003cp>The weekend service, funded with $238,000 from a Contra Costa County transportation sales tax, will run through Nov. 3.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Will the Rest of California Follow East Palo Alto with 'Safe Parking' for Residents Living in Their RVs?",
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"content": "\u003cp>As the housing crisis wears on, a proposed state bill attempts to help the growing number of people forced to live in their cars. But some cities aren’t waiting; they’re doing it themselves.\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200AB891\" target=\"_blank\" rel=\"noopener\">AB 891,\u003c/a> by Assemblywoman \u003ca href=\"https://a62.asmdc.org\" target=\"_blank\" rel=\"noopener\">Autumn Burke\u003c/a>, D-El Segundo, would require any city or county with more than 330,000 people establish “safe parking” for those living in their vehicles by June 1, 2022. It’s a concept that’s met with success, albeit on a small scale, around the state already — like in East Palo Alto.\u003c/p>\n\u003cp>[aside tag='homelessness' label='More on Homelessness']\u003c/p>\n\u003cp>On a recent Saturday night, a local Christian group called the Sovereign Band provided live entertainment for about 50 special dinner guests, all of them clients of the nonprofit organization \u003ca href=\"https://projectwehope.org\" target=\"_blank\" rel=\"noopener\">Project We Hope\u003c/a>. We Hope runs several programs for East Palo Alto, including, as of May 1, its safe parking pilot program.\u003c/p>\n\u003cp>“Currently, we have 16 RVs, most of them families. Families first, seniors next, disabled, veterans and then everybody else,” said We Hope’s Associate Director Alicia Garcia.\u003c/p>\n\u003cp>Thanks to soaring rents, the RV population on local streets has grown to an estimated 50 vehicles. So why is Project We Hope only hosting 16 of them?\u003c/p>\n\u003cp>For one thing, safe parking is not cheap. East Palo Alto is a modest city, especially compared to its phenomenally wealthy neighbors, like Palo Alto and Menlo Park. But East Palo Alto is picking up the $300,00 annual tab for this pilot program and providing the property it sits on.\u003c/p>\n\u003cp>Garcia argues A) there will never be a 100% adoption rate on the part of RV dwellers for any safe parking program, and B) transition to permanent housing is built into the safe parking concept, so new spots should open up on a regular basis.\u003c/p>\n\u003cfigure id=\"attachment_11764751\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11764751\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/07/RS38289_Photo-Jun-15-6-18-42-PM-qut.jpg\" alt=\"Project We Hope runs a number of official services for the homeless residents of East Palo Alto, including a homeless shelter, a mobile shower and laundry service, and safe parking. The non-profit also hosts occasional dinners for clients, featuring free food and entertainment.\" width=\"1920\" height=\"1193\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38289_Photo-Jun-15-6-18-42-PM-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38289_Photo-Jun-15-6-18-42-PM-qut-160x99.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38289_Photo-Jun-15-6-18-42-PM-qut-800x497.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38289_Photo-Jun-15-6-18-42-PM-qut-1020x634.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38289_Photo-Jun-15-6-18-42-PM-qut-1200x746.jpg 1200w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Project We Hope runs a number of official services for the homeless residents of East Palo Alto, including a shelter, a mobile shower and laundry service, and the safe parking. The non-profit also hosts occasional dinners for clients, featuring free food and entertainment. \u003ccite>(Rachael Myrow/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As with most safe parking programs in California, case managers in East Palo Alto help program participants get a stationary roof over their heads. “We’ve already gotten two families into housing. And we’ve gotten several other families on housing lists, because that’s part of the secret, the secret sauce, right? Is to get people on as many housing lists as possible,” said Garcia.\u003c/p>\n\u003cp>People commonly ask whether the RV dwellers are local and, if so, whether they’re willing to relocate to cheaper parts of the world. Garcia explains that those who sign up for safe parking agree to aim for housing outside of their vehicles, but typically their jobs are nearby and their children, if they have them, attend local schools. Senior citizens may not be constrained in the same way, but they often feel compelled to stay close to their social support networks.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Randolph Allen Parker, 74, was one of the first to sign up for the We Hope safe parking program. He takes great pride in his ’89 Ford Econoline. “Custom classic! That thing has a sit-down toilet in it, a shower that you get in, two closets for clothes and a microwave oven, built in from the factory.”\u003c/p>\n\u003cp>Pride aside, Parker said life on the streets is dangerous for him and his camper van. It’s been hit twice when he was parked. He’s happy for the help getting a real roof over his head, as well as the other services that are standard for safe parking programs in California, like free security, restrooms and showers.\u003c/p>\n\u003cp>“We Hope is like a warm light in dark and stormy times. I got nothing but praise for them and what they’re doing,” he said.\u003c/p>\n\u003cfigure id=\"attachment_11764760\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11764760\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/07/RS38291_Photo-Jun-15-7-10-15-PM-qut.jpg\" alt=\"Like many cities that run safe parking programs in California, East Palo Alto also has an RV parking ban in place, in this case, overnight for vehicles not on the waiting list for safe parking. \" width=\"1920\" height=\"1341\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38291_Photo-Jun-15-7-10-15-PM-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38291_Photo-Jun-15-7-10-15-PM-qut-160x112.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38291_Photo-Jun-15-7-10-15-PM-qut-800x559.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38291_Photo-Jun-15-7-10-15-PM-qut-1020x712.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38291_Photo-Jun-15-7-10-15-PM-qut-1200x838.jpg 1200w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Like many cities that run safe parking programs in California, East Palo Alto also has an RV parking ban in place. In this case, it’s overnight for vehicles not on the waiting list for safe parking. \u003ccite>(Rachael Myrow/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>According to this year’s San Mateo County one-day homeless count and survey, of the 1,512 people experiencing homelessness on Jan. 30, 901 were found living on streets, in cars and in RVs, as opposed to in emergency shelters and transitional housing programs.\u003c/p>\n\u003cp>Project We Hope’s safe parking program is taking in people fleeing much wealthier cities nearby, like Menlo Park and Mountain View. Take Judith Ortiz, who lived in Mountain View for 18 years before her landlord doubled the rent. “I was paying $1,300 for two bedrooms, and it was going to be $2,200 after remodel,” she said.\u003c/p>\n\u003cp>Ortiz plowed into her savings, bought an old RV, fixed it up and then started looking for places to park. She had a cousin in East Palo Alto, but upon arrival, came up against a neighbor who didn’t want her parked outside his house. “She called the cop the first night that I arrived with the RV. I just got here. I just got here, like 20 minutes ago!”\u003c/p>\n\u003cp>Like many cities that run safe parking programs in California, East Palo Alto doesn’t currently provide parking during the day—only from 7:30 p.m. to 7 a.m. That means Ortiz has to park her RV on city streets during the day. But she said the exhausting and expensive hassle is worth it, in exchange for the help getting housing. “Every sacrifice comes with something good in the future, so that’s what we hope,” she said.\u003c/p>\n\u003cp>For Ortiz, that something good is the stability of a regular apartment for her and for her sister and two-year-old nephew, both of whom Ortiz is also supporting.\u003c/p>\n\u003cp>There are safe parking lot programs in San Jose, Oakland, San Diego, L.A. and, the granddaddy of them all, Santa Barbara, the first to set up safe parking in 2004. That program has provided the model others have copied, typically run by local nonprofit groups and faith-based partners.