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"content": "\u003cp>San Jose Mayor Sam Liccardo says he’s been in talks with an Elon Musk subsidiary about the possibility of building a tunnel to link the city’s airport to its main transit terminal — a project he sees as vital to the city’s transportation system for decades to come. \u003c/p>\n\u003cp>In a memo to the San Jose City Council released Tuesday, Liccardo said he reached out 18 months ago to The Boring Company, the Tesla founder’s tunnel-construction firm, about the potential for boring a tunnel between San Jose International Airport and the Diridon Station area 2 miles away. \u003c/p>\n\u003cp>Liccardo said such a tunnel could serve a long list of the city’s transportation goals. The project would provide better access to the nation’s fastest-growing airport, he said, and be an important step in turning Diridon into the region’s “Grand Central Station” for the next century. \u003c/p>\n\u003cp>“If we’re building this station not just for the next few years but for the next several generations, we want a station that will be able to grow with the city,” Liccardo said Tuesday at a media briefing before a City Council meeting. \u003c/p>\n\u003cp>The mayor said he initiated conversations with Musk’s tunneling firm because he’s looking for cheaper alternatives for building a connection between downtown and the airport. Prior projections for an airport-downtown rail line have estimated the project would cost $800 million — a figure Liccardo said was likely too low. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The mayor said that he hopes to get buy-in from councilmembers to allow city staff to begin a more formal exploration of the concept. And though he mentioned only Musk’s company by name, he said this was a chance for the city to entertain ideas from a range of firms developing new transportation technology, including autonomous vehicles. \u003c/p>\n\u003cp>“This is an opportunity for us to move forward with an exploration of some of those other technologies and really offer companies throughout the globe a chance to show off what they can do in the heart of Silicon Valley,” Liccardo said. \u003c/p>\n\u003cp>The mayor added that one of the city’s aims in opening discussions with The Boring Company is to assess whether the technology the firm is promoting “is real or not.” \u003c/p>\n\u003cp>The company is “still in what you might call experimental stages,” Liccardo said. “They don’t yet have a transit system. They’re merely boring tunnels. I know they have one (in Southern California) which is promising, but by no means does that a transit system make.” \u003c/p>\n\u003cp>Musk and The Boring Company have \u003ca href=\"https://www.boringcompany.com/faq/\" rel=\"noopener\" target=\"_blank\">touted\u003c/a> their tunnel construction approach as much faster and much less expensive than conventional tunnels.\u003c/p>\n\u003cp>But as Liccardo suggested, the biggest question surrounding that vision is whether the The Boring Company — a project Musk said he dreamed up because he was fed up with L.A. traffic — can deliver. \u003c/p>\n\u003cp>The company has promised to dramatically speed up the construction of tunnels and cut their expense — using industry-standard technology, they can cost $1 billion a mile or more — by both developing new technology and adopting a new approach to the tunneling challenge. \u003c/p>\n\u003cp>The company’s proposed tunnels — like its 1.4-mile test bore in the Los Angeles suburb of Hawthorne — are less than half the diameter of a “standard” 28-foot tunnel. That in itself could dramatically reduce tunneling costs. \u003c/p>\n\u003cp>The firm is also devising more powerful, electrically driven tunneling machines that speed up construction by simultaneously boring ahead and building tunnel walls. \u003c/p>\n\u003cp>Once tunnels are completed and ready for use, the company envisions a system its calling “Loop.” It would employ electric vehicles called skates to carry either individual cars — Teslas, of course — or pods that could carry eight to 16 people. The company envisions skates that would be lowered from street level, then traveling through tunnels at up to 150 mph before rising back to the street at the end of the line. \u003c/p>\n\u003cp>Loop systems have been proposed for \u003ca href=\"https://www.boringcompany.com/dugout/\" rel=\"noopener\" target=\"_blank\">Los Angeles\u003c/a>, \u003ca href=\"https://www.boringcompany.com/chicago/\" rel=\"noopener\" target=\"_blank\">Chicago\u003c/a> and the \u003ca href=\"https://www.boringcompany.com/eastcoast/\" rel=\"noopener\" target=\"_blank\">Washington, D.C. area\u003c/a>.\u003c/p>\n\u003cp>But how close are they to arriving in any of those places, let alone downtown San Jose?\u003c/p>\n\u003cp>On one level, the company practically vows to alter the fabric of reality with its futuristic vision of ending, or at least escaping, surface traffic gridlock. \u003c/p>\n\u003cp>On the other hand, all it really has to show the public so far is \u003ca href=\"https://www.theverge.com/2018/12/19/18148061/boring-tunnel-test-drive-hawthorne-tesla-elon-musk\" rel=\"noopener\" target=\"_blank\">a 40 mph ride in a Tesla Model X through a bumpy test tunnel\u003c/a> tricked out with garish (i.e., futuristic) lighting. \u003c/p>\n\u003cp>Of course, seeing is believing. The company’s currently planned Los Angeles Loop project involves a short run from a stop on the L.A. Metro’s Red Line to Dodger Stadium (the exact alignment hasn’t been decided yet). \u003c/p>\n\u003cp>An official with the Dodgers said last summer the new system, dubbed the Dugout Loop, would be ready “in time for the 2020 season.” \u003c/p>\n\u003cp>San Jose, with its increasing congestion, will be watching. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Certainly our city isn’t going to get any less crowded, and God’s not creating any more land,” Liccardo said Tuesday. “So it is likely that if there’s going to be a viable (downtown-airport) connection, it’s going to be underground.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The mayor said that he hopes to get buy-in from councilmembers to allow city staff to begin a more formal exploration of the concept. And though he mentioned only Musk’s company by name, he said this was a chance for the city to entertain ideas from a range of firms developing new transportation technology, including autonomous vehicles. \u003c/p>\n\u003cp>“This is an opportunity for us to move forward with an exploration of some of those other technologies and really offer companies throughout the globe a chance to show off what they can do in the heart of Silicon Valley,” Liccardo said. \u003c/p>\n\u003cp>The mayor added that one of the city’s aims in opening discussions with The Boring Company is to assess whether the technology the firm is promoting “is real or not.” \u003c/p>\n\u003cp>The company is “still in what you might call experimental stages,” Liccardo said. “They don’t yet have a transit system. They’re merely boring tunnels. I know they have one (in Southern California) which is promising, but by no means does that a transit system make.” \u003c/p>\n\u003cp>Musk and The Boring Company have \u003ca href=\"https://www.boringcompany.com/faq/\" rel=\"noopener\" target=\"_blank\">touted\u003c/a> their tunnel construction approach as much faster and much less expensive than conventional tunnels.\u003c/p>\n\u003cp>But as Liccardo suggested, the biggest question surrounding that vision is whether the The Boring Company — a project Musk said he dreamed up because he was fed up with L.A. traffic — can deliver. \u003c/p>\n\u003cp>The company has promised to dramatically speed up the construction of tunnels and cut their expense — using industry-standard technology, they can cost $1 billion a mile or more — by both developing new technology and adopting a new approach to the tunneling challenge. \u003c/p>\n\u003cp>The company’s proposed tunnels — like its 1.4-mile test bore in the Los Angeles suburb of Hawthorne — are less than half the diameter of a “standard” 28-foot tunnel. That in itself could dramatically reduce tunneling costs. \u003c/p>\n\u003cp>The firm is also devising more powerful, electrically driven tunneling machines that speed up construction by simultaneously boring ahead and building tunnel walls. \u003c/p>\n\u003cp>Once tunnels are completed and ready for use, the company envisions a system its calling “Loop.” It would employ electric vehicles called skates to carry either individual cars — Teslas, of course — or pods that could carry eight to 16 people. The company envisions skates that would be lowered from street level, then traveling through tunnels at up to 150 mph before rising back to the street at the end of the line. \u003c/p>\n\u003cp>Loop systems have been proposed for \u003ca href=\"https://www.boringcompany.com/dugout/\" rel=\"noopener\" target=\"_blank\">Los Angeles\u003c/a>, \u003ca href=\"https://www.boringcompany.com/chicago/\" rel=\"noopener\" target=\"_blank\">Chicago\u003c/a> and the \u003ca href=\"https://www.boringcompany.com/eastcoast/\" rel=\"noopener\" target=\"_blank\">Washington, D.C. area\u003c/a>.\u003c/p>\n\u003cp>But how close are they to arriving in any of those places, let alone downtown San Jose?\u003c/p>\n\u003cp>On one level, the company practically vows to alter the fabric of reality with its futuristic vision of ending, or at least escaping, surface traffic gridlock. \u003c/p>\n\u003cp>On the other hand, all it really has to show the public so far is \u003ca href=\"https://www.theverge.com/2018/12/19/18148061/boring-tunnel-test-drive-hawthorne-tesla-elon-musk\" rel=\"noopener\" target=\"_blank\">a 40 mph ride in a Tesla Model X through a bumpy test tunnel\u003c/a> tricked out with garish (i.e., futuristic) lighting. \u003c/p>\n\u003cp>Of course, seeing is believing. The company’s currently planned Los Angeles Loop project involves a short run from a stop on the L.A. Metro’s Red Line to Dodger Stadium (the exact alignment hasn’t been decided yet). \u003c/p>\n\u003cp>An official with the Dodgers said last summer the new system, dubbed the Dugout Loop, would be ready “in time for the 2020 season.” \u003c/p>\n\u003cp>San Jose, with its increasing congestion, will be watching. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Certainly our city isn’t going to get any less crowded, and God’s not creating any more land,” Liccardo said Tuesday. “So it is likely that if there’s going to be a viable (downtown-airport) connection, it’s going to be underground.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>At least five people were killed Sunday when a plane apparently broke apart in the air and plummeted into a neighborhood in Yorba Linda, an Orange County city southeast of Los Angeles. The pilot died, along with four people in a house hit by wreckage. Officials aren’t sure what caused the crash.\u003c/p>\n\u003cp>Two of the victims owned the two-story stucco house that was hit and was engulfed in a raging fire, said Lt. Cory Martino of the Orange County Sheriff’s Department.\u003c/p>\n\u003cp>Several witnesses described a dramatic scene in which the aircraft, a 1981 twin-engine Cessna 414, burst into flames and began breaking apart even before it hit the house. Security surveillance footage seemed to confirm that version of events, showing the out-of-control plane trailing black smoke as it fell to the ground.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=AIlZXqv2P94\u003c/p>\n\u003cp>“The plane blew up about 100 feet off of the ground. The plane blew up in the sky,” neighbor Jared Bocachica told local TV station \u003ca href=\"https://ktla.com/2019/02/03/crews-responding-to-fire-in-yorba-linda-following-report-of-small-plane-crash/\">KTLA news\u003c/a>. “I come out … it’s raining plane parts from the sky.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The plane had taken off from nearby Fullerton Municipal Airport early Sunday afternoon, said aviation investigator Eliott Simpson of the National Transportation Safety Board. Citing radar data, he said the Cessna had climbed to about 7,800 feet — but after flying around 10 miles, it made a rapid descent.\u003c/p>\n\u003cp>“The airplane appeared to break up in the latter stages of the flight,” Simpson said at a news conference Sunday night.\u003c/p>\n\u003cp>Wreckage has been found over a span of some four blocks. A wing was in part of one street; an engine fell onto another, punching a gaping hole in the asphalt. The main cabin and an engine landed in a backyard, a few feet away from a gazebo.\u003c/p>\n\u003cp>The identities of those killed have not been released; police say the pilot, who was flying alone, was a man, and that there were two men and two women in the house.\u003c/p>\n\u003cp>https://twitter.com/JoshuaRNelson/status/1092181990017622016\u003c/p>\n\u003cp>The crash prompted dozens of residents to rush out of their houses to assess damage and try to help. Some used fire extinguishers and hoses to put out smoldering flames. Around the corner from the burning house, another home had a broken window and a shattered porch pillar. Part of the plane’s propeller lay in the driveway.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>It will take at least 24 hours to collect all the wreckage that was strewn around the neighborhood, Simpson said. The NTSB and other agencies are investigating what may have caused the deadly crash, with the help of Cessna and the company that built the plane’s engines, Simpson said. \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2019 NPR. To see more, visit https://www.npr.org.