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"content": "\u003cp>An oil spill that may have spewed out \u003ca href=\"http://bit.ly/fiorechevronspill50mill\" target=\"_blank\" rel=\"noopener\">more than 50 million gallons of crude\u003c/a> has been flowing near Chevron wells in Kern County since 2003.\u003c/p>\n\u003cp>State oil and gas regulators are investigating.\u003c/p>\n\u003cp>In May, during another Chevron “\u003ca href=\"https://www.kqed.org/news/11761697/the-language-of-oops\" target=\"_blank\" rel=\"noopener\">surface expression\u003c/a>,” the long-running spill was flowing at a rate of 3,000 barrels of oil a day.\u003c/p>\n\u003cp>It sure seems like an awful long time for Chevron and the state Division of Oil, Gas and Geothermal Resources to do something about an oil spill.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cp>The pilot who was forced to \u003ca href=\"https://twitter.com/i/status/1164023164428439552\" target=\"_blank\" rel=\"noopener\">ditch\u003c/a> his newly purchased aircraft in the ocean off the coast of Half Moon Bay on Tuesday said he believes bad gasoline caused the plane to malfunction.\u003c/p>\n\u003cp>The Federal Aviation Administration and the National Transportation Safety Board are investigating. FAA spokesman Ian Gregor said investigators had not yet spoken to pilot David Lesh.\u003c/p>\n\u003cp>Lesh told The Associated Press he had siphoned particulate matter out of the gasoline but doesn’t think he got all of it. “This definitely was more stuff than I was used to seeing,” he said.\u003c/p>\n\u003cp>Lesh, 34, said he had taken his single-engine Beechcraft Bonanza propeller plane out Tuesday for an aerial photo shoot over Half Moon Bay, south of San Francisco, when the plane lost power.\u003c/p>\n\u003cp>“I just did everything I could to get the motor going again,” Lesh said. “Nothing was working.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>https://twitter.com/AmandaABC7/status/1164023164428439552\u003c/p>\n\u003cp>Lesh eased the plane into the water and he and his passenger, a friend, grabbed anything they could to float.\u003c/p>\n\u003cp>“We skipped along the water for a few hundred feet,” he said. “There wasn’t much of an impact.”\u003c/p>\n\u003cp>A second plane, piloted by Owen Leipelt, had been taking photos of his friend’s aircraft when it went down.\u003c/p>\n\u003cp>“David radios to me that he’s lost engine power,” Leipelt said. “When you hear that, you think ‘Woah, woah woah, what did I just hear, say that again.’ ”\u003c/p>\n\u003cp>Leipelt, 20, of San Jose, called air traffic control for a “mayday” response and circled over the duo. Meanwhile, Lesh \u003ca href=\"https://twitter.com/i/status/1164057367354281985\">filmed\u003c/a> himself and his friend on his water-resistant cellphone as their plane quickly sank.\u003c/p>\n\u003cp>“We got lucky with the conditions,” he said. “The seas were very calm, it was daytime.”\u003c/p>\n\u003cp>The Coast Guard dispatched two aircraft, a cutter and a patrol boat, and hoisted Lesh and his friend out of the chilly waters by helicopter.\u003c/p>\n\u003cp>“The second pilot’s quick response to report the downed plane and remain on scene greatly aided the Coast Guard’s prompt response and ability to save two lives,” Lt. Cmdr. Joshua Murphy, the helicopter pilot, said in a statement.\u003c/p>\n\u003cp>Lesh, founder of Denver-based outerwear company Virtika, said he bought the plane nearly three months ago for more than $200,000 and spent about $40,000 for upgrades. He said Tuesday’s flight was its first real voyage.\u003c/p>\n\u003cp>Addressing online speculation that he had staged the water landing, Lesh said anyone who believed he would spend about a quarter-million dollars on a plane only to sink it has “lost their mind.”\u003c/p>\n\u003cp>Lesh said he plans to leave Friday on a cross-country flight to deliver his other plane to a buyer on the East Coast and is not worried about the trip.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I’ll always fly,” he said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The pilot who was forced to \u003ca href=\"https://twitter.com/i/status/1164023164428439552\" target=\"_blank\" rel=\"noopener\">ditch\u003c/a> his newly purchased aircraft in the ocean off the coast of Half Moon Bay on Tuesday said he believes bad gasoline caused the plane to malfunction.\u003c/p>\n\u003cp>The Federal Aviation Administration and the National Transportation Safety Board are investigating. FAA spokesman Ian Gregor said investigators had not yet spoken to pilot David Lesh.\u003c/p>\n\u003cp>Lesh told The Associated Press he had siphoned particulate matter out of the gasoline but doesn’t think he got all of it. “This definitely was more stuff than I was used to seeing,” he said.\u003c/p>\n\u003cp>Lesh, 34, said he had taken his single-engine Beechcraft Bonanza propeller plane out Tuesday for an aerial photo shoot over Half Moon Bay, south of San Francisco, when the plane lost power.\u003c/p>\n\u003cp>“I just did everything I could to get the motor going again,” Lesh said. “Nothing was working.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Big BART Project in Lafayette Promises Major Weekend Delays for Riders – and Drivers",
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"content": "\u003cp>BART is giving riders a heads-up that a major reconstruction project on its Antioch-Millbrae line will have a major impact on weekend trips in Contra Costa County starting this Friday night. \u003c/p>\n\u003cp>But the project — which will replace a mile of nearly 50-year-old rails, electrical equipment and other trackside gear near the Lafayette Station — includes a major wrinkle: two lanes of the adjacent freeway, Highway 24, will also be shut down for six separate weekends between now and late October. \u003c/p>\n\u003cp>And that means that drivers headed eastbound from Oakland through the Caldecott Tunnel into Contra Costa County may see some major delays on their weekend trips during the project, which begins at 11 p.m. this Friday night.\u003c/p>\n\u003cp>[aside label=\"More BART Coverage\" tag=\"bart\"]\u003c/p>\n\u003cp>The weekend lane closures are necessary because BART needs to use a 265-ton crane to facilitate the work, which will involve lifting hundreds of 80-foot rail sections, each weighing thousands of pounds, into place. The only place to put the crane: in two left-hand lanes of eastbound Highway 24. \u003c/p>\n\u003cp>Both BART and Caltrans are trying to get the word out that travelers, and especially drivers, should prepare for the delays and avoid the area if they can. \u003c/p>\n\u003cp>\"We do expect that if motorists don't take other routes, we're going to very quickly get to a 30-minute backup that will be 3 miles or more long, almost all the way back to the Caldecott Tunnel,\" Bart Ney, spokesman for Caltrans District 4, said Tuesday. \"That's what we saw when there was a trial run of the work a couple weekends ago.