\u003c/p>\n\u003cp>While many cities are in the process of developing similar programs, all eyes are on Sacramento to see if that proposed safe parking mandate gets to the Governor’s desk and requires it of all cities.\u003c/p>\n\u003cp>It’s unusual for a small city like East Palo Alto to commit to being part of the solution to the housing crisis. But, Garcia said, “It’s going to take local solutions. It’s going to take county solutions, regional solutions. Because it’s a big problem.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As the housing crisis wears on, a proposed state bill attempts to help the growing number of people forced to live in their cars. But some cities aren’t waiting; they’re doing it themselves.\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201920200AB891\" target=\"_blank\" rel=\"noopener\">AB 891,\u003c/a> by Assemblywoman \u003ca href=\"https://a62.asmdc.org\" target=\"_blank\" rel=\"noopener\">Autumn Burke\u003c/a>, D-El Segundo, would require any city or county with more than 330,000 people establish “safe parking” for those living in their vehicles by June 1, 2022. It’s a concept that’s met with success, albeit on a small scale, around the state already — like in East Palo Alto.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>On a recent Saturday night, a local Christian group called the Sovereign Band provided live entertainment for about 50 special dinner guests, all of them clients of the nonprofit organization \u003ca href=\"https://projectwehope.org\" target=\"_blank\" rel=\"noopener\">Project We Hope\u003c/a>. We Hope runs several programs for East Palo Alto, including, as of May 1, its safe parking pilot program.\u003c/p>\n\u003cp>“Currently, we have 16 RVs, most of them families. Families first, seniors next, disabled, veterans and then everybody else,” said We Hope’s Associate Director Alicia Garcia.\u003c/p>\n\u003cp>Thanks to soaring rents, the RV population on local streets has grown to an estimated 50 vehicles. So why is Project We Hope only hosting 16 of them?\u003c/p>\n\u003cp>For one thing, safe parking is not cheap. East Palo Alto is a modest city, especially compared to its phenomenally wealthy neighbors, like Palo Alto and Menlo Park. But East Palo Alto is picking up the $300,00 annual tab for this pilot program and providing the property it sits on.\u003c/p>\n\u003cp>Garcia argues A) there will never be a 100% adoption rate on the part of RV dwellers for any safe parking program, and B) transition to permanent housing is built into the safe parking concept, so new spots should open up on a regular basis.\u003c/p>\n\u003cfigure id=\"attachment_11764751\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11764751\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/07/RS38289_Photo-Jun-15-6-18-42-PM-qut.jpg\" alt=\"Project We Hope runs a number of official services for the homeless residents of East Palo Alto, including a homeless shelter, a mobile shower and laundry service, and safe parking. The non-profit also hosts occasional dinners for clients, featuring free food and entertainment.\" width=\"1920\" height=\"1193\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38289_Photo-Jun-15-6-18-42-PM-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38289_Photo-Jun-15-6-18-42-PM-qut-160x99.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38289_Photo-Jun-15-6-18-42-PM-qut-800x497.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38289_Photo-Jun-15-6-18-42-PM-qut-1020x634.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38289_Photo-Jun-15-6-18-42-PM-qut-1200x746.jpg 1200w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Project We Hope runs a number of official services for the homeless residents of East Palo Alto, including a shelter, a mobile shower and laundry service, and the safe parking. The non-profit also hosts occasional dinners for clients, featuring free food and entertainment. \u003ccite>(Rachael Myrow/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As with most safe parking programs in California, case managers in East Palo Alto help program participants get a stationary roof over their heads. “We’ve already gotten two families into housing. And we’ve gotten several other families on housing lists, because that’s part of the secret, the secret sauce, right? Is to get people on as many housing lists as possible,” said Garcia.\u003c/p>\n\u003cp>People commonly ask whether the RV dwellers are local and, if so, whether they’re willing to relocate to cheaper parts of the world. Garcia explains that those who sign up for safe parking agree to aim for housing outside of their vehicles, but typically their jobs are nearby and their children, if they have them, attend local schools. Senior citizens may not be constrained in the same way, but they often feel compelled to stay close to their social support networks.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Randolph Allen Parker, 74, was one of the first to sign up for the We Hope safe parking program. He takes great pride in his ’89 Ford Econoline. “Custom classic! That thing has a sit-down toilet in it, a shower that you get in, two closets for clothes and a microwave oven, built in from the factory.”\u003c/p>\n\u003cp>Pride aside, Parker said life on the streets is dangerous for him and his camper van. It’s been hit twice when he was parked. He’s happy for the help getting a real roof over his head, as well as the other services that are standard for safe parking programs in California, like free security, restrooms and showers.\u003c/p>\n\u003cp>“We Hope is like a warm light in dark and stormy times. I got nothing but praise for them and what they’re doing,” he said.\u003c/p>\n\u003cfigure id=\"attachment_11764760\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11764760\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/07/RS38291_Photo-Jun-15-7-10-15-PM-qut.jpg\" alt=\"Like many cities that run safe parking programs in California, East Palo Alto also has an RV parking ban in place, in this case, overnight for vehicles not on the waiting list for safe parking. \" width=\"1920\" height=\"1341\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38291_Photo-Jun-15-7-10-15-PM-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38291_Photo-Jun-15-7-10-15-PM-qut-160x112.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38291_Photo-Jun-15-7-10-15-PM-qut-800x559.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38291_Photo-Jun-15-7-10-15-PM-qut-1020x712.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/RS38291_Photo-Jun-15-7-10-15-PM-qut-1200x838.jpg 1200w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Like many cities that run safe parking programs in California, East Palo Alto also has an RV parking ban in place. In this case, it’s overnight for vehicles not on the waiting list for safe parking. \u003ccite>(Rachael Myrow/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>According to this year’s San Mateo County one-day homeless count and survey, of the 1,512 people experiencing homelessness on Jan. 30, 901 were found living on streets, in cars and in RVs, as opposed to in emergency shelters and transitional housing programs.\u003c/p>\n\u003cp>Project We Hope’s safe parking program is taking in people fleeing much wealthier cities nearby, like Menlo Park and Mountain View. Take Judith Ortiz, who lived in Mountain View for 18 years before her landlord doubled the rent. “I was paying $1,300 for two bedrooms, and it was going to be $2,200 after remodel,” she said.\u003c/p>\n\u003cp>Ortiz plowed into her savings, bought an old RV, fixed it up and then started looking for places to park. She had a cousin in East Palo Alto, but upon arrival, came up against a neighbor who didn’t want her parked outside his house. “She called the cop the first night that I arrived with the RV. I just got here. I just got here, like 20 minutes ago!”\u003c/p>\n\u003cp>Like many cities that run safe parking programs in California, East Palo Alto doesn’t currently provide parking during the day—only from 7:30 p.m. to 7 a.m. That means Ortiz has to park her RV on city streets during the day. But she said the exhausting and expensive hassle is worth it, in exchange for the help getting housing. “Every sacrifice comes with something good in the future, so that’s what we hope,” she said.\u003c/p>\n\u003cp>For Ortiz, that something good is the stability of a regular apartment for her and for her sister and two-year-old nephew, both of whom Ortiz is also supporting.\u003c/p>\n\u003cp>There are safe parking lot programs in San Jose, Oakland, San Diego, L.A. and, the granddaddy of them all, Santa Barbara, the first to set up safe parking in 2004. That program has provided the model others have copied, typically run by local nonprofit groups and faith-based partners.