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=5+Die+As+Plane+Breaks+Apart%2C+Crashes+Into+Neighborhood+In+Southern+California&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The crash prompted dozens of residents to rush out of their houses to assess damage and try to help. Some used fire extinguishers and hoses to put out smoldering flames. Around the corner from the burning house, another home had a broken window and a shattered porch pillar. Part of the plane’s propeller lay in the driveway.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>It will take at least 24 hours to collect all the wreckage that was strewn around the neighborhood, Simpson said. The NTSB and other agencies are investigating what may have caused the deadly crash, with the help of Cessna and the company that built the plane’s engines, Simpson said. \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2019 NPR. To see more, visit https://www.npr.org.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=5+Die+As+Plane+Breaks+Apart%2C+Crashes+Into+Neighborhood+In+Southern+California&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Getting around in the Bay Area is a pain in the butt, especially for marginalized groups like those with low incomes, people with disabilities, the elderly and people of color. Autonomous vehicles could help alleviate our transportation inequities, or they could make them worse. Brian Watt talks to Hana Creger of the Oakland-based \u003ca href=\"http://greenlining.org/\" rel=\"noopener\" target=\"_blank\">Greenlining Institute\u003c/a> about whether we’re headed toward transportation heaven or hell.\u003c/p>\n\u003cp>Read the report Creger co-authored on this question: \u003ca href=\"http://greenlining.org/wp-content/uploads/2019/01/R4_AutonomousVehiclesReportSingle_2019_2.pdf\" rel=\"noopener\" target=\"_blank\">“Autonomous Vehicle Heaven or Hell? Creating a Transportation Revolution that Benefits All”\u003c/a>\u003c/p>\n\u003cp>\u003cem>Q’ed Up is hosted and produced by Ryan Levi. This episode was edited by Queena Kim. Follow Ryan on Twitter at @ryan_levi. Send us a note at qedup@kqed.org. Find more Q’ed Up at kqed.org/qedup.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cp>Like many other cities in California, go nearly anywhere in San Diego and you’re likely to see dockless rental bikes and scooters lying around. Much of the time those bikes and scooters are left on public sidewalks — but they’re also often left sitting on private property.\u003c/p>\n\u003cp>The recently launched company \u003ca href=\"https://www.scootscoop.com/\" rel=\"noopener\" target=\"_blank\">Scooter Removal LLC\u003c/a> lets private property owners report nuisance scooters and bikes. The company hauls them away for free, and makes its money by charging the scooter companies — including Bird and Lime — a fee to get their property back. \u003c/p>\n\u003cp>“I think we’re a part of that check and balance that was never applied in the beginning,” said John Heinkel, co-owner of Scooter Removal. “I think that we’re creating a harmony between the companies that — they provide a service and they do have a right to exist — and that private property owner that doesn’t want them.”\u003c/p>\n\u003cp>https://youtu.be/ZXEBh7GpDxI\u003c/p>\n\u003cp>It’s essentially the same thing that happens when your car gets towed after you leave it parked blocking a private garage. And that’s no accident. \u003c/p>\n\u003cp>Heinkel also owns a towing company. His new company contracts with property owners, posts signs, then notifies scooter operators of areas where their property cannot be.\u003c/p>\n\u003cp>“Understanding that there are private property rights and there are places that those scooters shouldn’t be, and people have a right not to have them,” Heinkel said.\u003c/p>\n\u003cp>Heinkel said since last July more than 6,000 scooters have been impounded with a handful of bikes. Companies have to pay a fee per scooter, plus a daily storage rate to get them back.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Like many other cities in California, go nearly anywhere in San Diego and you’re likely to see dockless rental bikes and scooters lying around. Much of the time those bikes and scooters are left on public sidewalks — but they’re also often left sitting on private property.\u003c/p>\n\u003cp>The recently launched company \u003ca href=\"https://www.scootscoop.com/\" rel=\"noopener\" target=\"_blank\">Scooter Removal LLC\u003c/a> lets private property owners report nuisance scooters and bikes. The company hauls them away for free, and makes its money by charging the scooter companies — including Bird and Lime — a fee to get their property back. \u003c/p>\n\u003cp>“I think we’re a part of that check and balance that was never applied in the beginning,” said John Heinkel, co-owner of Scooter Removal. “I think that we’re creating a harmony between the companies that — they provide a service and they do have a right to exist — and that private property owner that doesn’t want them.”\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/ZXEBh7GpDxI'\n title='//www.youtube.com/embed/ZXEBh7GpDxI'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>It’s essentially the same thing that happens when your car gets towed after you leave it parked blocking a private garage. And that’s no accident. \u003c/p>\n\u003cp>Heinkel also owns a towing company. His new company contracts with property owners, posts signs, then notifies scooter operators of areas where their property cannot be.\u003c/p>\n\u003cp>“Understanding that there are private property rights and there are places that those scooters shouldn’t be, and people have a right not to have them,” Heinkel said.\u003c/p>\n\u003cp>Heinkel said since last July more than 6,000 scooters have been impounded with a handful of bikes. Companies have to pay a fee per scooter, plus a daily storage rate to get them back.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>[dropcap]T[/dropcap]he big but unsurprising news about BART this week is that its riders are unhappy -- in fact, more unhappy than they've ever been, if you go by the agency's record-low \u003ca href=\"https://assets.documentcloud.org/documents/5692744/BART-Workshop-Customer-Satisfaction-Survey-2018.pdf\" target=\"_blank\" rel=\"noopener\">customer satisfaction survey\u003c/a> numbers.\u003c/p>\n\u003cp>BART's overall customer satisfaction -- the total percentage of surveyed riders who say they're somewhat satisfied or very satisfied with the transit agency's service -- has been on a downward trajectory for years.\u003c/p>\n\u003cp>The surveys, taken every two years, showed that overall satisfaction number hovering between 84 and 86 percent from 2004 through 2012. Then, as ridership rose to record levels after the Great Recession, customer ratings of the service went into a free fall.\u003c/p>\n\u003cp>In 2012, the satisfaction rating was 84 percent. In the wake of two strikes in 2013, the number fell to 74 percent, tying a record low set in the late 1990s. In 2016, as ridership spiked and numerous breakdowns and service delays afflicted the system, the satisfaction number fell to a new nadir, 69 percent.\u003c/p>\n\u003cp>And \u003ca href=\"https://assets.documentcloud.org/documents/5692744/BART-Workshop-Customer-Satisfaction-Survey-2018.pdf\" target=\"_blank\" rel=\"noopener\">the most recent survey\u003c/a> -- conducted from Sept. 11 through Oct. 21, 2018, and to be discussed at a Thursday BART board workshop in San Franciso -- prompts the question, \"How low can you go?\" Just 56 percent of the roughly 5,300 respondents said they were \"very\" or \"somewhat\" satisfied with BART.\u003c/p>\n\u003cfigure id=\"attachment_11720664\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/Screen-Shot-2019-01-24-at-8.37.41-AM.png\">\u003cimg class=\"size-medium wp-image-11720664\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/Screen-Shot-2019-01-24-at-8.37.41-AM-800x577.png\" alt=\"\" width=\"800\" height=\"577\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-24-at-8.37.41-AM-800x577.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-24-at-8.37.41-AM-160x115.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-24-at-8.37.41-AM-1020x736.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-24-at-8.37.41-AM-1200x866.png 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-24-at-8.37.41-AM.png 1912w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART customer satisfaction survey results plotted against ridership trends. Overall satisfaction has fallen from 84 percent to 56 percent in just six years. \u003ccite>(BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Driving that drop: anger over \u003ca href=\"https://www.kqed.org/news/11639317/bart-launches-effort-to-get-tough-on-fare-cheaters\" target=\"_blank\" rel=\"noopener\">rampant fare evasion\u003c/a>, a problem that BART has estimated costs $15 million to $25 million a year; displeasure with dirty trains and stations; unhappiness with the number of apparently homeless and mentally ill people who have sought out BART facilities as a haven; and concern about personal safety amid a spike in crime on the system.\u003c/p>\n\u003cp>The district's ridership reports back up the survey results.\u003c/p>\n\u003cp>BART, which depends on passenger fares for about 75 percent of its operating funds, has seen an overall ridership drop of about 6 percent during the last two fiscal years. Its average weekday patronage has fallen from a high of 433,000 to 414,000. The biggest declines have been seen in late-night and weekend ridership.\u003c/p>\n\u003cp>BART argues that there are signs that things are getting better: The agency says it has hired more workers to clean up stations, implemented a formal cleaner certification program and made visible progress improving conditions at some of the system's most notoriously troubled stations -- Civic Center and 16th Street/Mission in San Francisco, for instance.\u003c/p>\n\u003cp>The agency says that its new train cars will improve reliability and, by the very fact that they are shiny and loaded with new features like better air circulation and signage, will make riders happier.\u003c/p>\n\u003cp>And it points to one modest-sounding but unqualified success: The hiring of attendants to keep watch on the four elevators at Civic Center and Powell Street stations. Customer surveys suggest the public recognizes that conditions on those elevators -- often used as toilets by station denizens in the past -- have improved dramatically.\u003c/p>\n\u003cp>Still, in \u003ca href=\"https://www.kqed.org/forum/2010101869287/bart-approval-rating-hits-historic-low\" target=\"_blank\" rel=\"noopener\">an appearance\u003c/a> on KQED's Forum on Wednesday, BART board president Bevan Dufty told the district's patrons he was sorry.\u003c/p>\n\u003cp>\"I want to apologize for the experiences that riders have had that have brought these numbers in so low,\" Dufty said. \"It's not really a surprise because the problems the riders are seeing are what we're seeking to tackle and change.\"\u003c/p>\n\u003cp>He said part of the problem was the past failure to invest in the system -- an issue he suggested the district is on the way to solving thanks to a 2016 bond measure that will provide $3.5 billion to renew infrastructure. But he added, as other BART officials and directors have in the past, that the district and its customers are at the mercy of larger social forces.\u003c/p>\n\u003cp>\"We are like everyone else in the Bay Area -- we are impacted by the crisis of homelessness,\" Dufty said. \"This is something I've worked on, and we need the partnership of our cities and counties around the bay to address this, because we are a transportation agency, not a social service agency.\"\u003c/p>\n\u003cp>Dufty pointed to the deployment of San Francisco homeless outreach teams to the Powell and Civic Center stations over the past year as a success story, with team members finding help ranging from emergency shelter to clean socks for people seeking refuge on the BART concourses. That outreach effort is scheduled to expand next month, with a two-person team dedicated to the 16th and 24th Street stations in the Mission.\u003c/p>\n\u003cp>But Debora Allen, the board member representing central Contra Costa County, said in an interview she feels the survey results show the need for the district to take decisive action to respond to customer concerns. She said she wants to see the agency move to start hiring officers to fill about 25 empty positions in its Police Department and make it more difficult to get into the system without paying.\u003c/p>\n\u003cp>Allen, who like Dufty was elected to the board in 2016, said, \"The last two years of continuous assurances that things will get better, that we're doing the right things -- that's no longer acceptable. Here we are, riders are coming back to us and saying, 'Yeah, we're even more unhappy now than we were two years ago.' We've got to move quickly. We've got to address the police positions. We've got to address the fare evasion. And we've got to figure out how we're going to close off the entrances to the stations\" to non-paying riders.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">T\u003c/span>\u003c/p>\u003cp>he big but unsurprising news about BART this week is that its riders are unhappy -- in fact, more unhappy than they've ever been, if you go by the agency's record-low \u003ca href=\"https://assets.documentcloud.org/documents/5692744/BART-Workshop-Customer-Satisfaction-Survey-2018.pdf\" target=\"_blank\" rel=\"noopener\">customer satisfaction survey\u003c/a> numbers.