\"\u003c/p>\n\u003cp>Ney said Caltrans will monitor the backup and has worked out a plan with BART if it's worse than expected. \u003c/p>\n\u003cp>\"If we see that type of backup again, we can call into them and have them pick up half the closure\" — one lane — and restore the traffic through the area,\" Ney said. \u003c/p>\n\u003cp>BART spokesman Chris Filippi said that having to reduce the closure from two lanes to one will affect the project's work schedule.\u003c/p>\n\u003cp>\"If that happens, it will slow down the work, because we'll have to restage some of the equipment, we'll have to move things around,\" Filippi said. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>BART riders on the Antioch-Millbrae line can also expect long delays getting through Contra Costa County.\u003c/p>\n\u003cp> On the six weekends where tracks will be completely shut down, no trains will run between the Orinda and Walnut Creek stations. BART will provide buses between those points -- but the buses from Orinda will be forced to go through whatever traffic jam forms on eastbound Highway 24. \u003c/p>\n\u003cp>\"The buses are free, but they're going to get stuck in traffic,\" Filippi said. \"When we've done past track shutdowns, we've told folks on BART to expect delays of about 20 minutes. But in this case we're more than doubling it — we're going to 40 minutes and telling people that it could even go above that, to 40 minutes or more.\" \u003c/p>\n\u003cp>BART says the six weekends on which the tracks will be completely shut down are: \u003c/p>\n\u003cul>\n\u003cli>This weekend, Aug. 17-18\u003c/li>\n\u003cli>Labor Day weekend, Aug. 31-Sept. 2\u003c/li>\n\u003cli>Sept. 14-15\u003c/li>\n\u003cli>Sept. 28-29\u003c/li>\n\u003cli>Oct. 12-13\u003c/li>\n\u003cli>Oct. 26-27\u003c/li>\n\u003c/ul>\n\u003cp>On each shutdown weekend, BART plans to begin work and close two eastbound Highway 24 lanes at 11 p.m. on Friday evenings. The two lanes — the No. 1 and 2 lanes, or those on the left of the roadway — will remain closed until Monday mornings, when one lane will reopen at 6 a.m. and the second at 7 a.m. \u003c/p>\n\u003cp>The project will also affect Highway 24 traffic and BART service on four other weekends, with the agency single-tracking trains on four upcoming Saturdays: Aug. 24, Sept. 7, Sept. 21 and Oct. 19. Overnight shutdowns of two of the freeway's eastbound lanes will occur on those dates, too, running from 11 p.m. on Friday evenings to 7 a.m. Saturday mornings and 11 p.m. Saturday evenings through 9 a.m. Sunday mornings. \u003c/p>\n\u003cp>BART is paying for the work with funds from 2016's $3.5 Measure RR. That $3.5 billion measure will also pay for the next round of BART track replacement, scheduled sometime next year near the Orinda Station. \u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART is giving riders a heads-up that a major reconstruction project on its Antioch-Millbrae line will have a major impact on weekend trips in Contra Costa County starting this Friday night. \u003c/p>\n\u003cp>But the project — which will replace a mile of nearly 50-year-old rails, electrical equipment and other trackside gear near the Lafayette Station — includes a major wrinkle: two lanes of the adjacent freeway, Highway 24, will also be shut down for six separate weekends between now and late October. \u003c/p>\n\u003cp>And that means that drivers headed eastbound from Oakland through the Caldecott Tunnel into Contra Costa County may see some major delays on their weekend trips during the project, which begins at 11 p.m. this Friday night.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The weekend lane closures are necessary because BART needs to use a 265-ton crane to facilitate the work, which will involve lifting hundreds of 80-foot rail sections, each weighing thousands of pounds, into place. The only place to put the crane: in two left-hand lanes of eastbound Highway 24. \u003c/p>\n\u003cp>Both BART and Caltrans are trying to get the word out that travelers, and especially drivers, should prepare for the delays and avoid the area if they can. \u003c/p>\n\u003cp>\"We do expect that if motorists don't take other routes, we're going to very quickly get to a 30-minute backup that will be 3 miles or more long, almost all the way back to the Caldecott Tunnel,\" Bart Ney, spokesman for Caltrans District 4, said Tuesday. \"That's what we saw when there was a trial run of the work a couple weekends ago.\"\u003c/p>\n\u003cp>Ney said Caltrans will monitor the backup and has worked out a plan with BART if it's worse than expected. \u003c/p>\n\u003cp>\"If we see that type of backup again, we can call into them and have them pick up half the closure\" — one lane — and restore the traffic through the area,\" Ney said. \u003c/p>\n\u003cp>BART spokesman Chris Filippi said that having to reduce the closure from two lanes to one will affect the project's work schedule.\u003c/p>\n\u003cp>\"If that happens, it will slow down the work, because we'll have to restage some of the equipment, we'll have to move things around,\" Filippi said. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BART riders on the Antioch-Millbrae line can also expect long delays getting through Contra Costa County.\u003c/p>\n\u003cp> On the six weekends where tracks will be completely shut down, no trains will run between the Orinda and Walnut Creek stations. BART will provide buses between those points -- but the buses from Orinda will be forced to go through whatever traffic jam forms on eastbound Highway 24. \u003c/p>\n\u003cp>\"The buses are free, but they're going to get stuck in traffic,\" Filippi said. \"When we've done past track shutdowns, we've told folks on BART to expect delays of about 20 minutes. But in this case we're more than doubling it — we're going to 40 minutes and telling people that it could even go above that, to 40 minutes or more.\" \u003c/p>\n\u003cp>BART says the six weekends on which the tracks will be completely shut down are: \u003c/p>\n\u003cul>\n\u003cli>This weekend, Aug. 17-18\u003c/li>\n\u003cli>Labor Day weekend, Aug. 31-Sept. 2\u003c/li>\n\u003cli>Sept. 14-15\u003c/li>\n\u003cli>Sept. 28-29\u003c/li>\n\u003cli>Oct. 12-13\u003c/li>\n\u003cli>Oct. 26-27\u003c/li>\n\u003c/ul>\n\u003cp>On each shutdown weekend, BART plans to begin work and close two eastbound Highway 24 lanes at 11 p.m. on Friday evenings. The two lanes — the No. 1 and 2 lanes, or those on the left of the roadway — will remain closed until Monday mornings, when one lane will reopen at 6 a.m. and the second at 7 a.m. \u003c/p>\n\u003cp>The project will also affect Highway 24 traffic and BART service on four other weekends, with the agency single-tracking trains on four upcoming Saturdays: Aug. 24, Sept. 7, Sept. 21 and Oct. 19. Overnight shutdowns of two of the freeway's eastbound lanes will occur on those dates, too, running from 11 p.m. on Friday evenings to 7 a.m. Saturday mornings and 11 p.m. Saturday evenings through 9 a.m. Sunday mornings. \u003c/p>\n\u003cp>BART is paying for the work with funds from 2016's $3.5 Measure RR. That $3.5 billion measure will also pay for the next round of BART track replacement, scheduled sometime next year near the Orinda Station. \u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"disqusTitle": "A Predawn Bus Ride, a Reopened Terminal, and a Slice of Bay Area Transit History",