\u003c/p>\n\u003cp>While many cities are in the process of developing similar programs, all eyes are on Sacramento to see if that proposed safe parking mandate gets to the Governor’s desk and requires it of all cities.\u003c/p>\n\u003cp>It’s unusual for a small city like East Palo Alto to commit to being part of the solution to the housing crisis. But, Garcia said, “It’s going to take local solutions. It’s going to take county solutions, regional solutions. Because it’s a big problem.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Long commutes, traffic woes and calls for more mass transit solutions. As the Bay Area gets bigger, the transportation problems \u003ca href=\"https://www.kqed.org/news/11735138/silicon-valley-leadership-group-polls-housing-traffic-taxes\" target=\"_blank\" rel=\"noopener\">seem to be getting worse\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/author/danbrekke\" target=\"_blank\" rel=\"noopener\">Dan Brekke\u003c/a>, KQED’s resident and self-proclaimed transportation nerd, participated in a \u003ca href=\"https://www.reddit.com/r/bayarea/comments/ckrvj6/im_dan_brekke_reporter_with_kqed_the_bay_areas/?sort=new\" target=\"_blank\" rel=\"noopener\">Reddit AMA\u003c/a> Thursday to answer all of your burning transportation questions, from what the worst commutes are, to the future of public transit in the Bay Area.\u003c/p>\n\u003cp>Below are some highlights from the AMA, which have been edited and condensed for length and clarity.\u003c/p>\n\u003ch2>What is the worst commute you know about?\u003c/h2>\n\u003cp>Aren’t they all pretty bad? I mean, just about every bridge approach is stacked up well before dawn, and they often stay that way most of the day.\u003c/p>\n\u003cp>That said, my idea of the number one grimmest commute is the westbound trip from San Joaquin County (Stockton, Tracy, Patterson, etc.) across the Altamont Pass on I-580. It’s a long, long journey — a genuine supercommute in Census Bureau lingo — and if you listen to the morning traffic reports, it seems to slow to a crawl by 5 or 5:30 a.m. every day. The trip back east in the evening is epic, too, and many drivers figure they’re going to outsmart the crowd and take to some of the back roads — Tesla/Corral Hollow and Patterson Pass — to get back to the San Joaquin Valley. Problem is those roads are narrow and full of twists and turns, but people are driving them pretty hard anyway.\u003c/p>\n\u003cp>If you want a more objective answer to the question, the Metropolitan Transportation Commission ranks the \u003ca href=\"https://mtc.ca.gov/sites/default/files/top_10_congestion_locations-2017.pdf\" target=\"_blank\" rel=\"noopener\">top 10\u003c/a> and top 50 most congested locations in the Bay Area.\u003c/p>\n\u003cfigure id=\"attachment_11765036\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11765036\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS5403_015-800x533.jpg\" alt='\"Is it ever going to get better?\" Dan Brekke tackled questions about Bay Area traffic during his Reddit AMA. ' width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015.jpg 1500w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">“Is it ever going to get better?” Dan Brekke tackled your burning questions about Bay Area traffic during his Reddit AMA. \u003ccite>(Deborah Svoboda)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>What are the biggest blockers to getting out of this traffic situation?\u003c/h2>\n\u003cp>The first thing that comes to mind is the fact we have so many different transit agencies — more than two dozen — and so many different government entities to coordinate. It has never really gone well, and the agency that manages federal and state funding for our regional projects — the Metropolitan Transportation Commission — must balance the scores (or hundreds) of local interests that compete for transportation cash.\u003c/p>\n\u003cp>Funding is always an issue, too, although Bay Area voters have proved pretty willing to get on board with sales taxes, parcel taxes, higher bridge tolls and other levies to help solve the many challenges we’re facing.\u003c/p>\n\u003cp>Then there’s the time it takes to get stuff built and online: There’s a consensus that the multiple levels of environmental and other regulatory approvals that are typically needed to build a project take a lot of time and extend the time it takes to build projects and adds to their expense.\u003c/p>\n\u003cp>That’s not always the case, though — the current Caltrain electrification project is an example of a project that secured funding and began work relatively quickly.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2>Is it ever going to get better?\u003c/h2>\n\u003cp>It will. But don’t ask me when, exactly.\u003c/p>\n\u003cp>I’m sure we’ve all had the experience of being stuck in freeway traffic for no perceptible reason. But the reason is riding right there in the car with us — especially if you’re a solo driver. This is an incredibly attractive place to live still, even with all the seemingly intractable problems (housing costs, housing availability, homelessness, environmental decline) we face, and the reason we’re stuck in traffic is there are simply too many people just like us who want to be here.\u003c/p>\n\u003cp>Not to sermonize too much, things will get better when we all look at what we can do to improve the situation and act on it.\u003c/p>\n\u003cfigure id=\"attachment_11765042\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11765042\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS6029_bartnostrike20130804-800x536.jpg\" alt=\"KQED's resident transit expert, Dan Brekke, answered your Bay Area transit questions, and many of them including questions about the future of BART and potential expansions.\" width=\"800\" height=\"536\">\u003cfigcaption class=\"wp-caption-text\">KQED’s resident transit expert, Dan Brekke, answered your Bay Area transit questions, and many of them were questions about the future of BART and potential expansions. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>How optimistic does it look to get more BART coverage in our lifetime? Like more places in the East Bay or San Francisco, or through the Peninsula to San Jose?\u003c/h2>\n\u003cp>That all depends on your life expectancy.\u003c/p>\n\u003cp>I doubt we’ll see BART going all the way down the Peninsula in the next decade or so. \u003c/p>\n\u003cp>One of the main reasons you’re unlikely to see BART extended down the Peninsula to San Jose is that for the time being at least, the agency seems to be more interested in investing in its core system rather than taking on new extensions. The most recent evidence of that change in thinking is the board’s decision to scrap a plan to build an expensive new extension to Livermore. Also, there’s an issue of redundancy — Caltrain is already in the corridor and in the process of beefing up its service.\u003c/p>\n\u003cp>Over the longer term, maybe the story will be different in the East Bay. As part of the planning for a second transbay crossing — likely a second rail tube — some planners have been sketching out new BART lines that would parallel and supplement the existing service.\u003c/p>\n\u003cp>Of course, you’re not going to wake up tomorrow morning, or probably any morning for years to come, before plans like that become reality.\u003c/p>\n\u003ch2>What is the very best cheese?\u003c/h2>\n\u003cp>Point Reyes Blue. Spread onto Acme’s cranberry walnut bread.\u003c/p>\n\u003cp>\u003cem>Dan Brekke answered many, many more of your transit questions, and you can \u003ca href=\"https://www.reddit.com/r/bayarea/comments/ckrvj6/im_dan_brekke_reporter_with_kqed_the_bay_areas\" target=\"_blank\" rel=\"noopener\">read all the answers here\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "From BART expansions to questions about bundled passes and ferry service, Bay Area commuters submitted their top questions to Dan Brekke during our Reddit AMA. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Long commutes, traffic woes and calls for more mass transit solutions. As the Bay Area gets bigger, the transportation problems \u003ca href=\"https://www.kqed.org/news/11735138/silicon-valley-leadership-group-polls-housing-traffic-taxes\" target=\"_blank\" rel=\"noopener\">seem to be getting worse\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/author/danbrekke\" target=\"_blank\" rel=\"noopener\">Dan Brekke\u003c/a>, KQED’s resident and self-proclaimed transportation nerd, participated in a \u003ca href=\"https://www.reddit.com/r/bayarea/comments/ckrvj6/im_dan_brekke_reporter_with_kqed_the_bay_areas/?sort=new\" target=\"_blank\" rel=\"noopener\">Reddit AMA\u003c/a> Thursday to answer all of your burning transportation questions, from what the worst commutes are, to the future of public transit in the Bay Area.