\u003c/p>\n\u003cp>BART's overall customer satisfaction -- the total percentage of surveyed riders who say they're somewhat satisfied or very satisfied with the transit agency's service -- has been on a downward trajectory for years.\u003c/p>\n\u003cp>The surveys, taken every two years, showed that overall satisfaction number hovering between 84 and 86 percent from 2004 through 2012. Then, as ridership rose to record levels after the Great Recession, customer ratings of the service went into a free fall.\u003c/p>\n\u003cp>In 2012, the satisfaction rating was 84 percent. In the wake of two strikes in 2013, the number fell to 74 percent, tying a record low set in the late 1990s. In 2016, as ridership spiked and numerous breakdowns and service delays afflicted the system, the satisfaction number fell to a new nadir, 69 percent.\u003c/p>\n\u003cp>And \u003ca href=\"https://assets.documentcloud.org/documents/5692744/BART-Workshop-Customer-Satisfaction-Survey-2018.pdf\" target=\"_blank\" rel=\"noopener\">the most recent survey\u003c/a> -- conducted from Sept. 11 through Oct. 21, 2018, and to be discussed at a Thursday BART board workshop in San Franciso -- prompts the question, \"How low can you go?\" Just 56 percent of the roughly 5,300 respondents said they were \"very\" or \"somewhat\" satisfied with BART.\u003c/p>\n\u003cfigure id=\"attachment_11720664\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/Screen-Shot-2019-01-24-at-8.37.41-AM.png\">\u003cimg class=\"size-medium wp-image-11720664\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/Screen-Shot-2019-01-24-at-8.37.41-AM-800x577.png\" alt=\"\" width=\"800\" height=\"577\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-24-at-8.37.41-AM-800x577.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-24-at-8.37.41-AM-160x115.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-24-at-8.37.41-AM-1020x736.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-24-at-8.37.41-AM-1200x866.png 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/01/Screen-Shot-2019-01-24-at-8.37.41-AM.png 1912w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART customer satisfaction survey results plotted against ridership trends. Overall satisfaction has fallen from 84 percent to 56 percent in just six years. \u003ccite>(BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Driving that drop: anger over \u003ca href=\"https://www.kqed.org/news/11639317/bart-launches-effort-to-get-tough-on-fare-cheaters\" target=\"_blank\" rel=\"noopener\">rampant fare evasion\u003c/a>, a problem that BART has estimated costs $15 million to $25 million a year; displeasure with dirty trains and stations; unhappiness with the number of apparently homeless and mentally ill people who have sought out BART facilities as a haven; and concern about personal safety amid a spike in crime on the system.\u003c/p>\n\u003cp>The district's ridership reports back up the survey results.\u003c/p>\n\u003cp>BART, which depends on passenger fares for about 75 percent of its operating funds, has seen an overall ridership drop of about 6 percent during the last two fiscal years. Its average weekday patronage has fallen from a high of 433,000 to 414,000. The biggest declines have been seen in late-night and weekend ridership.\u003c/p>\n\u003cp>BART argues that there are signs that things are getting better: The agency says it has hired more workers to clean up stations, implemented a formal cleaner certification program and made visible progress improving conditions at some of the system's most notoriously troubled stations -- Civic Center and 16th Street/Mission in San Francisco, for instance.\u003c/p>\n\u003cp>The agency says that its new train cars will improve reliability and, by the very fact that they are shiny and loaded with new features like better air circulation and signage, will make riders happier.\u003c/p>\n\u003cp>And it points to one modest-sounding but unqualified success: The hiring of attendants to keep watch on the four elevators at Civic Center and Powell Street stations. Customer surveys suggest the public recognizes that conditions on those elevators -- often used as toilets by station denizens in the past -- have improved dramatically.\u003c/p>\n\u003cp>Still, in \u003ca href=\"https://www.kqed.org/forum/2010101869287/bart-approval-rating-hits-historic-low\" target=\"_blank\" rel=\"noopener\">an appearance\u003c/a> on KQED's Forum on Wednesday, BART board president Bevan Dufty told the district's patrons he was sorry.\u003c/p>\n\u003cp>\"I want to apologize for the experiences that riders have had that have brought these numbers in so low,\" Dufty said. \"It's not really a surprise because the problems the riders are seeing are what we're seeking to tackle and change.\"\u003c/p>\n\u003cp>He said part of the problem was the past failure to invest in the system -- an issue he suggested the district is on the way to solving thanks to a 2016 bond measure that will provide $3.5 billion to renew infrastructure. But he added, as other BART officials and directors have in the past, that the district and its customers are at the mercy of larger social forces.\u003c/p>\n\u003cp>\"We are like everyone else in the Bay Area -- we are impacted by the crisis of homelessness,\" Dufty said. \"This is something I've worked on, and we need the partnership of our cities and counties around the bay to address this, because we are a transportation agency, not a social service agency.\"\u003c/p>\n\u003cp>Dufty pointed to the deployment of San Francisco homeless outreach teams to the Powell and Civic Center stations over the past year as a success story, with team members finding help ranging from emergency shelter to clean socks for people seeking refuge on the BART concourses. That outreach effort is scheduled to expand next month, with a two-person team dedicated to the 16th and 24th Street stations in the Mission.\u003c/p>\n\u003cp>But Debora Allen, the board member representing central Contra Costa County, said in an interview she feels the survey results show the need for the district to take decisive action to respond to customer concerns. She said she wants to see the agency move to start hiring officers to fill about 25 empty positions in its Police Department and make it more difficult to get into the system without paying.\u003c/p>\n\u003cp>Allen, who like Dufty was elected to the board in 2016, said, \"The last two years of continuous assurances that things will get better, that we're doing the right things -- that's no longer acceptable. Here we are, riders are coming back to us and saying, 'Yeah, we're even more unhappy now than we were two years ago.' We've got to move quickly. We've got to address the police positions. 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"disqusTitle": "Muni Makes Safety Changes Five Months After Fatal Twin Peaks Tunnel Accident",
"title": "Muni Makes Safety Changes Five Months After Fatal Twin Peaks Tunnel Accident",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>San Francisco officials say they've begun instituting a new set of safety rules for firms that bid on city transportation infrastructure projects, reforms prompted by the death of a construction worker inside a rail tunnel last summer.\u003c/p>\n\u003cp>Beginning this month, contractors must submit more detailed safety plans and hire dedicated safety managers to qualify for construction contracts with the city's Municipal Transportation Agency.\u003c/p>\n\u003cp>\"Subsequent to the accident, the SFMTA has amended its contractor selection and bidding procedures,\" agency spokesman Paul Rose said in an email.\u003c/p>\n\u003cp>The changes come amid the release of an autopsy report on the death of the worker, 51-year-old \u003ca href=\"https://www.legacy.com/obituaries/appealdemocrat/obituary.aspx?page=lifestory&pid=189945715\" target=\"_blank\" rel=\"noopener\">Patrick Ricketts\u003c/a>, disclosing new details about the fatal incident.\u003c/p>\n\u003cp>The $40 million Twin Peaks Tunnel Improvement Project, which aims to upgrade service on light-rail lines between Muni's Castro and West Portal stations, was tied to a series of severe \u003ca href=\"https://www.kqed.org/news/11691978/muni-says-contractors-mistakes-on-tunnel-project-causing-new-delays-in-service\" target=\"_blank\" rel=\"noopener\">transit delays\u003c/a>. Problems associated with the job led to two City Hall hearings that shined a light on SFMTA's \u003ca href=\"https://sfbos.org/sites/default/files/BLA_Muni_Operator_Staffing_120518.pdf\" target=\"_blank\" rel=\"noopener\">operator shortages\u003c/a> and weaknesses in \u003ca href=\"https://www.kqed.org/news/11699521/after-workers-death-on-muni-project-s-f-grapples-with-how-to-vet-contractor-safety-records\" target=\"_blank\" rel=\"noopener\">contractor hiring\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>After Ricketts was killed, news reports disclosed workplace regulators had issued \u003ca href=\"https://www.kqed.org/news/11686976/muni-chief-downplays-safety-concerns-in-sf-tunnel-project-after-worker-death\" target=\"_blank\" rel=\"noopener\">dozens of safety violations\u003c/a> in the last decade against one of the companies involved in the tunnel project, Oakland-based Shimmick Construction. That included a $50,000 fine in 2016 in connection with the death of a worker operating a forklift.\u003c/p>\n\u003cp>Despite that penalty, Shimmick had told city officials when it bid for the tunnel project that it had not been cited for any serious or willful safety violations by California's Division of Occupational Safety and Health, Cal/OSHA.\u003c/p>\n\u003cp>After the accident, Cal/OSHA and San Francisco police launched investigations into the Aug. 10 \u003ca href=\"https://www.osha.gov/pls/imis/establishment.inspection_detail?id=1339097.015\" target=\"_blank\" rel=\"noopener\">incident\u003c/a> that killed Ricketts.\u003c/p>\n\u003cp>Since then police have closed their case, according to SFPD spokesman Sgt. Michael Andraychak.\u003c/p>\n\u003cp>\"There does not appear to be any criminal element to the case,\" Andraychak said in an email.\u003c/p>\n\u003cp>But until now few details have emerged about the incident.\u003c/p>\n\u003cp>\u003cstrong>Autopsy Findings\u003c/strong>\u003c/p>\n\u003cp>The San Francisco medical examiner's report says the episode began with one of Ricketts' fellow workers driving a rail crane -- a piece of construction equipment used to transport and lift heavy gear or construction materials -- into the West Portal tunnel\u003c/p>\n\u003cp>As the crane inched along, pushing two flatbed rail cars in front of it, its elevated arm struck and dislodged a steel beam that had been placed as temporary support inside the tunnel.\u003c/p>\n\u003cp>The falling beam struck Ricketts, a signal technician from the Colusa County town of Williams. The report says he suffered a wide range of traumatic injuries, including shattered ribs, a collapsed lung and a severed spinal cord. Ricketts also sustained injuries to his back, head and neck. The medical examiner's office classified the cause of death as blunt force injuries of the chest.\u003c/p>\n\u003cp>Craig Peters, a partner at Altair Law who specializes in heavy equipment accidents, reviewed the autopsy findings for KQED.\u003c/p>\n\u003cp>\"You have a lot of people in a very small space, which means you got to have a super-strong protocol for safety and clearly they didn't,\" Peters said.\u003c/p>\n\u003cp>\"If you are knocking over a massive beam, you have clearly failed to implement basic safety precautions,\" Peters said.\u003c/p>\n\u003cp>The medical examiner's report says that paramedics found Ricketts lying down and unconscious on the gravel — but breathing and with a pulse — on the West Portal side of the tunnel. While they were tending to him, he went into traumatic cardiac arrest.\u003c/p>\n\u003cp>Emergency room staff were able to re-establish a pulse, the report says. But while doctors were performing a CT scan on Ricketts, \"the subject arrested again and could not be revived.\"\u003c/p>\n\u003cp>The report also notes that Ricketts' hardhat was not found at the scene of the accident and one was not located at the hospital.\u003c/p>\n\u003cp>Peters says while hardhats are important for construction protections, wearing one in this incident would not have saved Ricketts life. But he notes the absence of one might shed light on the company's safety culture.\u003c/p>\n\u003cp>\"They might be indications of the laxity in safety precautions that were being taken generally in this project,\" Peters said.\u003c/p>\n\u003cp>A spokesman for Shimmick declined to comment.\u003c/p>\n\u003cp>\u003cstrong>New Construction Bid Rules\u003c/strong>\u003c/p>\n\u003cp>The SFMTA began implementing its new contractor requirements on Jan. 10, when bids for the first phase of a $90 million project to improve its L-Taraval line began, according to Rose, the agency spokesman. The agency plans to replace worn rails, overhead wires, water and sewer lines along Taraval Street in a job expected to last two years.\u003c/p>\n\u003cp>Before those new rules were put in place, companies on all Muni infrastructure projects were required to have safety representatives on hand. Those workers can be members of the construction team who also have safety responsibilities.\u003c/p>\n\u003cp>Now, more of the agency's contractors will need to have dedicated supervisors or managers who are certified safety professionals on hand. Their sole responsibility is safety, and they're required to be on job sites full time and available 24 hours a day, seven days a week.