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"content": "\u003cp>[dropcap]C[/dropcap]hris Peeples is not just a long-time member of the AC Transit board of directors. In his sixth elected term, he's a real bus-riding enthusiast with a feel for Bay Area transportation history. \u003c/p>\n\u003cp>So a year ago today, when the Transbay Transit Center opened for bus service for the first time, he was out at a boarding island at the Fruitvale BART station well before first light on a Sunday morning. He waited with a couple of dozen others, including several agency executives, for the 5 a.m. run of AC Transit's O line, which was scheduled to be the first bus to cruise into the transit center's pristine bus deck. \u003c/p>\n\u003cp>That ride last Aug. 12 was a sort of bookend trip. Peeples had been on the last bus out of the old Transbay Terminal, which was torn down to make way for the new center and Salesforce Tower. \u003c/p>\n\u003cp>[aside postID=\"news_11758146,news_11716500,news_11686760,news_11685506\" label=\"Opening & Reopening the Transit Center\"]\u003c/p>\n\u003cp>\"The last bus out on August 7, 2010, was an O bus at seven minutes after midnight,\" Peeples \u003ca href=\"https://www.kqed.org/news/11686760/ac-transit-riders-salesforce-transit-center-and-transbay-terminal\" rel=\"noopener\" target=\"_blank\">recalled\u003c/a> last year. \"I was on that one, too.\"\u003c/p>\n\u003cp>There was one hiccup in the plan that morning: The O was held up by heavy traffic because of an accident on the Nimitz Freeway. But it still arrived in time to be the first bus into the transit center, beating a run of the F bus from Berkeley by 5 minutes or so. A crowd of AC Transit officials and employees was on hand to cheer, pictures were snapped and everyone swarmed the coffee and pastries the agency had provided for the occasion. \u003c/p>\n\u003cp>Six weeks later, last Sept. 25, workers doing some finishing work on the center's bus deck discovered cracks in a massive girder supporting the facility's rooftop park. \u003c/p>\n\u003cp>That started a long process of investigation and repair — complete with a panel of engineering experts to consider what went wrong with the girder and study whether other parts of the $2.2 billion facility were vulnerable to a similar catastrophic failure.\u003c/p>\n\u003cp>That history was on Peeples' mind when he once again arrived at Fruitvale Station on Sunday morning to catch the 5 a.m. O bus. Like last year, that run was scheduled to be the very first into the reopened transit center. \u003c/p>\n\u003cp>\"One of my colleagues reminded me this week that I did this last year — I came in on the first bus — and the Salesforce Transit Center broke,\" Peeples said. \"And he wondered whether I wasn't maybe bad luck for the center. My take on it is that if it breaks again, I will never come back into the center.\" \u003c/p>\n\u003cp>But Peeples also said he feels reassured by the deliberate approach that the facility's owner, the Transbay Joint Powers Authority, had taken to repairing the fractured steel and addressing other potential issues in the building. \u003c/p>\n\u003cp>\"I think there are a whole lot of people with very impressive resumes who sat on the expert panel, and they will be very embarrassed if it breaks again, so I think they’ve made sure that it won’t,\" he said. \u003c/p>\n\u003cp>If the freshly reopened transit center lives up to its name — if commuters can get in and out of the place with no untoward delays and maybe steal a few minutes at the beginning or end of the day to contemplate the steel-and-glass jungle that encircles the beautiful rooftop park — people will come to take it for granted. \u003c/p>\n\u003cp>[dropcap]B[/dropcap]ut of course, the facility is a work in progress. It was never intended to be just a bus station at any price tag, much less one that reads in the billions of dollars. \u003c/p>\n\u003cp>Last week's meeting of the Transbay Joint Powers Authority board heard a couple of presentations on what the agency calls \"Phase 2\" of the transit center project: extending rail service 1.3 miles across downtown from the current Caltrain terminal at 4th and Townsend streets to an underground complex beneath the center. \u003c/p>\n\u003cp>One presentation focused on how the project, called the Downtown Extension, or DTX, will be managed. The other came from the California High-Speed Rail Authority, which talked about how it has refined its plan to bring the bullet train into the Bay Area from the San Joaquin Valley. (Yes, high-speed rail is in a kind of limbo right now, mainly because of questions about funding. But planning continues.)\u003c/p>\n\u003cp>Serious discussions about the extension have gone on for decades — at least since the late 1980s — without rail service having gotten an inch closer to downtown. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The current estimated completion date for the project is 2029. The earliest the bullet train might arrive, by most projections, is in the early 2030s. Dates like that have some people starting to measure the likelihood they'll see the vision become reality by their anticipated lifespans. Peeples, who's in his early 70s, is one of those. \u003c/p>\n\u003cp>Today, he said, the transit center's importance is that it serves as a hub for transit operations. Maybe in a far-off August, it will be more.\u003c/p>\n\u003cp>\"Right now, it's AC Transit, it's Muni, it's Golden Gate Transit, it's SamTrans, all coming into one place in downtown San Francisco. \"Hopefully, within my lifetime, it will be Caltrain coming in here. Maybe sometime after I've passed away it will be high-speed rail.\" \u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"The last bus out on August 7, 2010, was an O bus at seven minutes after midnight,\" Peeples \u003ca href=\"https://www.kqed.org/news/11686760/ac-transit-riders-salesforce-transit-center-and-transbay-terminal\" rel=\"noopener\" target=\"_blank\">recalled\u003c/a> last year. \"I was on that one, too.