\u003c/p>\n\u003cp>Below are some highlights from the AMA, which have been edited and condensed for length and clarity.\u003c/p>\n\u003ch2>What is the worst commute you know about?\u003c/h2>\n\u003cp>Aren’t they all pretty bad? I mean, just about every bridge approach is stacked up well before dawn, and they often stay that way most of the day.\u003c/p>\n\u003cp>That said, my idea of the number one grimmest commute is the westbound trip from San Joaquin County (Stockton, Tracy, Patterson, etc.) across the Altamont Pass on I-580. It’s a long, long journey — a genuine supercommute in Census Bureau lingo — and if you listen to the morning traffic reports, it seems to slow to a crawl by 5 or 5:30 a.m. every day. The trip back east in the evening is epic, too, and many drivers figure they’re going to outsmart the crowd and take to some of the back roads — Tesla/Corral Hollow and Patterson Pass — to get back to the San Joaquin Valley. Problem is those roads are narrow and full of twists and turns, but people are driving them pretty hard anyway.\u003c/p>\n\u003cp>If you want a more objective answer to the question, the Metropolitan Transportation Commission ranks the \u003ca href=\"https://mtc.ca.gov/sites/default/files/top_10_congestion_locations-2017.pdf\" target=\"_blank\" rel=\"noopener\">top 10\u003c/a> and top 50 most congested locations in the Bay Area.\u003c/p>\n\u003cfigure id=\"attachment_11765036\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11765036\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS5403_015-800x533.jpg\" alt='\"Is it ever going to get better?\" Dan Brekke tackled questions about Bay Area traffic during his Reddit AMA. ' width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RS5403_015.jpg 1500w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">“Is it ever going to get better?” Dan Brekke tackled your burning questions about Bay Area traffic during his Reddit AMA. \u003ccite>(Deborah Svoboda)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>What are the biggest blockers to getting out of this traffic situation?\u003c/h2>\n\u003cp>The first thing that comes to mind is the fact we have so many different transit agencies — more than two dozen — and so many different government entities to coordinate. It has never really gone well, and the agency that manages federal and state funding for our regional projects — the Metropolitan Transportation Commission — must balance the scores (or hundreds) of local interests that compete for transportation cash.\u003c/p>\n\u003cp>Funding is always an issue, too, although Bay Area voters have proved pretty willing to get on board with sales taxes, parcel taxes, higher bridge tolls and other levies to help solve the many challenges we’re facing.\u003c/p>\n\u003cp>Then there’s the time it takes to get stuff built and online: There’s a consensus that the multiple levels of environmental and other regulatory approvals that are typically needed to build a project take a lot of time and extend the time it takes to build projects and adds to their expense.\u003c/p>\n\u003cp>That’s not always the case, though — the current Caltrain electrification project is an example of a project that secured funding and began work relatively quickly.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>Is it ever going to get better?\u003c/h2>\n\u003cp>It will. But don’t ask me when, exactly.\u003c/p>\n\u003cp>I’m sure we’ve all had the experience of being stuck in freeway traffic for no perceptible reason. But the reason is riding right there in the car with us — especially if you’re a solo driver. This is an incredibly attractive place to live still, even with all the seemingly intractable problems (housing costs, housing availability, homelessness, environmental decline) we face, and the reason we’re stuck in traffic is there are simply too many people just like us who want to be here.\u003c/p>\n\u003cp>Not to sermonize too much, things will get better when we all look at what we can do to improve the situation and act on it.\u003c/p>\n\u003cfigure id=\"attachment_11765042\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11765042\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS6029_bartnostrike20130804-800x536.jpg\" alt=\"KQED's resident transit expert, Dan Brekke, answered your Bay Area transit questions, and many of them including questions about the future of BART and potential expansions.\" width=\"800\" height=\"536\">\u003cfigcaption class=\"wp-caption-text\">KQED’s resident transit expert, Dan Brekke, answered your Bay Area transit questions, and many of them were questions about the future of BART and potential expansions. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>How optimistic does it look to get more BART coverage in our lifetime? Like more places in the East Bay or San Francisco, or through the Peninsula to San Jose?\u003c/h2>\n\u003cp>That all depends on your life expectancy.\u003c/p>\n\u003cp>I doubt we’ll see BART going all the way down the Peninsula in the next decade or so. \u003c/p>\n\u003cp>One of the main reasons you’re unlikely to see BART extended down the Peninsula to San Jose is that for the time being at least, the agency seems to be more interested in investing in its core system rather than taking on new extensions. The most recent evidence of that change in thinking is the board’s decision to scrap a plan to build an expensive new extension to Livermore. Also, there’s an issue of redundancy — Caltrain is already in the corridor and in the process of beefing up its service.\u003c/p>\n\u003cp>Over the longer term, maybe the story will be different in the East Bay. As part of the planning for a second transbay crossing — likely a second rail tube — some planners have been sketching out new BART lines that would parallel and supplement the existing service.\u003c/p>\n\u003cp>Of course, you’re not going to wake up tomorrow morning, or probably any morning for years to come, before plans like that become reality.\u003c/p>\n\u003ch2>What is the very best cheese?\u003c/h2>\n\u003cp>Point Reyes Blue. Spread onto Acme’s cranberry walnut bread.\u003c/p>\n\u003cp>\u003cem>Dan Brekke answered many, many more of your transit questions, and you can \u003ca href=\"https://www.reddit.com/r/bayarea/comments/ckrvj6/im_dan_brekke_reporter_with_kqed_the_bay_areas\" target=\"_blank\" rel=\"noopener\">read all the answers here\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "a-complete-joke-bart-riders-pan-new-pop-up-fare-gates-at-fruitvale-station",
"title": "'A Complete Joke': BART Riders Pan New 'Pop-Up' Fare Gates at Fruitvale Station",
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"headTitle": "‘A Complete Joke’: BART Riders Pan New ‘Pop-Up’ Fare Gates at Fruitvale Station | KQED",
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"content": "\u003cp>My survey was informal and unscientific, but the results were nevertheless definitive: None — not one — of the 20-some BART passengers I queried as they entered or exited Fruitvale Station on a recent weekday afternoon thought the new ticket-gate prototypes would do a thing to prevent fare evasion.\u003c/p>\n\u003cp>“I thought they were going to be higher,” said Don Walker, an Oakland native. “If someone really wants to jump the fare gate, they will. I’m 62 years old and I could pole-vault over there right now.”\u003c/p>\n\u003cp>As if on cue, a shirtless man approached the gate, took a step back, and vaulted cleanly over the roughly 4-inch metal plates protruding from the middle of the gates.\u003c/p>\n\u003cp>“This sh– don’t work,” he said on landing, then walked briskly toward the stairs leading up to the platform.\u003c/p>\n\u003cp>“People are still going to find a way through,” said Tre Holland, as he reached for his Clipper card. “People still gonna do what they want. It is what it is.”\u003c/p>\n\u003cp>BART estimates that it loses as much as $25 million a year to fare evasion, and has taken measures since early last year to stem what it calls “an epidemic” that creates a perception of lawlessness among paying riders.\u003c/p>\n\u003cp>The agency has deployed a small team of fare inspectors who rove stations and trains and require passengers to show proof of payment, an effort backed up by intermittent fare enforcement sweeps at some stations.\u003c/p>\n\u003cp>Last winter BART also \u003ca href=\"https://www.bart.gov/about/projects/fare-evasion\" target=\"_blank\" rel=\"noopener\">retrofitted existing fare gates\u003c/a> at several stations, including Embarcadero and Antioch, increasing the air pressure used to cinch the barrier closed in an effort to thwart forced entry.