\u003c/p>\n\u003cp>The agency's contractors must also now provide more documents about their safety history and Cal/OSHA citations, and they need to submit more detailed safety and work plans, Rose said.\u003c/p>\n\u003cp>Peters described the SFMTA's contractor changes as good — but not strong enough. He emphasized that the agency should essentially make the firms pay to keep their workers safe.\u003c/p>\n\u003cp>\"Require the employer to provide minimum short-term and long-term disability policies for all workers, along with life insurance policies for workers,\" Peters said. \"That's an added cost to the contractor, but they are now motivated by their bottom line to improve their safety.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>SFMTA does not currently mandate those benefits, according to Rose. But agency contractors have to provide workers' compensation benefits, which include short-term and permanent disability benefits as well as death benefits for their employees, he said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco officials say they've begun instituting a new set of safety rules for firms that bid on city transportation infrastructure projects, reforms prompted by the death of a construction worker inside a rail tunnel last summer.\u003c/p>\n\u003cp>Beginning this month, contractors must submit more detailed safety plans and hire dedicated safety managers to qualify for construction contracts with the city's Municipal Transportation Agency.\u003c/p>\n\u003cp>\"Subsequent to the accident, the SFMTA has amended its contractor selection and bidding procedures,\" agency spokesman Paul Rose said in an email.\u003c/p>\n\u003cp>The changes come amid the release of an autopsy report on the death of the worker, 51-year-old \u003ca href=\"https://www.legacy.com/obituaries/appealdemocrat/obituary.aspx?page=lifestory&pid=189945715\" target=\"_blank\" rel=\"noopener\">Patrick Ricketts\u003c/a>, disclosing new details about the fatal incident.\u003c/p>\n\u003cp>The $40 million Twin Peaks Tunnel Improvement Project, which aims to upgrade service on light-rail lines between Muni's Castro and West Portal stations, was tied to a series of severe \u003ca href=\"https://www.kqed.org/news/11691978/muni-says-contractors-mistakes-on-tunnel-project-causing-new-delays-in-service\" target=\"_blank\" rel=\"noopener\">transit delays\u003c/a>. Problems associated with the job led to two City Hall hearings that shined a light on SFMTA's \u003ca href=\"https://sfbos.org/sites/default/files/BLA_Muni_Operator_Staffing_120518.pdf\" target=\"_blank\" rel=\"noopener\">operator shortages\u003c/a> and weaknesses in \u003ca href=\"https://www.kqed.org/news/11699521/after-workers-death-on-muni-project-s-f-grapples-with-how-to-vet-contractor-safety-records\" target=\"_blank\" rel=\"noopener\">contractor hiring\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>After Ricketts was killed, news reports disclosed workplace regulators had issued \u003ca href=\"https://www.kqed.org/news/11686976/muni-chief-downplays-safety-concerns-in-sf-tunnel-project-after-worker-death\" target=\"_blank\" rel=\"noopener\">dozens of safety violations\u003c/a> in the last decade against one of the companies involved in the tunnel project, Oakland-based Shimmick Construction. That included a $50,000 fine in 2016 in connection with the death of a worker operating a forklift.\u003c/p>\n\u003cp>Despite that penalty, Shimmick had told city officials when it bid for the tunnel project that it had not been cited for any serious or willful safety violations by California's Division of Occupational Safety and Health, Cal/OSHA.\u003c/p>\n\u003cp>After the accident, Cal/OSHA and San Francisco police launched investigations into the Aug. 10 \u003ca href=\"https://www.osha.gov/pls/imis/establishment.inspection_detail?id=1339097.015\" target=\"_blank\" rel=\"noopener\">incident\u003c/a> that killed Ricketts.\u003c/p>\n\u003cp>Since then police have closed their case, according to SFPD spokesman Sgt. Michael Andraychak.\u003c/p>\n\u003cp>\"There does not appear to be any criminal element to the case,\" Andraychak said in an email.\u003c/p>\n\u003cp>But until now few details have emerged about the incident.\u003c/p>\n\u003cp>\u003cstrong>Autopsy Findings\u003c/strong>\u003c/p>\n\u003cp>The San Francisco medical examiner's report says the episode began with one of Ricketts' fellow workers driving a rail crane -- a piece of construction equipment used to transport and lift heavy gear or construction materials -- into the West Portal tunnel\u003c/p>\n\u003cp>As the crane inched along, pushing two flatbed rail cars in front of it, its elevated arm struck and dislodged a steel beam that had been placed as temporary support inside the tunnel.\u003c/p>\n\u003cp>The falling beam struck Ricketts, a signal technician from the Colusa County town of Williams. The report says he suffered a wide range of traumatic injuries, including shattered ribs, a collapsed lung and a severed spinal cord. Ricketts also sustained injuries to his back, head and neck. The medical examiner's office classified the cause of death as blunt force injuries of the chest.\u003c/p>\n\u003cp>Craig Peters, a partner at Altair Law who specializes in heavy equipment accidents, reviewed the autopsy findings for KQED.\u003c/p>\n\u003cp>\"You have a lot of people in a very small space, which means you got to have a super-strong protocol for safety and clearly they didn't,\" Peters said.\u003c/p>\n\u003cp>\"If you are knocking over a massive beam, you have clearly failed to implement basic safety precautions,\" Peters said.\u003c/p>\n\u003cp>The medical examiner's report says that paramedics found Ricketts lying down and unconscious on the gravel — but breathing and with a pulse — on the West Portal side of the tunnel. While they were tending to him, he went into traumatic cardiac arrest.\u003c/p>\n\u003cp>Emergency room staff were able to re-establish a pulse, the report says. But while doctors were performing a CT scan on Ricketts, \"the subject arrested again and could not be revived.\"\u003c/p>\n\u003cp>The report also notes that Ricketts' hardhat was not found at the scene of the accident and one was not located at the hospital.\u003c/p>\n\u003cp>Peters says while hardhats are important for construction protections, wearing one in this incident would not have saved Ricketts life. But he notes the absence of one might shed light on the company's safety culture.\u003c/p>\n\u003cp>\"They might be indications of the laxity in safety precautions that were being taken generally in this project,\" Peters said.\u003c/p>\n\u003cp>A spokesman for Shimmick declined to comment.\u003c/p>\n\u003cp>\u003cstrong>New Construction Bid Rules\u003c/strong>\u003c/p>\n\u003cp>The SFMTA began implementing its new contractor requirements on Jan. 10, when bids for the first phase of a $90 million project to improve its L-Taraval line began, according to Rose, the agency spokesman. The agency plans to replace worn rails, overhead wires, water and sewer lines along Taraval Street in a job expected to last two years.\u003c/p>\n\u003cp>Before those new rules were put in place, companies on all Muni infrastructure projects were required to have safety representatives on hand. Those workers can be members of the construction team who also have safety responsibilities.\u003c/p>\n\u003cp>Now, more of the agency's contractors will need to have dedicated supervisors or managers who are certified safety professionals on hand. Their sole responsibility is safety, and they're required to be on job sites full time and available 24 hours a day, seven days a week.\u003c/p>\n\u003cp>The agency's contractors must also now provide more documents about their safety history and Cal/OSHA citations, and they need to submit more detailed safety and work plans, Rose said.\u003c/p>\n\u003cp>Peters described the SFMTA's contractor changes as good — but not strong enough. He emphasized that the agency should essentially make the firms pay to keep their workers safe.\u003c/p>\n\u003cp>\"Require the employer to provide minimum short-term and long-term disability policies for all workers, along with life insurance policies for workers,\" Peters said. \"That's an added cost to the contractor, but they are now motivated by their bottom line to improve their safety.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>SFMTA does not currently mandate those benefits, according to Rose. But agency contractors have to provide workers' compensation benefits, which include short-term and permanent disability benefits as well as death benefits for their employees, he said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco Made Millions Selling Taxi Medallions. Now Drivers Are Paying the Price",
"title": "San Francisco Made Millions Selling Taxi Medallions. Now Drivers Are Paying the Price",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>\u003cem>Originally published Sep. 27, 2018.\u003c/em>\u003c/p>\n\u003cp>[dropcap]Y[/dropcap]ana Kiziryan has two children. The youngest, Eddy, looks just like his grandfather, Edward Agababian. Yana’s family is Armenian. They emigrated from Baku, Azerbaijan, during the pogroms in 1991. As the Soviet Union was crumbling, Azerbaijan’s government was rounding up and killing Armenians.\u003c/p>\n\u003cp>Yana’s family feared for their lives. Her dad, Edward, filed for refugee status. “We’re really lucky America took us in,” Yana says.\u003c/p>\n\u003cp>Yana’s father was 32 when the family arrived in the U.S. He didn’t speak English well, but he was determined to make a middle-class life for his family. In San Francisco, he found out he could make OK money driving a taxi. So, he started driving a cab. And he loved it.\u003c/p>\n\u003cfigure id=\"attachment_11695025\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11695025 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/09/ed_car-800x600.png\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_car-800x600.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_car-160x120.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_car-240x180.png 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_car-375x281.png 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_car-520x390.png 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_car.png 871w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Edward Agababian inspects a car engine. \u003ccite>(Courtesy of Yana Kiziryan)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Edward liked meeting new people. He liked the community of other cabbies. And he loved all the driving. Whenever the family took trips, he insisted they drive instead of fly. He was a driver by nature, Yana says. He was also competitive by nature. A trait that really came out whenever he went to work at the airport.\u003c/p>\n\u003cp>A bunch of taxi drivers at San Francisco International Airport used to play chess. Back when Edward started driving, they never had to wait that long for a fare. So they played speed games. Yana said Edward never lost. After his shifts, Edward would come home and play against Yana. To make it easier on her, he would play without his queen. Then, when she was about to lose, he’d turn the board around and play as her. No matter the odds, he’d still find a way to win.\u003c/p>\n\u003cp>Driving a cab was helping the family get by, but Edward wanted to ensure a secure future after he was gone. So Yana says he invested in the stock market. Twice he took a huge hit. Once in the dot-com boom. Then again in the 2008 financial crisis. His last big play was buying a taxi medallion.\u003c/p>\n\u003cp>\u003cstrong>A Safe Bet and a Retirement Plan\u003c/strong>\u003c/p>\n\u003cp>Before Uber and Lyft, the \u003ca href=\"https://www.kqed.org/news/10693923/for-san-francisco-cab-drivers-once-treasured-medallions-now-a-burden\" target=\"_blank\" rel=\"noopener\">medallion was extremely desirable\u003c/a> for taxi drivers. A driver could lease the medallion to other drivers and make passive income on the medallion. Between that and driving the cab themselves, a taxi driver could make somewhere between $5,000 and $7,000 a month. Medallions were the de facto retirement plan for drivers. That’s exactly how Edward thought of it.\u003c/p>\n\u003cp>“He thought if anything ever happens to me,” Yana says, “if I were to die, the family would be set. It was his insurance plan and his retirement plan.”\u003c/p>\n\u003cp>San Francisco taxi medallions used to be awarded to drivers on a seniority basis. Drivers would wait on a list for their chance to get one. It could take 10 or even 15 years for your name to come up.\u003c/p>\n\u003cp>[audio src=\"https://www.kqed.org/.stream/anon/radio/RDnews/2018/09/HarnettTaxiMedallionsfull.mp3\" title=\"San Francisco Made Millions Selling Taxi Medallions. Now Drivers Are Paying the Price\" program=\"KQED News\" image=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/09/Circle-of-drivers-e1538082779288.jpg\"]\u003c/p>\n\u003cp>Then in 2010, amid transit budget shortfalls, then-Mayor Gavin Newsom took a page out of the New York City playbook. He encouraged the San Francisco Municipal Transportation Authority (Muni) to “monetize” the medallions.\u003c/p>\n\u003cp>The SFMTA started selling medallions for $250,000 a pop. The city needed a lender to provide low-interest loans to cab drivers, many of whom were immigrants with limited credit history. So, it turned to the San Francisco Federal Credit Union, a local institution that usually lends its money in the community.