\"\u003c/p>\n\u003cp>There was one hiccup in the plan that morning: The O was held up by heavy traffic because of an accident on the Nimitz Freeway. But it still arrived in time to be the first bus into the transit center, beating a run of the F bus from Berkeley by 5 minutes or so. A crowd of AC Transit officials and employees was on hand to cheer, pictures were snapped and everyone swarmed the coffee and pastries the agency had provided for the occasion. \u003c/p>\n\u003cp>Six weeks later, last Sept. 25, workers doing some finishing work on the center's bus deck discovered cracks in a massive girder supporting the facility's rooftop park. \u003c/p>\n\u003cp>That started a long process of investigation and repair — complete with a panel of engineering experts to consider what went wrong with the girder and study whether other parts of the $2.2 billion facility were vulnerable to a similar catastrophic failure.\u003c/p>\n\u003cp>That history was on Peeples' mind when he once again arrived at Fruitvale Station on Sunday morning to catch the 5 a.m. O bus. Like last year, that run was scheduled to be the very first into the reopened transit center. \u003c/p>\n\u003cp>\"One of my colleagues reminded me this week that I did this last year — I came in on the first bus — and the Salesforce Transit Center broke,\" Peeples said. \"And he wondered whether I wasn't maybe bad luck for the center. My take on it is that if it breaks again, I will never come back into the center.\" \u003c/p>\n\u003cp>But Peeples also said he feels reassured by the deliberate approach that the facility's owner, the Transbay Joint Powers Authority, had taken to repairing the fractured steel and addressing other potential issues in the building. \u003c/p>\n\u003cp>\"I think there are a whole lot of people with very impressive resumes who sat on the expert panel, and they will be very embarrassed if it breaks again, so I think they’ve made sure that it won’t,\" he said. \u003c/p>\n\u003cp>If the freshly reopened transit center lives up to its name — if commuters can get in and out of the place with no untoward delays and maybe steal a few minutes at the beginning or end of the day to contemplate the steel-and-glass jungle that encircles the beautiful rooftop park — people will come to take it for granted. \u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">B\u003c/span>\u003c/p>\u003cp>ut of course, the facility is a work in progress. It was never intended to be just a bus station at any price tag, much less one that reads in the billions of dollars. \u003c/p>\n\u003cp>Last week's meeting of the Transbay Joint Powers Authority board heard a couple of presentations on what the agency calls \"Phase 2\" of the transit center project: extending rail service 1.3 miles across downtown from the current Caltrain terminal at 4th and Townsend streets to an underground complex beneath the center. \u003c/p>\n\u003cp>One presentation focused on how the project, called the Downtown Extension, or DTX, will be managed. The other came from the California High-Speed Rail Authority, which talked about how it has refined its plan to bring the bullet train into the Bay Area from the San Joaquin Valley. (Yes, high-speed rail is in a kind of limbo right now, mainly because of questions about funding. But planning continues.)\u003c/p>\n\u003cp>Serious discussions about the extension have gone on for decades — at least since the late 1980s — without rail service having gotten an inch closer to downtown. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The current estimated completion date for the project is 2029. The earliest the bullet train might arrive, by most projections, is in the early 2030s. Dates like that have some people starting to measure the likelihood they'll see the vision become reality by their anticipated lifespans. Peeples, who's in his early 70s, is one of those. \u003c/p>\n\u003cp>Today, he said, the transit center's importance is that it serves as a hub for transit operations. Maybe in a far-off August, it will be more.\u003c/p>\n\u003cp>\"Right now, it's AC Transit, it's Muni, it's Golden Gate Transit, it's SamTrans, all coming into one place in downtown San Francisco. \"Hopefully, within my lifetime, it will be Caltrain coming in here. Maybe sometime after I've passed away it will be high-speed rail.\" \u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"disqusTitle": "Take a Ride Through Gold Country Aboard The Amador Central Railroad",
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"headTitle": "The California Report | KQED News",
"content": "\u003cp>Ione is a small Gold Rush town in Amador County, 30 miles east of Sacramento. Tourists come here for the wineries and casinos, but on the \u003ca href=\"http://www.amadorcentralrailroad.com/Amador-Central-Railroad-events\" target=\"_blank\" rel=\"noopener\">second Saturday\u003c/a> of most months, you can take a trip back in time.\u003c/p>\n\u003cp>For $10, anyone can ride a 3-mile stretch of the \u003ca href=\"http://www.amadorcentralrailroad.com/\">Amador Central Railroad\u003c/a>. In 1904, the railroad was the only way to bring supplies up the hills of California’s Mother Lode. Today, a burly crew of railroad enthusiasts help keep it alive.\u003c/p>\n\u003cp>I meet some of the railroaders at 6:45 a.m. one Saturday at Ione's Rich Bryant Station, where the crew starts preparing for the day's excursion.\u003c/p>\n\u003cp>“They say, inside every man’s breast beats the heart of a steam locomotive,\" says Larry Bowler, Vice President of the Recreational Railroad Coalition Historical Society (RRCHS), which works to preserve the Amador Central Railroad for educational and recreational activities.\u003c/p>\n\u003cfigure id=\"attachment_11765019\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765019 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut-800x520.jpg\" alt=\"\" width=\"800\" height=\"520\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut-800x520.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut-160x104.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut-1020x663.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut.jpg 1028w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Larry Bowler is the co-founder and former president of the Recreational Railroad Coalition Historical Society, which owns and aims to preserve the Amador Central Railroad. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>After retirement, Bowler was on the hunt for a new hobby and opted to join his family's lineage of railroaders. Bowler and RRCHS initially began leasing the railroad from Sierra Pacific Industries as a way to explore and preserve the tracks. But in 2010, RRCHS joined forces with the \u003ca href=\"https://amadorcountyhistoricalsociety.org/\">Amador County Historical Society\u003c/a> to buy a 10-mile stretch of tracks for $1.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Everybody that’s a member [of the RRCHS] becomes an owner of the railroad,\" says Bowler. \"That gives you bragging rights.\"\u003c/p>\n\u003cp>The group's members are also bonded by their love of restoring vintage motorcars, small rail cars that seat just four passengers during public rides.\u003c/p>\n\u003cp>\"The noble part of it is that we are preserving history,\" says Bowler. \"Not only the railroad tracks, but these cars are historical. They don’t make these anymore.