\u003c/p>\n\u003cp>In June, it installed its first prototype of a more dramatically modified fare gate, at Richmond Station — a set of double-decker wedges that open and close at waist and chest level, and on Twitter were quickly dubbed “skull-crushers.”\u003c/p>\n\u003cp>“They need to rebuild them like they do it in France,” said Karen Marie Schroeder, referring to the full-length glass gates in the Paris Metro. She glanced at the new gates at Fruitvale and admitted she hadn’t even initially noticed the difference. “This is just a ridiculous system.”\u003c/p>\n\u003cp>https://twitter.com/jef_poskanzer/status/1152751258517688321\u003c/p>\n\u003cp>The model being tested at Fruitvale, which social media critics have called, among other things, the “reverse guillotine,” was installed in mid-July. When the original orange triangular-wedged fare gate arms snap closed, a slanted metal plate, resembling a shark’s fin, pops out of the top, switchblade-style, slightly raising the clearance height. It drops down again when the arms open.\u003c/p>\n\u003cp>https://youtu.be/3XImFeBrctw\u003c/p>\n\u003cp>Yet, over the course of an hour, I counted at least 15 fare evaders. A few jumped over the gates, while the rest “piggybacked” behind paying customers or simply strolled through the emergency gate next to the agent’s booth after reaching over the top and hitting the release bar to open it.\u003c/p>\n\u003cp>During that time, not one person was stopped or questioned, and no BART police officers were visible in the immediate vicinity.\u003c/p>\n\u003cp>“It’s so frustrating,” said a BART station agent who didn’t want her name used because, she said, she was not technically allowed to speak to the press. “That gate doesn’t stop anybody. This is just a complete joke. We look like we have egg on our face.”\u003c/p>\n\u003cp>In the weeks since they were installed, she said, the metal plates have consistently malfunctioned, requiring ongoing visits from repair crews — including one that was busy trying to fix several damaged gates while I was there. Some gates appeared to function only intermittently, to the seeming bewilderment of some riders as they tried to legitimately enter the station.\u003c/p>\n\u003cfigure id=\"attachment_11763982\" class=\"wp-caption alignnone\" style=\"max-width: 1843px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/07/BART-2-e1564427524208.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11763982 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/07/BART-2-e1564598670547.jpg\" alt=\"\" width=\"1843\" height=\"1132\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART-2-e1564598670547.jpg 1843w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART-2-e1564598670547-160x98.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART-2-e1564598670547-800x491.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART-2-e1564598670547-1020x627.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART-2-e1564598670547-1200x737.jpg 1200w\" sizes=\"(max-width: 1843px) 100vw, 1843px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A man reaches over the emergency gate to open it and walk through without paying his fare, directly in front of the station agent. \u003ccite>(Matthew Green/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The agent said in the 25 years she’s worked for BART, she’s never seen fare evasion as bad as it has been in recent years.\u003c/p>\n\u003cp>“I mean, look, it’s a free-for-all. You can do whatever you want,” she said, scowling, as a man leisurely walked through the swinging door directly in front of her. “And we’re not allowed to say anything. … That’s why they’re doing it.”\u003c/p>\n\u003cp>In an effort to prevent assaults on station agents, BART prohibits them from confronting fare evaders. Some agents page the police when they see a violation, but even that, said the Fruitvale agent, is now discouraged.\u003c/p>\n\u003cp>“It’s grown so much, it’s honestly the norm. I’m really surprised people are still paying at all,” she said. And, she thinks, it will only get worse when BART raises fares in January. “[BART is] always crying poor, and here’s a lot of their money.”\u003c/p>\n\u003cp>She described seeing a well-dressed man in a suit and tie walk through the gate every day for months. When he finally got caught and slapped with a $75 ticket, he told the inspector he’d be glad to pay it, given all the money he’d saved from the free rides.\u003c/p>\n\u003cp>The prototypes at Richmond and Fruitvale stations have been lambasted on social media as examples of “\u003ca href=\"https://www.kqed.org/arts/13861966/barts-fare-evasion-crackdown-exposes-the-deadly-elegance-of-hostile-design\">hostile design\u003c/a>” that alienates the poor and people with disabilities. Some critics have also questioned BART’s decision to test them at two stations with high rates of minority ridership.\u003c/p>\n\u003cp>“Don’t like it,” said a young man who had literally just walked through the door without paying. “Psychologically, it’s messed up. You don’t see these in Pleasanton. It’s gentrification.”\u003c/p>\n\u003cp>BART emphasizes that both are pilots that were thoughtfully designed by in-house engineers and vetted for safety. And because they’re built into the existing fare gates, they’re significantly more affordable than a wholesale replacement of the 600 fare gates in the system, which the agency estimates could cost as much as $200 million\u003cstrong>.\u003c/strong> By contrast, the two prototypes were about $200,000 to build and install, said BART spokeswoman Alicia Trost.\u003c/p>\n\u003cp>“First, they are a pilot,” Trost said. “The idea is, what can we do to prevent people from hopping over the gate or pushing through? And so we are monitoring it very closely and talking with station managers.”\u003c/p>\n\u003cp>Trost said the new designs are in part a response to a recent survey of riders, who overwhelmingly expressed concern about fare evasion and the uptick in theft, vagrancy and drug use they believe is linked to it.\u003c/p>\n\u003cfigure id=\"attachment_11764575\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/07/BART3-2.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11764575\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/07/BART3-2.jpg\" alt=\"\" width=\"1920\" height=\"1440\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2-1200x900.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2-1832x1374.jpg 1832w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2-1376x1032.jpg 1376w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2-1044x783.jpg 1044w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2-632x474.jpg 632w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2-536x402.jpg 536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART repair crew fixing one of the new gate prototypes at Fruitvale Station. \u003ccite>(Matthew Green/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART chose to pilot the prototypes at Richmond and Fruitvale stations based on factors like passenger volume and the number of ticket-gate arrays, Trost said. (Fruitvale, for instance, has only one set of gates and Richmond is a relatively low-traffic station). Reports from station agents of high rates of fare evasion at those stations also factored into the decision, she said.\u003c/p>\n\u003cp>BART’s board will ultimately vote on how to proceed with a larger overhaul of gates throughout the system, Trost said, although it’s not clear when that decision will be made.\u003c/p>\n\u003cp>“One of the realities of BART is that we don’t get the same level of government subsidies as many other transit agencies,” Trost said, noting that more than 75% of operating costs are paid by fares. “That’s how much we rely on fares, and why we have to get a handle on it. Without fares, we can’t pay for service.”\u003c/p>\n\u003cp>And while it would be effective to have a police officer stationed at every set of fare gates, she added, that’s simply not feasible. There just aren’t enough of them.\u003c/p>\n\u003cp>“We just added 19 new [police officer] positions for this fiscal year,” she said. “But we’ll never have enough officers to be at every station. Our officers remain very mobile.”\u003c/p>\n\u003cp>Back at Fruitvale Station, I lingered to watch a handful more riders beat the fare.\u003c/p>\n\u003cp>“It’s not going to work,” said a young woman, assessing BART’s latest strategy, as she stood in front of the gate, shuffling through her handbag. She waited for a paying passenger to come in and then quickly piggybacked through the gate behind him.\u003c/p>\n\u003cp>On the other side, she looked back at me with a sly grin.\u003c/p>\n\u003cp>“See,” she said. And then she hustled to catch her train.\u003cbr>\n[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Over the course of an hour, I counted no less than 15 fare evaders. A few jumped over the gates, the rest either \"piggybacked\" behind paying customers or just walked through the swinging gate next to the agent's booth.",