\u003c/p>\n\u003cp>Since 2010, the SFMTA has sold around 700 medallions to drivers. The credit union, which financed almost all of these medallions, estimates that the city brought in $64 million from selling them. That money helped alleviate budget deficits that had accumulated after the 2008 financial crisis.\u003c/p>\n\u003cp>The medallions were a boon for the city, but they quickly became toxic for the credit union and the drivers who bought them.\u003c/p>\n\u003cp>\u003cstrong>The Destruction of an Industry and a Way of Life\u003c/strong>\u003c/p>\n\u003cp>Edward was one of those roughly 700 drivers who bought a medallion. He made a down payment and took out a loan with the credit union to get his in 2011. At first it was great. But then Lyft and Uber really started taking off.\u003c/p>\n\u003cp>The SFMTA did not require Lyft and Uber to buy medallions for their drivers. Unlike taxis, there was no cap on the amount of vehicles these venture-backed companies could put on the road. And they took advantage of that.\u003c/p>\n\u003cp>A spokesperson for the SFMTA says it did not have the authority to require Uber and Lyft to purchase medallions. It categorizes the companies at TNCs (Transportation Network Companies) instead of taxi companies. TNCs are regulated by the California Public Utilities Commission (CPUC). The TNC classification is controversial. Taxi drivers argue the city could have pushed back harder against the CPUC and taken more of a charge in regulating Uber and Lyft.\u003c/p>\n\u003cp>Uber and Lyft burned billions of dollars in venture capital to grow quickly. They put thousands and thousands of drivers on the road, which allowed them to offer cheap rides and quick pickups. The number of taxis meanwhile were capped by the medallion program, and the fare rates fixed, which ensured steady pay for the drivers. Lyft and Uber completely undercut the industry.\u003c/p>\n\u003cp>Uber and Lyft engaged in a price war to gain customers, and as the cost of their rides went down, so did driver earnings. While customers were enjoying the ability to zip cheaply around the city on low prices subsidized by investment capital, drivers for taxis, Ubers and Lyfts were making less and less and less.\u003c/p>\n\u003cp>Those who bought medallions were trapped in the industry. They had to make those loan payments. So even though his earnings were plummeting, Edward kept driving. Soon he was going out on the road, logging eight, 10 or 12 hours just to break even on the loan for his medallion.\u003c/p>\n\u003cp>“Edward became increasingly restless and nervous,” Yana says. “There were months were they didn’t have quite enough to make all their bills.” Sometimes she had to chip in to help out her parents. Yana said Edward even signed up to drive Uber and Lyft, just to try and get some extra rides.\u003c/p>\n\u003cp>Yana started worrying about her father’s health. “He internalized everything,” Yana says, “and I am sure it did not help with his blood pressure problem, and just overall health.” But Edward kept driving.\u003c/p>\n\u003cp>\u003cstrong>Persistence and Loss\u003c/strong>\u003c/p>\n\u003cp>About two years ago, Yana and her whole family left for a short trip to the East Coast. Edward stayed home to drive. He went to the airport, like he did every day. There were so few fares at that point, drivers could sit for hours in their car waiting for a passenger. That’s where Edward’s friends found him.\u003c/p>\n\u003cp>“His friends at the airport right away noticed something was wrong,” Yana says. “They looked at him and he was green.” Edward said he wanted to go home. “They were like, 'no',” Yana says. “'You’re going to the hospital.'”\u003c/p>\n\u003cp>An ambulance came and rushed him to the hospital. Edward’s aorta had torn. He was bleeding internally. Soon after getting to the hospital, he passed away.\u003c/p>\n\u003caside class=\"pullquote alignright\">'We didn’t even get to say goodbye.'\u003ccite> Yana Kiziryan\u003c/cite>\u003c/aside>\n\u003cp>“The doctor told us that when he got to the hospital, they asked him if he wanted to call his family,” Yana says, “and apparently he said, ‘I don’t want to make them nervous.’ And so we didn’t even get to say goodbye or anything.”\u003c/p>\n\u003cp>\u003cstrong>A Toxic Asset and Family Debt\u003c/strong>\u003c/p>\n\u003cp>Edward was 59 when he died. Even though he was gone, the family was still burdened by the medallion debt. The loan for the medallion was outstanding and would be counted against any inheritance. The family wanted to sell the medallion to recoup their losses, but there were no buyers. The market was totally frozen.\u003c/p>\n\u003cfigure id=\"attachment_11695028\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11695028\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/09/ed_fam3-800x602.png\" alt=\"\" width=\"800\" height=\"602\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3-800x602.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3-160x120.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3-1020x767.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3-1200x903.png 1200w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3-1180x888.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3-960x722.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3-240x181.png 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3-375x282.png 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3-520x391.png 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3.png 1514w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Edward Agababian's family. \u003ccite>(Courtesy of Yana Kiziryan)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Yana could not believe her family was still being plagued by this medallion that they could not get rid of it. “For a while we kept calling the SFMTA and sending them emails and trying to understand what was going to happen,” Yana said.\u003c/p>\n\u003cp>Under SFMTA rules, the medallion is inoperable after its owner dies. That means the family couldn't even lease out or drive on the medallion.\u003c/p>\n\u003cp>Yana said the family felt they had no options except to stop making the loan payments. So they defaulted, taking a hit on their credit score. “We’d never not paid for something when it was due,” Yana said. “It was a very uncomfortable feeling to know that you’re neglecting a payment.”\u003c/p>\n\u003cp>\u003cstrong>A Frozen Market and a Slow-Moving Lawsuit\u003c/strong>\u003c/p>\n\u003cp>The San Francisco Federal Credit Union, which financed almost every one of these medallions, is relatively small, handling around just $1 billion in assets. It mostly invests locally, and the medallions seemed, at the time, like a great partnership with the city.\u003c/p>\n\u003cp>Jonathan Oliver is the CEO of the credit union. He said the credit union agreed to give low-interest loans to taxi drivers with limited credit history because the city assured that it would maintain the viability of the medallion market.\u003c/p>\n\u003cp>Oliver says the SFMTA wrote both in its transportation code and the agreement with the credit union that it would buy back the medallions if it ended the program — if it stopped allowing medallions to be sold. \"Prohibited the retransfer,\" \u003ca href=\"http://library.amlegal.com/nxt/gateway.dll/California/transportation/divisionii/article1100regulationofmotorvehiclesforh?f=templates%24fn=default.htm%243.0%24vid=amlegal:sanfrancisco_ca\" target=\"_blank\" rel=\"noopener\">is the exact language in the transportation code\u003c/a>.\u003c/p>\n\u003cp>No one has bought a taxi medallion since 2016. The market is totally frozen. This is the central piece of a lawsuit the San Francisco Federal Credit Union has filed against the SFMTA.\u003c/p>\n\u003cp>The credit union is arguing that the SFMTA has failed to maintain a viable market for medallions, effectively putting an end to the program. The SFMTA is arguing that it hasn't officially ended the program, and therefore doesn't have to buy back the medallions.\u003c/p>\n\u003cp>The lawsuit is in the discovery phase, and the credit union expects it will take until next summer for some action on the suit. That is a long way off for drivers who are struggling every month to make their loan payments.\u003c/p>\n\u003cp>Even if the credit union wins or the city settles, it is unclear what will happen to the drivers and their individual debts. Or all the millions they have already paid into the loans.\u003c/p>\n\u003cp>\u003cstrong>No Relief in Sight\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_11694430\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11694430\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/09/Driver-e1537831866926-800x1067.jpg\" alt=\"\" width=\"800\" height=\"1067\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-800x1067.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-160x213.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-1020x1360.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-900x1200.jpg 900w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-1920x2560.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-1180x1573.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-960x1280.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-240x320.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-375x500.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-520x693.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Inderjit Ghotra's family purchased six medallions. Now he's underwater on all of them. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Yana's family is not alone. Over 150 families have defaulted on taxi medallions, and \u003ca href=\"https://www.kqed.org/news/11651103/the-human-cost-of-uber-and-lyft-life-in-the-dying-taxi-industry\" target=\"_blank\" rel=\"noopener\">more taxi-driving families are defaulting every month\u003c/a>. The head of the taxi program for the SFMTA, Kate Toran, said if she could wave a magic wand, buy back the medallions and make this problem all go away, she would.\u003c/p>\n\u003cp>Toran estimates that it would take $160 million to buy back all of the medallions. That’s probably not going to happen, she says. The SFMTA has been having meetings to discuss ways to make the taxi industry more viable. Nowhere has it discussed buying back the medallions.\u003c/p>\n\u003cp>At a meeting last fall, the city proposed six reforms. Things like allowing corporations to buy medallions, which the city hopes would unfreeze the market. Right now, only licensed cab drivers can buy one.\u003c/p>\n\u003cp>Cab drivers who attended the meeting were supposed to stick up post-it notes with their comments on each reform. Almost all of them said the same thing: Please buy back our medallions.\u003c/p>\n\u003cp>In the end, the city decided to explore limiting the number of taxis which could pick up passengers at the airport. The hope is to help out those who spent the most on their medallions, but many drivers are upset at a plan that would divide drivers.\u003c/p>\n\u003cp>Since that meeting last fall, no move has been made to buy back the medallions sold to drivers.\u003c/p>\n\u003cfigure id=\"attachment_11694428\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11694428\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/09/Post-it-notes-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi drivers just want one thing from the city: for it to buy back their medallions. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Yana’s family has struggled for years with this medallion. Her father died. The family defaulted on their loan. They lost all the money they sunk into the medallion. What Yana wants now from the city is just some accountability, some admission that the program failed.\u003c/p>\n\u003cp>It is too late for her father, but she hopes something will be done for all the other families and drivers who are still on the hook for their loans.\u003c/p>\n\u003cp>\u003cem>This post has been updated.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Originally published Sep. 27, 2018.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">Y\u003c/span>\u003c/p>\u003cp>ana Kiziryan has two children. The youngest, Eddy, looks just like his grandfather, Edward Agababian. Yana’s family is Armenian. They emigrated from Baku, Azerbaijan, during the pogroms in 1991. As the Soviet Union was crumbling, Azerbaijan’s government was rounding up and killing Armenians.\u003c/p>\n\u003cp>Yana’s family feared for their lives. Her dad, Edward, filed for refugee status. “We’re really lucky America took us in,” Yana says.\u003c/p>\n\u003cp>Yana’s father was 32 when the family arrived in the U.S. He didn’t speak English well, but he was determined to make a middle-class life for his family. In San Francisco, he found out he could make OK money driving a taxi. So, he started driving a cab. And he loved it.\u003c/p>\n\u003cfigure id=\"attachment_11695025\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11695025 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/09/ed_car-800x600.png\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_car-800x600.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_car-160x120.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_car-240x180.png 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_car-375x281.png 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_car-520x390.png 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_car.png 871w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Edward Agababian inspects a car engine. \u003ccite>(Courtesy of Yana Kiziryan)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Edward liked meeting new people. He liked the community of other cabbies. And he loved all the driving. Whenever the family took trips, he insisted they drive instead of fly. He was a driver by nature, Yana says. He was also competitive by nature. A trait that really came out whenever he went to work at the airport.