\"\u003c/p>\n\u003cfigure id=\"attachment_11765484\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765484 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1-800x514.jpg\" alt=\"\" width=\"800\" height=\"514\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1-800x514.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1-160x103.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1-1020x655.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1.jpg 1053w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Railroad hobbyists come together to preserve the tracks and ride their restored motorcars, some of which date back to the 1930's. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Many of the railroaders own their very own motorcars, which they've brought to the yard from their homes. They start the day's preparation by unloading their cars onto the tracks, manually aligning the older ones using giant metal turning skis, called a \"turntable.\"\u003c/p>\n\u003cp>“Little more, little more,\" they call out while working together to adjust the cars. \"That’s good.”\u003c/p>\n\u003cp>Then, the railroaders test the breaks, load the cars with fuel, and check the radios.\u003c/p>\n\u003cp>“Other than the radios this car is 100 percent original,\" says Mark Demler, the Amador Central's excursion coordinator.\u003c/p>\n\u003cfigure id=\"attachment_11765472\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765472 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38329_AMC-Test-Run-2-25-2017-8782-qut-800x606.jpg\" alt=\"\" width=\"800\" height=\"606\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38329_AMC-Test-Run-2-25-2017-8782-qut-800x606.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38329_AMC-Test-Run-2-25-2017-8782-qut-160x121.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38329_AMC-Test-Run-2-25-2017-8782-qut.jpg 896w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Mark Demler is the Amador Central Railroad's \"excursion coordinator.\" He wakes up at 4am and drives his motorcar two hours from his home in Martinez on days when the group hosts public rides. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Once preparations are complete, I hop aboard Demler's motorcar — one of six he owns. Demler spent part of his college days living in a caboose during a railroad restoration program. A fan of anything that \"flies, floats or rolls,\" he ultimately calls the railroad his \"touchstone.\"\u003c/p>\n\u003cp>As we drive to pick up passengers at Lane's Station, Demler explains that we're surrounded by clay quarries, which the city of Ione mined to make bricks during the Gold Rush. He also points out patches of tracks that the group restored themselves, explaining how they even built railroad crossings with the support of the local community. He says the town sees the Amador Central as a piece of the town's local history worth preserving.\u003c/p>\n\u003cp>\"We’re not your normal railroad buffs,\" says Demler. \"We’re historians. Keepers of the history.\"\u003c/p>\n\u003cp>The sun is already blazing by the time we arrive at at Lane's Station, but that doesn’t stop the line of people snaking around a shaded tent to buy their tickets. Demler explains that regular passengers arrive an hourly early to reserve their seats, since it's common for rides to sell out.\u003c/p>\n\u003cfigure id=\"attachment_11765452\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765452 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38311_AMC-Public-Run-3-11-2017-9331-qut-1-800x580.jpg\" alt=\"\" width=\"800\" height=\"580\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38311_AMC-Public-Run-3-11-2017-9331-qut-1-800x580.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38311_AMC-Public-Run-3-11-2017-9331-qut-1-160x116.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38311_AMC-Public-Run-3-11-2017-9331-qut-1.jpg 912w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Excursions with the Amador Central Railroad run three times a day on the second Saturday of most months. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"Many of the views you see today can only be seen from the rails here,\" Demler explains. \"It’s the idea of doing something exclusive, seeing a little piece of history you can’t see any other way. It's a down in the weeds experience riding close to the rails with the smell, the sounds, the noise, the vibrations of a real working railroad.\"\u003c/p>\n\u003cp>After a quick safety demo, Demler welcomes the passengers with a brief history of the railroad.\u003c/p>\n\u003cp>\"We want to welcome you to the Amador Central Railroad,\" Demler announces. \"We are the owners, and operators, and volunteers that make this operation occur. And we do it solely for you.\"\u003c/p>\n\u003cp>The passengers hop aboard the the motorcars, riding at a steady 10 mph. Along the way, Demler explains our surroundings with boyish enthusiasm.\u003c/p>\n\u003cp>\"This is anything but a straight line railroad,\" says Demler. \"We're snaking through curves constantly. You don't like the view. Wait a minute we'll see something else.\"\u003c/p>\n\u003cfigure id=\"attachment_11765023\" class=\"wp-caption alignleft\" style=\"max-width: 859px\">\u003cimg class=\"size-full wp-image-11765023\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38335_End-of-Summer-Run-2016-8480-qut.jpg\" alt=\"\" width=\"859\" height=\"608\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38335_End-of-Summer-Run-2016-8480-qut.jpg 859w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38335_End-of-Summer-Run-2016-8480-qut-160x113.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38335_End-of-Summer-Run-2016-8480-qut-800x566.jpg 800w\" sizes=\"(max-width: 859px) 100vw, 859px\">\u003cfigcaption class=\"wp-caption-text\">Cars wind their way along the tracks at about 10 mph. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As we twist and turn upward, the landscape alternates sun-drenched open valleys and patches of shade where horses can lounge. Demler points out some sites that the 49ers would have seen.\u003c/p>\n\u003cp>\"That's the original water ditch [from the 1870s] bringing water down to the city of Ione from the lakes up in the mountains,\" he yells over the sound of the motorcar. \"Interesting old barn down there,\" he continues. \"That round top goes back to the 1920s. One of the older buildings left out here.\"\u003c/p>\n\u003cp>Then, we turn into Bovine Meadow, where cattle stare us down as they block our path.\u003c/p>\n\u003cp>\"And they don’t always clear, they just keep running,\" Demler says.\u003c/p>\n\u003cp>Red-tailed hawks fly above us and gold-speckled quartz, elderberry plants, and oak trees dot the terrain. In the spring, I’m told these meadows become a sea of red, yellow and purple flowers. But today, golden thistle plants wave around in the wind, which grows stronger as the train rides higher.