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"title": "'A Complete Joke': BART Riders Pan New 'Pop-Up' Fare Gates at Fruitvale Station | KQED",
"description": "Over the course of an hour, I counted no less than 15 fare evaders. A few jumped over the gates, the rest either "piggybacked" behind paying customers or just walked through the swinging gate next to the agent's booth.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>My survey was informal and unscientific, but the results were nevertheless definitive: None — not one — of the 20-some BART passengers I queried as they entered or exited Fruitvale Station on a recent weekday afternoon thought the new ticket-gate prototypes would do a thing to prevent fare evasion.\u003c/p>\n\u003cp>“I thought they were going to be higher,” said Don Walker, an Oakland native. “If someone really wants to jump the fare gate, they will. I’m 62 years old and I could pole-vault over there right now.”\u003c/p>\n\u003cp>As if on cue, a shirtless man approached the gate, took a step back, and vaulted cleanly over the roughly 4-inch metal plates protruding from the middle of the gates.\u003c/p>\n\u003cp>“This sh– don’t work,” he said on landing, then walked briskly toward the stairs leading up to the platform.\u003c/p>\n\u003cp>“People are still going to find a way through,” said Tre Holland, as he reached for his Clipper card. “People still gonna do what they want. It is what it is.”\u003c/p>\n\u003cp>BART estimates that it loses as much as $25 million a year to fare evasion, and has taken measures since early last year to stem what it calls “an epidemic” that creates a perception of lawlessness among paying riders.\u003c/p>\n\u003cp>The agency has deployed a small team of fare inspectors who rove stations and trains and require passengers to show proof of payment, an effort backed up by intermittent fare enforcement sweeps at some stations.\u003c/p>\n\u003cp>Last winter BART also \u003ca href=\"https://www.bart.gov/about/projects/fare-evasion\" target=\"_blank\" rel=\"noopener\">retrofitted existing fare gates\u003c/a> at several stations, including Embarcadero and Antioch, increasing the air pressure used to cinch the barrier closed in an effort to thwart forced entry.\u003c/p>\n\u003cp>In June, it installed its first prototype of a more dramatically modified fare gate, at Richmond Station — a set of double-decker wedges that open and close at waist and chest level, and on Twitter were quickly dubbed “skull-crushers.”\u003c/p>\n\u003cp>“They need to rebuild them like they do it in France,” said Karen Marie Schroeder, referring to the full-length glass gates in the Paris Metro. She glanced at the new gates at Fruitvale and admitted she hadn’t even initially noticed the difference. “This is just a ridiculous system.”\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The model being tested at Fruitvale, which social media critics have called, among other things, the “reverse guillotine,” was installed in mid-July. When the original orange triangular-wedged fare gate arms snap closed, a slanted metal plate, resembling a shark’s fin, pops out of the top, switchblade-style, slightly raising the clearance height. It drops down again when the arms open.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/3XImFeBrctw'\n title='//www.youtube.com/embed/3XImFeBrctw'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>Yet, over the course of an hour, I counted at least 15 fare evaders. A few jumped over the gates, while the rest “piggybacked” behind paying customers or simply strolled through the emergency gate next to the agent’s booth after reaching over the top and hitting the release bar to open it.\u003c/p>\n\u003cp>During that time, not one person was stopped or questioned, and no BART police officers were visible in the immediate vicinity.\u003c/p>\n\u003cp>“It’s so frustrating,” said a BART station agent who didn’t want her name used because, she said, she was not technically allowed to speak to the press. “That gate doesn’t stop anybody. This is just a complete joke. We look like we have egg on our face.”\u003c/p>\n\u003cp>In the weeks since they were installed, she said, the metal plates have consistently malfunctioned, requiring ongoing visits from repair crews — including one that was busy trying to fix several damaged gates while I was there. Some gates appeared to function only intermittently, to the seeming bewilderment of some riders as they tried to legitimately enter the station.\u003c/p>\n\u003cfigure id=\"attachment_11763982\" class=\"wp-caption alignnone\" style=\"max-width: 1843px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/07/BART-2-e1564427524208.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11763982 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/07/BART-2-e1564598670547.jpg\" alt=\"\" width=\"1843\" height=\"1132\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART-2-e1564598670547.jpg 1843w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART-2-e1564598670547-160x98.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART-2-e1564598670547-800x491.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART-2-e1564598670547-1020x627.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART-2-e1564598670547-1200x737.jpg 1200w\" sizes=\"(max-width: 1843px) 100vw, 1843px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A man reaches over the emergency gate to open it and walk through without paying his fare, directly in front of the station agent. \u003ccite>(Matthew Green/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The agent said in the 25 years she’s worked for BART, she’s never seen fare evasion as bad as it has been in recent years.\u003c/p>\n\u003cp>“I mean, look, it’s a free-for-all. You can do whatever you want,” she said, scowling, as a man leisurely walked through the swinging door directly in front of her. “And we’re not allowed to say anything. … That’s why they’re doing it.”\u003c/p>\n\u003cp>In an effort to prevent assaults on station agents, BART prohibits them from confronting fare evaders. Some agents page the police when they see a violation, but even that, said the Fruitvale agent, is now discouraged.\u003c/p>\n\u003cp>“It’s grown so much, it’s honestly the norm. I’m really surprised people are still paying at all,” she said. And, she thinks, it will only get worse when BART raises fares in January. “[BART is] always crying poor, and here’s a lot of their money.”\u003c/p>\n\u003cp>She described seeing a well-dressed man in a suit and tie walk through the gate every day for months. When he finally got caught and slapped with a $75 ticket, he told the inspector he’d be glad to pay it, given all the money he’d saved from the free rides.\u003c/p>\n\u003cp>The prototypes at Richmond and Fruitvale stations have been lambasted on social media as examples of “\u003ca href=\"https://www.kqed.org/arts/13861966/barts-fare-evasion-crackdown-exposes-the-deadly-elegance-of-hostile-design\">hostile design\u003c/a>” that alienates the poor and people with disabilities. Some critics have also questioned BART’s decision to test them at two stations with high rates of minority ridership.\u003c/p>\n\u003cp>“Don’t like it,” said a young man who had literally just walked through the door without paying. “Psychologically, it’s messed up. You don’t see these in Pleasanton. It’s gentrification.”\u003c/p>\n\u003cp>BART emphasizes that both are pilots that were thoughtfully designed by in-house engineers and vetted for safety. And because they’re built into the existing fare gates, they’re significantly more affordable than a wholesale replacement of the 600 fare gates in the system, which the agency estimates could cost as much as $200 million\u003cstrong>.\u003c/strong> By contrast, the two prototypes were about $200,000 to build and install, said BART spokeswoman Alicia Trost.\u003c/p>\n\u003cp>“First, they are a pilot,” Trost said. “The idea is, what can we do to prevent people from hopping over the gate or pushing through? And so we are monitoring it very closely and talking with station managers.”\u003c/p>\n\u003cp>Trost said the new designs are in part a response to a recent survey of riders, who overwhelmingly expressed concern about fare evasion and the uptick in theft, vagrancy and drug use they believe is linked to it.\u003c/p>\n\u003cfigure id=\"attachment_11764575\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/07/BART3-2.