\u003c/p>\n\u003cp>A bunch of taxi drivers at San Francisco International Airport used to play chess. Back when Edward started driving, they never had to wait that long for a fare. So they played speed games. Yana said Edward never lost. After his shifts, Edward would come home and play against Yana. To make it easier on her, he would play without his queen. Then, when she was about to lose, he’d turn the board around and play as her. No matter the odds, he’d still find a way to win.\u003c/p>\n\u003cp>Driving a cab was helping the family get by, but Edward wanted to ensure a secure future after he was gone. So Yana says he invested in the stock market. Twice he took a huge hit. Once in the dot-com boom. Then again in the 2008 financial crisis. His last big play was buying a taxi medallion.\u003c/p>\n\u003cp>\u003cstrong>A Safe Bet and a Retirement Plan\u003c/strong>\u003c/p>\n\u003cp>Before Uber and Lyft, the \u003ca href=\"https://www.kqed.org/news/10693923/for-san-francisco-cab-drivers-once-treasured-medallions-now-a-burden\" target=\"_blank\" rel=\"noopener\">medallion was extremely desirable\u003c/a> for taxi drivers. A driver could lease the medallion to other drivers and make passive income on the medallion. Between that and driving the cab themselves, a taxi driver could make somewhere between $5,000 and $7,000 a month. Medallions were the de facto retirement plan for drivers. That’s exactly how Edward thought of it.\u003c/p>\n\u003cp>“He thought if anything ever happens to me,” Yana says, “if I were to die, the family would be set. It was his insurance plan and his retirement plan.”\u003c/p>\n\u003cp>San Francisco taxi medallions used to be awarded to drivers on a seniority basis. Drivers would wait on a list for their chance to get one. It could take 10 or even 15 years for your name to come up.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Then in 2010, amid transit budget shortfalls, then-Mayor Gavin Newsom took a page out of the New York City playbook. He encouraged the San Francisco Municipal Transportation Authority (Muni) to “monetize” the medallions.\u003c/p>\n\u003cp>The SFMTA started selling medallions for $250,000 a pop. The city needed a lender to provide low-interest loans to cab drivers, many of whom were immigrants with limited credit history. So, it turned to the San Francisco Federal Credit Union, a local institution that usually lends its money in the community.\u003c/p>\n\u003cp>Since 2010, the SFMTA has sold around 700 medallions to drivers. The credit union, which financed almost all of these medallions, estimates that the city brought in $64 million from selling them. That money helped alleviate budget deficits that had accumulated after the 2008 financial crisis.\u003c/p>\n\u003cp>The medallions were a boon for the city, but they quickly became toxic for the credit union and the drivers who bought them.\u003c/p>\n\u003cp>\u003cstrong>The Destruction of an Industry and a Way of Life\u003c/strong>\u003c/p>\n\u003cp>Edward was one of those roughly 700 drivers who bought a medallion. He made a down payment and took out a loan with the credit union to get his in 2011. At first it was great. But then Lyft and Uber really started taking off.\u003c/p>\n\u003cp>The SFMTA did not require Lyft and Uber to buy medallions for their drivers. Unlike taxis, there was no cap on the amount of vehicles these venture-backed companies could put on the road. And they took advantage of that.\u003c/p>\n\u003cp>A spokesperson for the SFMTA says it did not have the authority to require Uber and Lyft to purchase medallions. It categorizes the companies at TNCs (Transportation Network Companies) instead of taxi companies. TNCs are regulated by the California Public Utilities Commission (CPUC). The TNC classification is controversial. Taxi drivers argue the city could have pushed back harder against the CPUC and taken more of a charge in regulating Uber and Lyft.\u003c/p>\n\u003cp>Uber and Lyft burned billions of dollars in venture capital to grow quickly. They put thousands and thousands of drivers on the road, which allowed them to offer cheap rides and quick pickups. The number of taxis meanwhile were capped by the medallion program, and the fare rates fixed, which ensured steady pay for the drivers. Lyft and Uber completely undercut the industry.\u003c/p>\n\u003cp>Uber and Lyft engaged in a price war to gain customers, and as the cost of their rides went down, so did driver earnings. While customers were enjoying the ability to zip cheaply around the city on low prices subsidized by investment capital, drivers for taxis, Ubers and Lyfts were making less and less and less.\u003c/p>\n\u003cp>Those who bought medallions were trapped in the industry. They had to make those loan payments. So even though his earnings were plummeting, Edward kept driving. Soon he was going out on the road, logging eight, 10 or 12 hours just to break even on the loan for his medallion.\u003c/p>\n\u003cp>“Edward became increasingly restless and nervous,” Yana says. “There were months were they didn’t have quite enough to make all their bills.” Sometimes she had to chip in to help out her parents. Yana said Edward even signed up to drive Uber and Lyft, just to try and get some extra rides.\u003c/p>\n\u003cp>Yana started worrying about her father’s health. “He internalized everything,” Yana says, “and I am sure it did not help with his blood pressure problem, and just overall health.” But Edward kept driving.\u003c/p>\n\u003cp>\u003cstrong>Persistence and Loss\u003c/strong>\u003c/p>\n\u003cp>About two years ago, Yana and her whole family left for a short trip to the East Coast. Edward stayed home to drive. He went to the airport, like he did every day. There were so few fares at that point, drivers could sit for hours in their car waiting for a passenger. That’s where Edward’s friends found him.\u003c/p>\n\u003cp>“His friends at the airport right away noticed something was wrong,” Yana says. “They looked at him and he was green.” Edward said he wanted to go home. “They were like, 'no',” Yana says. “'You’re going to the hospital.'”\u003c/p>\n\u003cp>An ambulance came and rushed him to the hospital. Edward’s aorta had torn. He was bleeding internally. Soon after getting to the hospital, he passed away.\u003c/p>\n\u003caside class=\"pullquote alignright\">'We didn’t even get to say goodbye.'\u003ccite> Yana Kiziryan\u003c/cite>\u003c/aside>\n\u003cp>“The doctor told us that when he got to the hospital, they asked him if he wanted to call his family,” Yana says, “and apparently he said, ‘I don’t want to make them nervous.’ And so we didn’t even get to say goodbye or anything.”\u003c/p>\n\u003cp>\u003cstrong>A Toxic Asset and Family Debt\u003c/strong>\u003c/p>\n\u003cp>Edward was 59 when he died. Even though he was gone, the family was still burdened by the medallion debt. The loan for the medallion was outstanding and would be counted against any inheritance. The family wanted to sell the medallion to recoup their losses, but there were no buyers. The market was totally frozen.\u003c/p>\n\u003cfigure id=\"attachment_11695028\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11695028\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/09/ed_fam3-800x602.png\" alt=\"\" width=\"800\" height=\"602\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3-800x602.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3-160x120.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3-1020x767.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3-1200x903.png 1200w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3-1180x888.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3-960x722.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3-240x181.png 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3-375x282.png 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3-520x391.png 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/ed_fam3.png 1514w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Edward Agababian's family. \u003ccite>(Courtesy of Yana Kiziryan)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Yana could not believe her family was still being plagued by this medallion that they could not get rid of it. “For a while we kept calling the SFMTA and sending them emails and trying to understand what was going to happen,” Yana said.\u003c/p>\n\u003cp>Under SFMTA rules, the medallion is inoperable after its owner dies. That means the family couldn't even lease out or drive on the medallion.\u003c/p>\n\u003cp>Yana said the family felt they had no options except to stop making the loan payments. So they defaulted, taking a hit on their credit score. “We’d never not paid for something when it was due,” Yana said. “It was a very uncomfortable feeling to know that you’re neglecting a payment.”\u003c/p>\n\u003cp>\u003cstrong>A Frozen Market and a Slow-Moving Lawsuit\u003c/strong>\u003c/p>\n\u003cp>The San Francisco Federal Credit Union, which financed almost every one of these medallions, is relatively small, handling around just $1 billion in assets. It mostly invests locally, and the medallions seemed, at the time, like a great partnership with the city.\u003c/p>\n\u003cp>Jonathan Oliver is the CEO of the credit union. He said the credit union agreed to give low-interest loans to taxi drivers with limited credit history because the city assured that it would maintain the viability of the medallion market.\u003c/p>\n\u003cp>Oliver says the SFMTA wrote both in its transportation code and the agreement with the credit union that it would buy back the medallions if it ended the program — if it stopped allowing medallions to be sold. \"Prohibited the retransfer,\" \u003ca href=\"http://library.amlegal.com/nxt/gateway.dll/California/transportation/divisionii/article1100regulationofmotorvehiclesforh?f=templates%24fn=default.htm%243.0%24vid=amlegal:sanfrancisco_ca\" target=\"_blank\" rel=\"noopener\">is the exact language in the transportation code\u003c/a>.\u003c/p>\n\u003cp>No one has bought a taxi medallion since 2016. The market is totally frozen. This is the central piece of a lawsuit the San Francisco Federal Credit Union has filed against the SFMTA.\u003c/p>\n\u003cp>The credit union is arguing that the SFMTA has failed to maintain a viable market for medallions, effectively putting an end to the program. The SFMTA is arguing that it hasn't officially ended the program, and therefore doesn't have to buy back the medallions.\u003c/p>\n\u003cp>The lawsuit is in the discovery phase, and the credit union expects it will take until next summer for some action on the suit. That is a long way off for drivers who are struggling every month to make their loan payments.\u003c/p>\n\u003cp>Even if the credit union wins or the city settles, it is unclear what will happen to the drivers and their individual debts. Or all the millions they have already paid into the loans.\u003c/p>\n\u003cp>\u003cstrong>No Relief in Sight\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_11694430\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11694430\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/09/Driver-e1537831866926-800x1067.jpg\" alt=\"\" width=\"800\" height=\"1067\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-800x1067.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-160x213.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-1020x1360.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-900x1200.jpg 900w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-1920x2560.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-1180x1573.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-960x1280.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-240x320.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-375x500.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Driver-e1537831866926-520x693.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Inderjit Ghotra's family purchased six medallions. Now he's underwater on all of them. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Yana's family is not alone. Over 150 families have defaulted on taxi medallions, and \u003ca href=\"https://www.kqed.org/news/11651103/the-human-cost-of-uber-and-lyft-life-in-the-dying-taxi-industry\" target=\"_blank\" rel=\"noopener\">more taxi-driving families are defaulting every month\u003c/a>. The head of the taxi program for the SFMTA, Kate Toran, said if she could wave a magic wand, buy back the medallions and make this problem all go away, she would.\u003c/p>\n\u003cp>Toran estimates that it would take $160 million to buy back all of the medallions. That’s probably not going to happen, she says. The SFMTA has been having meetings to discuss ways to make the taxi industry more viable. Nowhere has it discussed buying back the medallions.\u003c/p>\n\u003cp>At a meeting last fall, the city proposed six reforms. Things like allowing corporations to buy medallions, which the city hopes would unfreeze the market. Right now, only licensed cab drivers can buy one.\u003c/p>\n\u003cp>Cab drivers who attended the meeting were supposed to stick up post-it notes with their comments on each reform. Almost all of them said the same thing: Please buy back our medallions.