\u003c/p>\n\u003cp>\"We're about twelve hundred feet up the hillside,\" explains Demler. \"We're about fourteen hundred feet above sea level. And as we snake around through these hills we occasionally get glimpses of the Sacramento Valley. We can see Lodi from here.\"\u003c/p>\n\u003cfigure id=\"attachment_11765029\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765029 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-800x487.jpg\" alt=\"\" width=\"800\" height=\"487\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-800x487.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-160x97.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-1020x621.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-1104x673.jpg 1104w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut.jpg 1106w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">\"This is the only railroad in the United States — as far as we know — thats dedicated to recreation and preservation,\" says Larry Bowler. \"There are not a lot of abandoned railroad tracks that are available for this.\" \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Once we reach the top of the hill, we spot Mount Diablo, more than 100 miles away.\u003c/p>\n\u003cp>For Demler, it’s not just about the views or the history. It’s about the people he gets to share it with.\u003c/p>\n\u003cp>\"When the railroad was just us, it wasn’t nearly as fun as the last couple of years when we opened it up to the public,\" says Demler. \"To know you’re bringing an adventure to somebody’s day is really what it’s all about.\"\u003c/p>\n\u003cp>A half hour after the ride began, we hop off so the railroaders can turn the cars around, using the same turntables they used at the start of the day.\u003c/p>\n\u003cp>“Breaks on,\" they call out, aligning the cars once again. \"Clockwise.”\u003c/p>\n\u003cp>\"Guys, this is exactly the way it was done on the railroad,\" Demler explains to the crowd of passengers.\u003c/p>\n\u003cp>When the railroaders finish turning the cars, we begin our journey back to Lane’s Station, where operators will get ready for the next ride of the day.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\"All aboard!\" the conductors call out.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Ione is a small Gold Rush town in Amador County, 30 miles east of Sacramento. Tourists come here for the wineries and casinos, but on the \u003ca href=\"http://www.amadorcentralrailroad.com/Amador-Central-Railroad-events\" target=\"_blank\" rel=\"noopener\">second Saturday\u003c/a> of most months, you can take a trip back in time.\u003c/p>\n\u003cp>For $10, anyone can ride a 3-mile stretch of the \u003ca href=\"http://www.amadorcentralrailroad.com/\">Amador Central Railroad\u003c/a>. In 1904, the railroad was the only way to bring supplies up the hills of California’s Mother Lode. Today, a burly crew of railroad enthusiasts help keep it alive.\u003c/p>\n\u003cp>I meet some of the railroaders at 6:45 a.m. one Saturday at Ione's Rich Bryant Station, where the crew starts preparing for the day's excursion.\u003c/p>\n\u003cp>“They say, inside every man’s breast beats the heart of a steam locomotive,\" says Larry Bowler, Vice President of the Recreational Railroad Coalition Historical Society (RRCHS), which works to preserve the Amador Central Railroad for educational and recreational activities.\u003c/p>\n\u003cfigure id=\"attachment_11765019\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765019 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut-800x520.jpg\" alt=\"\" width=\"800\" height=\"520\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut-800x520.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut-160x104.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut-1020x663.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38313_AMC-Public-Run-3-11-2017-9415-qut.jpg 1028w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Larry Bowler is the co-founder and former president of the Recreational Railroad Coalition Historical Society, which owns and aims to preserve the Amador Central Railroad. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>After retirement, Bowler was on the hunt for a new hobby and opted to join his family's lineage of railroaders. Bowler and RRCHS initially began leasing the railroad from Sierra Pacific Industries as a way to explore and preserve the tracks. But in 2010, RRCHS joined forces with the \u003ca href=\"https://amadorcountyhistoricalsociety.org/\">Amador County Historical Society\u003c/a> to buy a 10-mile stretch of tracks for $1.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Everybody that’s a member [of the RRCHS] becomes an owner of the railroad,\" says Bowler. \"That gives you bragging rights.\"\u003c/p>\n\u003cp>The group's members are also bonded by their love of restoring vintage motorcars, small rail cars that seat just four passengers during public rides.\u003c/p>\n\u003cp>\"The noble part of it is that we are preserving history,\" says Bowler. \"Not only the railroad tracks, but these cars are historical. They don’t make these anymore.\"\u003c/p>\n\u003cfigure id=\"attachment_11765484\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765484 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1-800x514.jpg\" alt=\"\" width=\"800\" height=\"514\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1-800x514.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1-160x103.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1-1020x655.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38333_End-of-Summer-Run-2016-8319-qut-1.jpg 1053w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Railroad hobbyists come together to preserve the tracks and ride their restored motorcars, some of which date back to the 1930's. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Many of the railroaders own their very own motorcars, which they've brought to the yard from their homes. They start the day's preparation by unloading their cars onto the tracks, manually aligning the older ones using giant metal turning skis, called a \"turntable.\"\u003c/p>\n\u003cp>“Little more, little more,\" they call out while working together to adjust the cars. \"That’s good.”\u003c/p>\n\u003cp>Then, the railroaders test the breaks, load the cars with fuel, and check the radios.\u003c/p>\n\u003cp>“Other than the radios this car is 100 percent original,\" says Mark Demler, the Amador Central's excursion coordinator.\u003c/p>\n\u003cfigure id=\"attachment_11765472\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765472 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38329_AMC-Test-Run-2-25-2017-8782-qut-800x606.jpg\" alt=\"\" width=\"800\" height=\"606\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38329_AMC-Test-Run-2-25-2017-8782-qut-800x606.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38329_AMC-Test-Run-2-25-2017-8782-qut-160x121.