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11764575\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/07/BART3-2.jpg\" alt=\"\" width=\"1920\" height=\"1440\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2-1200x900.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2-1832x1374.jpg 1832w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2-1376x1032.jpg 1376w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2-1044x783.jpg 1044w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2-632x474.jpg 632w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/07/BART3-2-536x402.jpg 536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART repair crew fixing one of the new gate prototypes at Fruitvale Station. \u003ccite>(Matthew Green/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART chose to pilot the prototypes at Richmond and Fruitvale stations based on factors like passenger volume and the number of ticket-gate arrays, Trost said. (Fruitvale, for instance, has only one set of gates and Richmond is a relatively low-traffic station). Reports from station agents of high rates of fare evasion at those stations also factored into the decision, she said.\u003c/p>\n\u003cp>BART’s board will ultimately vote on how to proceed with a larger overhaul of gates throughout the system, Trost said, although it’s not clear when that decision will be made.\u003c/p>\n\u003cp>“One of the realities of BART is that we don’t get the same level of government subsidies as many other transit agencies,” Trost said, noting that more than 75% of operating costs are paid by fares. “That’s how much we rely on fares, and why we have to get a handle on it. Without fares, we can’t pay for service.”\u003c/p>\n\u003cp>And while it would be effective to have a police officer stationed at every set of fare gates, she added, that’s simply not feasible. There just aren’t enough of them.\u003c/p>\n\u003cp>“We just added 19 new [police officer] positions for this fiscal year,” she said. “But we’ll never have enough officers to be at every station. Our officers remain very mobile.”\u003c/p>\n\u003cp>Back at Fruitvale Station, I lingered to watch a handful more riders beat the fare.\u003c/p>\n\u003cp>“It’s not going to work,” said a young woman, assessing BART’s latest strategy, as she stood in front of the gate, shuffling through her handbag. She waited for a paying passenger to come in and then quickly piggybacked through the gate behind him.\u003c/p>\n\u003cp>On the other side, she looked back at me with a sly grin.\u003c/p>\n\u003cp>“See,” she said. And then she hustled to catch her train.\u003cbr>\n\u003c/p>\u003c/div>",
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"disqusTitle": "S.F. Maps Ambitious Path to Zero Emissions by 2050",
"title": "S.F. Maps Ambitious Path to Zero Emissions by 2050",
"headTitle": "KQED News",
"content": "\u003cp>San Francisco officials laid out a sweeping plan this week for the city to reach zero net emissions by 2050.\u003c/p>\n\u003cp>The Department of the Environment on Monday presented its \u003ca href=\"https://sfenvironment.org/sites/default/files/fliers/files/sfe_focus_2030_report_july2019.pdf\" target=\"_blank\" rel=\"noopener\">broad-ranging report\u003c/a> to members of the Board of Supervisors Land Use and Transportation Committee, offering recommendations for deep greenhouse gas reductions in the city's transportation and building sectors, which together make up more than 90% of the total emissions.\u003c/p>\n\u003cp>The report serves as a road map for achieving the net-zero goals proposed by Mayor London Breed in September and announced at \u003ca href=\"https://www.kqed.org/news/11690625/s-f-mayor-london-breed-announces-ambitious-targets-ahead-of-climate-summit\" target=\"_blank\" rel=\"noopener\">the Global Climate Action Summit\u003c/a>.\u003c/p>\n\u003cp>Central to the plan is the city's mandate to supply energy exclusively from renewable energy sources within 30 years (currently, less than 70% comes from renewable sources).\u003c/p>\n\u003cp>\"If San Francisco maintains and deepens its commitment to supplying 100% renewable electricity; prioritizes low-carbon forms of mobility such as transit, walking and biking; reduces our consumption of energy; and transitions away from fossil fuels, the city could realize a 68% reduction in emissions below 1990 levels by 2030 and a 90% reduction by 2050,\" the report states.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[aside label=\"related stories\" tag=\"carbon-emissions\"]\u003c/p>\n\u003cp>The biggest emissions reduction challenge is in the transportation sector, the report notes, which is responsible for nearly half of all citywide emissions. As such, it recommends a much greater reliance on walking, biking and public transit, with the goal of 80% of all trips made without a car by 2030, and the electrification of all private cars and trucks by 2040.\u003c/p>\n\u003cp>To reduce emissions from buildings, which account for 44% of the city's total emissions — split almost evenly between commercial and residential properties — the plan calls for replacing natural gas systems with high-efficiency electric space and water heaters.\u003c/p>\n\u003cp>The report points to the progress San Francisco has already made in this area, noting the major increase in the number of energy-efficient buildings, including most city-owned properties. Despite the spike in development in the city, and the proliferation of energy-sucking electronic devices, it notes, emissions from buildings have actually declined by about half their 1990 levels.\u003c/p>\n\u003cp>“There aren’t too many surprises [in the report],\" said Charles Sheehan, a spokesman for the Department of the Environment. \"We’ve got to fuel switch in the transportation sector and fuel switch in the building sector.\"\u003c/p>\n\u003cp>The report also calls for a 15% reduction in total waste by 2030, as well as halving the amount of trash sent to landfills or incinerated by doubling down on recycling and composting.\u003c/p>\n\u003cp>But even if all those goals are met, the report notes, there are some emissions the city simply can't eliminate. To that end, it recommends capturing and storing carbon to fully reach net-zero emissions. That entails sequestering carbon by increasing the number of trees in the city, restoring ecosystems and applying more compost.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We’re going to work to get as close as zero as we possibly can, but that is very challenging work,\" said Sheehan. \"The carbon sequestration strategy — pulling carbon out of air — that’s how you get to net-zero goals.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco officials laid out a sweeping plan this week for the city to reach zero net emissions by 2050.\u003c/p>\n\u003cp>The Department of the Environment on Monday presented its \u003ca href=\"https://sfenvironment.org/sites/default/files/fliers/files/sfe_focus_2030_report_july2019.pdf\" target=\"_blank\" rel=\"noopener\">broad-ranging report\u003c/a> to members of the Board of Supervisors Land Use and Transportation Committee, offering recommendations for deep greenhouse gas reductions in the city's transportation and building sectors, which together make up more than 90% of the total emissions.\u003c/p>\n\u003cp>The report serves as a road map for achieving the net-zero goals proposed by Mayor London Breed in September and announced at \u003ca href=\"https://www.kqed.org/news/11690625/s-f-mayor-london-breed-announces-ambitious-targets-ahead-of-climate-summit\" target=\"_blank\" rel=\"noopener\">the Global Climate Action Summit\u003c/a>.\u003c/p>\n\u003cp>Central to the plan is the city's mandate to supply energy exclusively from renewable energy sources within 30 years (currently, less than 70% comes from renewable sources).\u003c/p>\n\u003cp>\"If San Francisco maintains and deepens its commitment to supplying 100% renewable electricity; prioritizes low-carbon forms of mobility such as transit, walking and biking; reduces our consumption of energy; and transitions away from fossil fuels, the city could realize a 68% reduction in emissions below 1990 levels by 2030 and a 90% reduction by 2050,\" the report states.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The biggest emissions reduction challenge is in the transportation sector, the report notes, which is responsible for nearly half of all citywide emissions. As such, it recommends a much greater reliance on walking, biking and public transit, with the goal of 80% of all trips made without a car by 2030, and the electrification of all private cars and trucks by 2040.