\u003c/p>\n\u003cp>In the end, the city decided to explore limiting the number of taxis which could pick up passengers at the airport. The hope is to help out those who spent the most on their medallions, but many drivers are upset at a plan that would divide drivers.\u003c/p>\n\u003cp>Since that meeting last fall, no move has been made to buy back the medallions sold to drivers.\u003c/p>\n\u003cfigure id=\"attachment_11694428\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11694428\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/09/Post-it-notes-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-1920x1440.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/09/Post-it-notes-520x390.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Taxi drivers just want one thing from the city: for it to buy back their medallions. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Yana’s family has struggled for years with this medallion. Her father died. The family defaulted on their loan. They lost all the money they sunk into the medallion. What Yana wants now from the city is just some accountability, some admission that the program failed.\u003c/p>\n\u003cp>It is too late for her father, but she hopes something will be done for all the other families and drivers who are still on the hook for their loans.\u003c/p>\n\u003cp>\u003cem>This post has been updated.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Gov. Gavin Newsom says the Trump administration has told states they can't offer unemployment benefits to federal employees who are required to report to work without pay during the government shutdown.\u003c/p>\n\u003cp>Newsom called a letter sent to states by the U.S. Department of Labor \"jaw-dropping and extraordinary\" as he met with TSA workers at the Sacramento International Airport Thursday afternoon.\u003c/p>\n\u003cp>\"So, the good news is, we're going to do it, and shame on them,\" Newsom said.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11718314/bay-area-food-banks-prepare-to-help-feed-local-furloughed-federal-workers\">As Shutdown Hits Coast Guard Workers, Bay Area Food Banks Step in to Help\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11718314/bay-area-food-banks-prepare-to-help-feed-local-furloughed-federal-workers\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/GettyImages-163308690-copy-1180x787.jpeg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>The governor explained that California will offer the workers unemployment coverage, despite the federal government telling the state it can't do so for workers still on the job. Newsom says he believes California is on strong legal footing.\u003c/p>\n\u003cp>Transportation Security Administration employee Miguel Pagarigan, who commutes about 40 miles from Vacaville each day, said he's not sure how long he can afford to go without pay as the shutdown continues.\u003c/p>\n\u003cp>\"Because of the shutdown and being furloughed — or basically, not being paid — I had to put a 'for sale' sign on my house on Sunday,\" Pagarigan said, beginning to cry as he spoke.\u003c/p>\n\u003cp>The Trump administration does not appear to be opposing unemployment benefits for federal workers who are staying home during the shutdown.\u003c/p>\n\u003cp>Newsom's appearance follows a protest by two dozen federal workers at the airport Wednesday.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Phil Miedema, a 68-year-old federal employee, said he was supposed to retire in December but the shutdown held up his paperwork.\u003c/p>\n\u003cp>\"I'm not spending money,\" Miedema said. \"In fact, I was concerned just driving out here wasting the gas and have to pay for parking so I could have my voice heard. My lifestyle is just on total hold.\"\u003c/p>\n\u003cp>Miedema said he has one month's savings. After that he'll have to take out a loan to pay next month's bills.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2019 Capital Public Radio. To see more, visit \u003ca href=\"http://www.capradio.org\">Capital Public Radio\u003c/a>.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Defying+Trump+Administration%2C+Calif.+Offers+Federal+Workers+Unemployment+Benefits+&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Gov. Gavin Newsom says the Trump administration has told states they can't offer unemployment benefits to federal employees who are required to report to work without pay during the government shutdown.\u003c/p>\n\u003cp>Newsom called a letter sent to states by the U.S. Department of Labor \"jaw-dropping and extraordinary\" as he met with TSA workers at the Sacramento International Airport Thursday afternoon.\u003c/p>\n\u003cp>\"So, the good news is, we're going to do it, and shame on them,\" Newsom said.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11718314/bay-area-food-banks-prepare-to-help-feed-local-furloughed-federal-workers\">As Shutdown Hits Coast Guard Workers, Bay Area Food Banks Step in to Help\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11718314/bay-area-food-banks-prepare-to-help-feed-local-furloughed-federal-workers\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/01/GettyImages-163308690-copy-1180x787.jpeg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>The governor explained that California will offer the workers unemployment coverage, despite the federal government telling the state it can't do so for workers still on the job. Newsom says he believes California is on strong legal footing.\u003c/p>\n\u003cp>Transportation Security Administration employee Miguel Pagarigan, who commutes about 40 miles from Vacaville each day, said he's not sure how long he can afford to go without pay as the shutdown continues.\u003c/p>\n\u003cp>\"Because of the shutdown and being furloughed — or basically, not being paid — I had to put a 'for sale' sign on my house on Sunday,\" Pagarigan said, beginning to cry as he spoke.\u003c/p>\n\u003cp>The Trump administration does not appear to be opposing unemployment benefits for federal workers who are staying home during the shutdown.\u003c/p>\n\u003cp>Newsom's appearance follows a protest by two dozen federal workers at the airport Wednesday.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "S.F. Muni Hit With $120,000 Fine for Train Operators' Cellphone Infractions",
"title": "S.F. Muni Hit With $120,000 Fine for Train Operators' Cellphone Infractions",
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"content": "\u003cp>The California Public Utilities Commission has hit San Francisco's Municipal Transportation Agency with a $120,000 fine for \"systemic\" violations of state and local rules dictating how train operators handle and store cellphones while they're on duty.\u003c/p>\n\u003cp>In \u003ca href=\"https://assets.documentcloud.org/documents/5688563/CPUC-Citation-S-F-Muni-Cellphone-Use.pdf\" target=\"_blank\" rel=\"noopener\">a citation\u003c/a> disclosed Thursday, the CPUC said it had documented 16 cases between October 2017 and last July in which Muni employees had violated the regulations. None of the infractions involved operators actually using phones while they drove.\u003c/p>\n\u003cp>The SFMTA says it accepts the CPUC's findings and has paid the fine.\u003c/p>\n\u003cp>A \u003ca href=\"http://docs.cpuc.ca.gov/word_pdf/GENERAL_ORDER/146010.pdf\" target=\"_blank\" rel=\"noopener\">2011 CPUC regulation\u003c/a> requires transit agencies statewide to impose their own rules barring train operators from using personal electronic devices while on the job.\u003c/p>\n\u003cp>The CPUC adopted the measure after \u003ca href=\"http://articles.latimes.com/2008/sep/19/local/me-traincrash19\" target=\"_blank\" rel=\"noopener\">a series of incidents\u003c/a> -- including a June 2008 Muni Metro mishap at Fourth and King streets that injured 16 people and a September 2008 Los Angeles Metrolink crash that killed 25 -- in which train operators were found to have been on their phones.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Most of the 16 episodes that CPUC inspectors documented involved on-duty operators and other employees who failed to turn their cellphones off or stow them as directed by Muni's own \u003ca href=\"https://assets.documentcloud.org/documents/5689240/SFMTA-Zero-Tolerance-PED-Rules.pdf\" target=\"_blank\" rel=\"noopener\">\"zero tolerance\" rules\u003c/a>.\u003c/p>\n\u003cp>Those rules require train operators to switch off their devices and \"secure them in a location out of sight and off person ... and away from the employee\" -- usually in a special locker aboard the transit vehicle. Penalties for violating the rule range from counseling in cases where operators have failed to properly store phones to suspension or firing for use of phones while operating a vehicle.\u003c/p>\n\u003cp>The CPUC citation says inspectors documented case after case in which streetcar drivers, light-rail operators and cable-car crew members carried switched-on phones in their pockets or put them in backpacks shoved under their seats while they worked.\u003c/p>\n\u003cp>In one incident, a CPUC inspector observed a Muni streetcar operator use his cellphone as he got off his vehicle near Fisherman’s Wharf, then put the phone in his pocket as he helped passengers board.\u003c/p>\n\u003cp>“A few moments later, the inspector showed the train operator his identification, announced who he was, and asked to see the train operator’s cellphone,\" the CPUC citation says. \"The train operator stated that he did not have one. When confronted with the inspector’s statement that he had seen the cellphone, the train operator said it was in his bag. ... When asked to produce the phone from his bag, the train operator refused to do so even when told his supervisor would be notified.\"\u003c/p>\n\u003cp>In another case, the CPUC said a train operator who had failed to turn off his phone or stow it before beginning a run on the Muni Metro refused to produce the device when an inspector asked him to. The operator insisted that a Muni supervisor had instructed employees \"not to produce their cellphones when confronted by CPUC inspectors.\"\u003c/p>\n\u003cp>Two other incidents involved workers -- a train operator and a private security guard working for Muni -- talking on their phones as they walked across tracks in rail yards.\u003c/p>\n\u003cp>The CPUC citation added that when its Safety Enforcement Division approached a senior Muni official last June to ask about how many cellphone violations the transit agency had recorded so far in 2018, the official \"replied that no violations\" had been discovered.\u003c/p>\n\u003cp>In \u003ca href=\"https://assets.documentcloud.org/documents/5689239/SFMTA-Reiskin-Letter-to-CPUC.pdf\" target=\"_blank\" rel=\"noopener\">a letter to the CPUC\u003c/a> last week, Municipal Transportation Agency chief Ed Reiskin said Muni accepts the inspectors' findings and is \"moving decisively\" to curb cellphone violations. Among the steps the agency is taking, Reiskin said, are \"targeted blitzes\" to remind operators about the rules on personal electronic devices, new signage on vehicles and in rail facilities, and a new test for operators on the requirements of state and local regulations.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"This is an issue we take very seriously,\" SFMTA spokesman Paul Rose said in an emailed statement Thursday. \"Even though no one was using their cell phone while driving, we took a number of steps in response to these violations. ... Managers worked hard to reach out to operators to get feedback and share the importance about following these rules.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The California Public Utilities Commission has hit San Francisco's Municipal Transportation Agency with a $120,000 fine for \"systemic\" violations of state and local rules dictating how train operators handle and store cellphones while they're on duty.\u003c/p>\n\u003cp>In \u003ca href=\"https://assets.documentcloud.org/documents/5688563/CPUC-Citation-S-F-Muni-Cellphone-Use.pdf\" target=\"_blank\" rel=\"noopener\">a citation\u003c/a> disclosed Thursday, the CPUC said it had documented 16 cases between October 2017 and last July in which Muni employees had violated the regulations. None of the infractions involved operators actually using phones while they drove.\u003c/p>\n\u003cp>The SFMTA says it accepts the CPUC's findings and has paid the fine.\u003c/p>\n\u003cp>A \u003ca href=\"http://docs.cpuc.ca.gov/word_pdf/GENERAL_ORDER/146010.pdf\" target=\"_blank\" rel=\"noopener\">2011 CPUC regulation\u003c/a> requires transit agencies statewide to impose their own rules barring train operators from using personal electronic devices while on the job.\u003c/p>\n\u003cp>The CPUC adopted the measure after \u003ca href=\"http://articles.latimes.com/2008/sep/19/local/me-traincrash19\" target=\"_blank\" rel=\"noopener\">a series of incidents\u003c/a> -- including a June 2008 Muni Metro mishap at Fourth and King streets that injured 16 people and a September 2008 Los Angeles Metrolink crash that killed 25 -- in which train operators were found to have been on their phones.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Most of the 16 episodes that CPUC inspectors documented involved on-duty operators and other employees who failed to turn their cellphones off or stow them as directed by Muni's own \u003ca href=\"https://assets.documentcloud.org/documents/5689240/SFMTA-Zero-Tolerance-PED-Rules.pdf\" target=\"_blank\" rel=\"noopener\">\"zero tolerance\" rules\u003c/a>.