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38329_AMC-Test-Run-2-25-2017-8782-qut.jpg 896w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Mark Demler is the Amador Central Railroad's \"excursion coordinator.\" He wakes up at 4am and drives his motorcar two hours from his home in Martinez on days when the group hosts public rides. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Once preparations are complete, I hop aboard Demler's motorcar — one of six he owns. Demler spent part of his college days living in a caboose during a railroad restoration program. A fan of anything that \"flies, floats or rolls,\" he ultimately calls the railroad his \"touchstone.\"\u003c/p>\n\u003cp>As we drive to pick up passengers at Lane's Station, Demler explains that we're surrounded by clay quarries, which the city of Ione mined to make bricks during the Gold Rush. He also points out patches of tracks that the group restored themselves, explaining how they even built railroad crossings with the support of the local community. He says the town sees the Amador Central as a piece of the town's local history worth preserving.\u003c/p>\n\u003cp>\"We’re not your normal railroad buffs,\" says Demler. \"We’re historians. Keepers of the history.\"\u003c/p>\n\u003cp>The sun is already blazing by the time we arrive at at Lane's Station, but that doesn’t stop the line of people snaking around a shaded tent to buy their tickets. Demler explains that regular passengers arrive an hourly early to reserve their seats, since it's common for rides to sell out.\u003c/p>\n\u003cfigure id=\"attachment_11765452\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765452 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38311_AMC-Public-Run-3-11-2017-9331-qut-1-800x580.jpg\" alt=\"\" width=\"800\" height=\"580\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38311_AMC-Public-Run-3-11-2017-9331-qut-1-800x580.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38311_AMC-Public-Run-3-11-2017-9331-qut-1-160x116.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38311_AMC-Public-Run-3-11-2017-9331-qut-1.jpg 912w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Excursions with the Amador Central Railroad run three times a day on the second Saturday of most months. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"Many of the views you see today can only be seen from the rails here,\" Demler explains. \"It’s the idea of doing something exclusive, seeing a little piece of history you can’t see any other way. It's a down in the weeds experience riding close to the rails with the smell, the sounds, the noise, the vibrations of a real working railroad.\"\u003c/p>\n\u003cp>After a quick safety demo, Demler welcomes the passengers with a brief history of the railroad.\u003c/p>\n\u003cp>\"We want to welcome you to the Amador Central Railroad,\" Demler announces. \"We are the owners, and operators, and volunteers that make this operation occur. And we do it solely for you.\"\u003c/p>\n\u003cp>The passengers hop aboard the the motorcars, riding at a steady 10 mph. Along the way, Demler explains our surroundings with boyish enthusiasm.\u003c/p>\n\u003cp>\"This is anything but a straight line railroad,\" says Demler. \"We're snaking through curves constantly. You don't like the view. Wait a minute we'll see something else.\"\u003c/p>\n\u003cfigure id=\"attachment_11765023\" class=\"wp-caption alignleft\" style=\"max-width: 859px\">\u003cimg class=\"size-full wp-image-11765023\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38335_End-of-Summer-Run-2016-8480-qut.jpg\" alt=\"\" width=\"859\" height=\"608\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38335_End-of-Summer-Run-2016-8480-qut.jpg 859w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38335_End-of-Summer-Run-2016-8480-qut-160x113.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38335_End-of-Summer-Run-2016-8480-qut-800x566.jpg 800w\" sizes=\"(max-width: 859px) 100vw, 859px\">\u003cfigcaption class=\"wp-caption-text\">Cars wind their way along the tracks at about 10 mph. \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As we twist and turn upward, the landscape alternates sun-drenched open valleys and patches of shade where horses can lounge. Demler points out some sites that the 49ers would have seen.\u003c/p>\n\u003cp>\"That's the original water ditch [from the 1870s] bringing water down to the city of Ione from the lakes up in the mountains,\" he yells over the sound of the motorcar. \"Interesting old barn down there,\" he continues. \"That round top goes back to the 1920s. One of the older buildings left out here.\"\u003c/p>\n\u003cp>Then, we turn into Bovine Meadow, where cattle stare us down as they block our path.\u003c/p>\n\u003cp>\"And they don’t always clear, they just keep running,\" Demler says.\u003c/p>\n\u003cp>Red-tailed hawks fly above us and gold-speckled quartz, elderberry plants, and oak trees dot the terrain. In the spring, I’m told these meadows become a sea of red, yellow and purple flowers. But today, golden thistle plants wave around in the wind, which grows stronger as the train rides higher.\u003c/p>\n\u003cp>\"We're about twelve hundred feet up the hillside,\" explains Demler. \"We're about fourteen hundred feet above sea level. And as we snake around through these hills we occasionally get glimpses of the Sacramento Valley. We can see Lodi from here.\"\u003c/p>\n\u003cfigure id=\"attachment_11765029\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11765029 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-800x487.jpg\" alt=\"\" width=\"800\" height=\"487\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-800x487.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-160x97.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-1020x621.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut-1104x673.jpg 1104w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38314_AMC-Public-Run-3-11-2017-9424-qut.jpg 1106w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">\"This is the only railroad in the United States — as far as we know — thats dedicated to recreation and preservation,\" says Larry Bowler. \"There are not a lot of abandoned railroad tracks that are available for this.\" \u003ccite>(Courtesy of Mike Cozad)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Once we reach the top of the hill, we spot Mount Diablo, more than 100 miles away.\u003c/p>\n\u003cp>For Demler, it’s not just about the views or the history. It’s about the people he gets to share it with.\u003c/p>\n\u003cp>\"When the railroad was just us, it wasn’t nearly as fun as the last couple of years when we opened it up to the public,\" says Demler. \"To know you’re bringing an adventure to somebody’s day is really what it’s all about.\"\u003c/p>\n\u003cp>A half hour after the ride began, we hop off so the railroaders can turn the cars around, using the same turntables they used at the start of the day.