\u003c/p>\n\u003cp>To reduce emissions from buildings, which account for 44% of the city's total emissions — split almost evenly between commercial and residential properties — the plan calls for replacing natural gas systems with high-efficiency electric space and water heaters.\u003c/p>\n\u003cp>The report points to the progress San Francisco has already made in this area, noting the major increase in the number of energy-efficient buildings, including most city-owned properties. Despite the spike in development in the city, and the proliferation of energy-sucking electronic devices, it notes, emissions from buildings have actually declined by about half their 1990 levels.\u003c/p>\n\u003cp>“There aren’t too many surprises [in the report],\" said Charles Sheehan, a spokesman for the Department of the Environment. \"We’ve got to fuel switch in the transportation sector and fuel switch in the building sector.\"\u003c/p>\n\u003cp>The report also calls for a 15% reduction in total waste by 2030, as well as halving the amount of trash sent to landfills or incinerated by doubling down on recycling and composting.\u003c/p>\n\u003cp>But even if all those goals are met, the report notes, there are some emissions the city simply can't eliminate. To that end, it recommends capturing and storing carbon to fully reach net-zero emissions. That entails sequestering carbon by increasing the number of trees in the city, restoring ecosystems and applying more compost.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We’re going to work to get as close as zero as we possibly can, but that is very challenging work,\" said Sheehan. \"The carbon sequestration strategy — pulling carbon out of air — that’s how you get to net-zero goals.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>We've heard of all sorts of reasons for service or projects at BART getting slowed down or postponed — everything from people trying to walk through the Transbay Tube to trees falling on tracks to hard-to-trace electrical gremlins.\u003c/p>\n\u003cp>And BART's escalators have had a reputation for breakdowns and long drawn-out repairs for reasons ranging from station patrons doing \u003ca href=\"https://www.sfgate.com/bayarea/article/Human-waste-shuts-down-BART-escalators-3735981.php\" target=\"_blank\" rel=\"noopener\">rude, unspeakably filthy things\u003c/a> to \u003ca href=\"https://www.kqed.org/news/10969699/at-barts-16th-mission-station-the-rapture-is-nigh\" target=\"_blank\" rel=\"noopener\">a lack of available parts\u003c/a> for the aging equipment.\u003c/p>\n\u003cp>But here's something new: BART says that an escalator upgrade at its 24th/Mission Station has been delayed for more than a month by a family of pigeons — pigeons! — that took up housekeeping right in the middle of the moving stairway's mechanical works.\u003c/p>\n\u003cp>The pigeon-prompted postponement came to this news organization's attention via a brief exchange on Twitter.\u003c/p>\n\u003cp>A patron tweeted the agency during the Monday morning commute, asking why the escalator at the northeast corner of the station remained closed a week after it was due to be replaced and back in service.\u003c/p>\n\u003cp>https://twitter.com/_meglet/status/1153328611564240897\u003c/p>\n\u003cp>The agency responded that work was halted for weeks because \"a pigeon set up a nest by the escalator and laid two eggs.\"\u003c/p>\n\u003cp>BART also said that \"by federal law, we can’t disturb an active nest and monitored the nest every day.\"\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1153346085403762690\u003c/p>\n\u003cp>It's not clear what law or regulation protects the birds — formally known as \u003ca href=\"https://www.allaboutbirds.org/guide/Rock_Pigeon/overview\" target=\"_blank\" rel=\"noopener\">rock pigeons\u003c/a>, or Columbia livia. They are among the dozens of non-native species \u003cem>not\u003c/em> protected from disturbance under the federal Migratory Bird Treaty Act.\u003c/p>\n\u003cp>\"Crews told us they had to stop work because of the nest,\" BART spokeswoman Alicia Trost said in an email Monday. \"We will inquire about which laws prompted this.\"\u003c/p>\n\u003cp>The agency added a pigeon family update, with assurances that last week \"the two hatchlings and momma pigeon flew away and we’re moving forward again.\"\u003c/p>\n\u003cp>Work on the northeast escalator is now scheduled to be complete in about a month, BART says.\u003c/p>\n\u003cp>As to how and why the pigeons chose to make a train station escalator their home, maybe they just feel like they fit into the general BART milieu. Here's what the Cornell Lab of Ornithology has to say about the birds' nest selection strategy and housekeeping habits:\u003c/p>\n\u003cblockquote>\u003cp>Males typically choose the nest site, then sit in place and coo to attract a mate. The site is a nook, cranny, or ledge on either cliffs or manmade structures, often beneath eaves or an overhang. Pigeons may nest in stairwells, in rooms of abandoned buildings, or rain gutters.\u003c/p>\n\u003cp>During nest building, the female sits on the nest and makes a flimsy platform of straw, stems, and sticks from materials brought to her one at a time by the male. Pigeons reuse their nests many times, and they don't carry away the feces of their nestlings the way many birds do. This means that over time the lightweight nest grows into a sturdy, potlike mound, sometimes incorporating unhatched eggs and mummies of dead nestlings.\u003c/p>\u003c/blockquote>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"meta": {
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"source": "BBC World Service"
},
"link": "/radio/program/bbc-world-service",
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"rss": "https://podcasts.files.bbci.co.uk/p02nq0gn.rss"
}
},
"californiareport": {
"id": "californiareport",
"title": "The California Report",
"tagline": "California, day by day",
"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-California-Report-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/californiareport",
"meta": {
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"source": "kqed",
"order": 8
},
"link": "/californiareport",
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"amazon": "https://music.amazon.com/podcasts/26099305-72af-4542-9dde-ac1807fe36d5/kqed-s-the-california-report",
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}
},
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"id": "californiareportmagazine",
"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"officialWebsiteLink": "/californiareportmagazine",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
"city-arts": {
"id": "city-arts",
"title": "City Arts & Lectures",
"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
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"officialWebsiteLink": "/podcasts/closealltabs",
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"order": 1
},
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"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
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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",
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"meta": {
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"freakonomics-radio": {
"id": "freakonomics-radio",
"title": "Freakonomics Radio",
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"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",
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
"info": "Hosted by Terry Gross, \u003cem>Fresh Air from WHYY\u003c/em> is the Peabody Award-winning weekday magazine of contemporary arts and issues. One of public radio's most popular programs, Fresh Air features intimate conversations with today's biggest luminaries.",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"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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},
"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
"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.",
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"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
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"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"order": 18
},
"link": "/podcasts/jerrybrown",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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"source": "npr"
},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"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)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"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": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"rss": "https://feeds.npr.org/510360/podcast.xml"
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