\u003c/p>\n\u003cp>“Breaks on,\" they call out, aligning the cars once again. \"Clockwise.”\u003c/p>\n\u003cp>\"Guys, this is exactly the way it was done on the railroad,\" Demler explains to the crowd of passengers.\u003c/p>\n\u003cp>When the railroaders finish turning the cars, we begin our journey back to Lane’s Station, where operators will get ready for the next ride of the day.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cb>Reflecting on Mass Shootings\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">America has spent the week in mourning after mass shootings in El Paso and Dayton claimed 31 lives in less than a day’s time. The town of Gilroy was already reeling from a shooting at its Garlic Festival a week earlier that claimed three lives. The FBI has opened domestic terrorism investigations into the Dayton and Gilroy shootings, saying that the suspected gunmen had explored “violent ideologies.” In El Paso, minutes before the gunman there opened fire in a crowded Walmart, killing 22 people, he had posted online a manifesto railing against immigrants and Mexicans. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">We hear from a retired military member who hails from Gilroy, one of the communities that is recovering from a deadly mass shooting. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Guest:\u003c/b>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\"> Richard Ruiz, Major, USMC (Ret.)\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>Bike-Sharing Program Hits Bumps\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This week, the Metropolitan Transportation Commission said it will fine ride-hailing company Lyft $200,000 for not having enough of its shared bikes available to riders. Lyft is supposed to have a fleet of about 2,000 bikes at docking stations throughout San Francisco. But lately, riders have had a tough time getting their hands on the two-wheelers. In April, the company removed about half of its fleet after complaints over braking problems. And just last week, Lyft pulled its new electric-assist bikes off the streets after reports of some catching on fire. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Guest:\u003c/b>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\"> Dan Brekke, reporter, KQED News\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003cb>San Jose Jazz Summer Fest\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This Friday, the San Jose Jazz Summer Fest kicks off performances by more than 100 acts spread over 14 stages. Headliners include R&B trio En Vogue and Grammy Award-winning vocalist Gregory Porter. Celebrating its 30th anniversary, the festival also highlights the global appeal of jazz, with artists hailing from Colombia, Japan and Sweden. And for the first time this year, festivalgoers can flock to a stage dedicated to up-and-coming artists redefining jazz with hip-hop, funk and soul rhythms and grooves. \u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003cb>Guests:\u003c/b>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Brendan Rawson, executive director, San Jose Jazz \u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Marcus Shelby, bassist and composer \u003c/span>\u003c/li>\n\u003c/ul>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cb>Reflecting on Mass Shootings\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">America has spent the week in mourning after mass shootings in El Paso and Dayton claimed 31 lives in less than a day’s time. The town of Gilroy was already reeling from a shooting at its Garlic Festival a week earlier that claimed three lives. The FBI has opened domestic terrorism investigations into the Dayton and Gilroy shootings, saying that the suspected gunmen had explored “violent ideologies.” In El Paso, minutes before the gunman there opened fire in a crowded Walmart, killing 22 people, he had posted online a manifesto railing against immigrants and Mexicans. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">We hear from a retired military member who hails from Gilroy, one of the communities that is recovering from a deadly mass shooting. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Guest:\u003c/b>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\"> Richard Ruiz, Major, USMC (Ret.)\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>Bike-Sharing Program Hits Bumps\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This week, the Metropolitan Transportation Commission said it will fine ride-hailing company Lyft $200,000 for not having enough of its shared bikes available to riders. Lyft is supposed to have a fleet of about 2,000 bikes at docking stations throughout San Francisco. But lately, riders have had a tough time getting their hands on the two-wheelers. In April, the company removed about half of its fleet after complaints over braking problems. And just last week, Lyft pulled its new electric-assist bikes off the streets after reports of some catching on fire. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Guest:\u003c/b>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\"> Dan Brekke, reporter, KQED News\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003cb>San Jose Jazz Summer Fest\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This Friday, the San Jose Jazz Summer Fest kicks off performances by more than 100 acts spread over 14 stages. Headliners include R&B trio En Vogue and Grammy Award-winning vocalist Gregory Porter. Celebrating its 30th anniversary, the festival also highlights the global appeal of jazz, with artists hailing from Colombia, Japan and Sweden. And for the first time this year, festivalgoers can flock to a stage dedicated to up-and-coming artists redefining jazz with hip-hop, funk and soul rhythms and grooves. \u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Who Wins With Lyft's New Driver Bonus Formula?",
"title": "Who Wins With Lyft's New Driver Bonus Formula?",
"headTitle": "The California Report | KQED News",
"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>\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>\u003c/p>\u003c/div>",
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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": "\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>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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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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"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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"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",
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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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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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