\u003c/p>\n\u003cp>Those rules require train operators to switch off their devices and \"secure them in a location out of sight and off person ... and away from the employee\" -- usually in a special locker aboard the transit vehicle. Penalties for violating the rule range from counseling in cases where operators have failed to properly store phones to suspension or firing for use of phones while operating a vehicle.\u003c/p>\n\u003cp>The CPUC citation says inspectors documented case after case in which streetcar drivers, light-rail operators and cable-car crew members carried switched-on phones in their pockets or put them in backpacks shoved under their seats while they worked.\u003c/p>\n\u003cp>In one incident, a CPUC inspector observed a Muni streetcar operator use his cellphone as he got off his vehicle near Fisherman’s Wharf, then put the phone in his pocket as he helped passengers board.\u003c/p>\n\u003cp>“A few moments later, the inspector showed the train operator his identification, announced who he was, and asked to see the train operator’s cellphone,\" the CPUC citation says. \"The train operator stated that he did not have one. When confronted with the inspector’s statement that he had seen the cellphone, the train operator said it was in his bag. ... When asked to produce the phone from his bag, the train operator refused to do so even when told his supervisor would be notified.\"\u003c/p>\n\u003cp>In another case, the CPUC said a train operator who had failed to turn off his phone or stow it before beginning a run on the Muni Metro refused to produce the device when an inspector asked him to. The operator insisted that a Muni supervisor had instructed employees \"not to produce their cellphones when confronted by CPUC inspectors.\"\u003c/p>\n\u003cp>Two other incidents involved workers -- a train operator and a private security guard working for Muni -- talking on their phones as they walked across tracks in rail yards.\u003c/p>\n\u003cp>The CPUC citation added that when its Safety Enforcement Division approached a senior Muni official last June to ask about how many cellphone violations the transit agency had recorded so far in 2018, the official \"replied that no violations\" had been discovered.\u003c/p>\n\u003cp>In \u003ca href=\"https://assets.documentcloud.org/documents/5689239/SFMTA-Reiskin-Letter-to-CPUC.pdf\" target=\"_blank\" rel=\"noopener\">a letter to the CPUC\u003c/a> last week, Municipal Transportation Agency chief Ed Reiskin said Muni accepts the inspectors' findings and is \"moving decisively\" to curb cellphone violations. Among the steps the agency is taking, Reiskin said, are \"targeted blitzes\" to remind operators about the rules on personal electronic devices, new signage on vehicles and in rail facilities, and a new test for operators on the requirements of state and local regulations.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"This is an issue we take very seriously,\" SFMTA spokesman Paul Rose said in an emailed statement Thursday. \"Even though no one was using their cell phone while driving, we took a number of steps in response to these violations. ... Managers worked hard to reach out to operators to get feedback and share the importance about following these rules.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Commuters listening to KQED radio have come to know the friendly voices of traffic reporters Joe McConnell and Julie Deppish. They deliver 30-second traffic reports as often as six times an hour on KQED-FM.\u003c/p>\n\u003cp>Over the years, Bay Curious has received a number of questions for Joe and Julie, like this one from Trish Taylor of Redwood City:\u003c/p>\n\u003cp>\u003cstrong>How do traffic reporters receive the info they report as if they can see the incidents in real time, all over the Bay Area?\u003c/strong>\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>Trish is especially curious how they know about the \u003cem>debris\u003c/em> that sometimes winds up blocking a lane — from the expected, like a ladder or mattress, to the less expected, like a porta-potty, boat or even a herd of cows.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>We took the question to McConnell, who laid out how he and other traffic reporters at \u003ca href=\"https://www.ttwnetwork.com/\">Total Traffic & Weather Network\u003c/a> do their work.\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://cad.chp.ca.gov/Traffic.aspx\" target=\"_blank\" rel=\"noopener\">California Highway Patrol Traffic Incident Website\u003c/a>: McConnell tracks incidents happening around the Bay Area by filtering for information coming from the Golden Gate communication center. He finds the specifics about \u003cem>what\u003c/em> is in the road on the details page for each incident.\u003c/li>\n\u003cli>\u003ca href=\"https://www.sigalert.com/map.asp?lat=37.65294&lon=-122.45233&z=1\" target=\"_blank\" rel=\"noopener\">SigAlert\u003c/a>: This interactive map, owned and operated by Total Traffic & Weather Network, shows the approximate speed at which cars are traveling on specific roads. A SigAlert is also a general term used by the California Highway Patrol.\u003c/li>\n\u003cli>\u003ca href=\"http://quickmap.dot.ca.gov/\" target=\"_blank\" rel=\"noopener\">Caltrans QuickMap\u003c/a>: Similar to SigAlert, but with finer detail, McConnell says. It's especially good for seeing traffic flow on smaller highways and some local streets, and it allows you to customize what you want to see on an interactive map.\u003c/li>\n\u003cli>\u003ca href=\"http://www.dot.ca.gov/video/index.html\" target=\"_blank\" rel=\"noopener\">Live Traffic Cameras\u003c/a>: Sometimes seeing is still the best way to know how traffic is moving. McConnell monitors a few live cameras in traffic-prone areas.\u003c/li>\n\u003cli>Total Traffic's Internal Software: In addition to the above sources, producers at the Total Traffic & Weather Network use some proprietary programs to track the roadways. Sometimes people on the road will also call in to report the traffic to the traffic reporters.\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n\u003cp>But tracking the roadways wasn't always this easy. Read \u003ca href=\"https://www.kqed.org/news/11718629/from-aviators-to-apps-the-evolution-of-traffic-data\" target=\"_blank\" rel=\"noopener\">our explainer\u003c/a> to learn how collecting and disseminating traffic data has gone from helicopters in the sky to apps in our hands.\u003cbr>\n[baycuriousquestion]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Commuters listening to KQED radio have come to know the friendly voices of traffic reporters Joe McConnell and Julie Deppish. They deliver 30-second traffic reports as often as six times an hour on KQED-FM.\u003c/p>\n\u003cp>Over the years, Bay Curious has received a number of questions for Joe and Julie, like this one from Trish Taylor of Redwood City:\u003c/p>\n\u003cp>\u003cstrong>How do traffic reporters receive the info they report as if they can see the incidents in real time, all over the Bay Area?\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Trish is especially curious how they know about the \u003cem>debris\u003c/em> that sometimes winds up blocking a lane — from the expected, like a ladder or mattress, to the less expected, like a porta-potty, boat or even a herd of cows.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>We took the question to McConnell, who laid out how he and other traffic reporters at \u003ca href=\"https://www.ttwnetwork.com/\">Total Traffic & Weather Network\u003c/a> do their work.\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://cad.chp.ca.gov/Traffic.aspx\" target=\"_blank\" rel=\"noopener\">California Highway Patrol Traffic Incident Website\u003c/a>: McConnell tracks incidents happening around the Bay Area by filtering for information coming from the Golden Gate communication center. He finds the specifics about \u003cem>what\u003c/em> is in the road on the details page for each incident.\u003c/li>\n\u003cli>\u003ca href=\"https://www.sigalert.com/map.asp?lat=37.65294&lon=-122.45233&z=1\" target=\"_blank\" rel=\"noopener\">SigAlert\u003c/a>: This interactive map, owned and operated by Total Traffic & Weather Network, shows the approximate speed at which cars are traveling on specific roads. A SigAlert is also a general term used by the California Highway Patrol.\u003c/li>\n\u003cli>\u003ca href=\"http://quickmap.dot.ca.gov/\" target=\"_blank\" rel=\"noopener\">Caltrans QuickMap\u003c/a>: Similar to SigAlert, but with finer detail, McConnell says. It's especially good for seeing traffic flow on smaller highways and some local streets, and it allows you to customize what you want to see on an interactive map.\u003c/li>\n\u003cli>\u003ca href=\"http://www.dot.ca.gov/video/index.html\" target=\"_blank\" rel=\"noopener\">Live Traffic Cameras\u003c/a>: Sometimes seeing is still the best way to know how traffic is moving. McConnell monitors a few live cameras in traffic-prone areas.\u003c/li>\n\u003cli>Total Traffic's Internal Software: In addition to the above sources, producers at the Total Traffic & Weather Network use some proprietary programs to track the roadways. Sometimes people on the road will also call in to report the traffic to the traffic reporters.\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n\u003cp>But tracking the roadways wasn't always this easy. Read \u003ca href=\"https://www.kqed.org/news/11718629/from-aviators-to-apps-the-evolution-of-traffic-data\" target=\"_blank\" rel=\"noopener\">our explainer\u003c/a> to learn how collecting and disseminating traffic data has gone from helicopters in the sky to apps in our hands.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cp>Although service at airports in California has — on the whole — been \u003ca href=\"https://www.sfgate.com/travel/article/California-airports-unaffected-by-government-13533315.php\" target=\"_blank\" rel=\"noopener\">largely unaffected\u003c/a> by the partial government shutdown, the unprecedented and volatile political situation has created unrest among workers, some of whom are planning to \u003ca href=\"https://www.sacbee.com/news/politics-government/capitol-alert/article224591195.html\" target=\"_blank\" rel=\"noopener\">demonstrate in Sacramento\u003c/a> and Los Angeles this week.\u003c/p>\n\u003cp>Now that the shutdown is in its fourth week, the uncertain situation has forced some airports to create contingency plans.\u003c/p>\n\u003cp>\"We aren't yet seeing any significant impact, but that could change,\" said Deanne Thompson, a spokeswoman with John Wayne Airport in Orange County. \"So, in case we end up going into a situation where we have limited Transportation Security Administration (TSA) staff and that's causing backups at the checkpoints, we're training John Wayne Airport staff to help with the screening tasks, in cooperation with the TSA.\"\u003c/p>\n\u003cp>Thompson said airport staff — which could include administrative staff from public affairs and business development, maintenance, facilities and operations departments — won't be taking on activities that require specialized TSA training, but instead would help to keep lines moving by reminding passengers to remove liquids from their bags, put their electronics in bins and mention all the other requirements to pass through security.\u003c/p>\n\u003cp>\"People just get distracted at checkpoints, so it's really important to have people there reminding them,\" Thompson said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Meanwhile, in San Jose, Mayor Sam Liccardo plans to hold a meeting with the City Council on Wednesday afternoon to discuss a \u003ca href=\"https://sanjose.legistar.com/MeetingDetail.aspx?ID=673329&GUID=BCC6FF6D-FDC7-4A96-8B55-F158A570F1BB&Options=&Search=&Refresh=1\" target=\"_blank\" rel=\"noopener\">short-term loan program\u003c/a> for San Jose International Airport (SJC).\u003c/p>\n\u003cp>TSA absence rates at the airport have already increased from 3 percent to 14 percent, according to a city \u003ca href=\"https://sanjose.legistar.com/MeetingDetail.aspx?ID=673329&GUID=BCC6FF6D-FDC7-4A96-8B55-F158A570F1BB&Options=&Search=&Refresh=1\" target=\"_blank\" rel=\"noopener\">memorandum.\u003c/a>\u003c/p>\n\u003cp>Officials at SJC said they routinely assist TSA agents by streamlining passenger queuing, communicating information to passengers in line, helping restack bins and trays at checkpoints and helping \"unjam\" checked-bag carousels.\u003c/p>\n\u003cp>Staffing at San Francisco International Airport (SFO) has been less of a concern. As one of the few airports in the country to take advantage of the TSA's \u003ca href=\"https://www.tsa.gov/for-industry/screening-partnerships\" target=\"_blank\" rel=\"noopener\">screening partnership program, \u003c/a>checkpoint security at the airport is staffed via a third party and not subject to the shutdown woes.\u003c/p>\n\u003cp>\"We are, as an airport community, looking at different options that may be able to provide relief to individuals who are not getting a paycheck,\" SFO spokesman Doug Yakel said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>According to Yakel, SFO is hoping to roll out programs to help their employees offset costs, but has yet to finalize a plan.\u003c/p>\n\u003ch2>What about my airport?\u003c/h2>\n\u003cul>\n\u003cli>Hollywood Burbank Airport (BUR): Officials said they're exploring options, but have not settled on a definitive contingency plan.\u003c/li>\n\u003cli>Oakland International Airport (OAK): Officials said things are running smoothly. Last Friday, the airport held an open house for federal employees, offering free food and beverages in gratitude for continuing to offer good service to passengers.\u003c/li>\n\u003cli>San Diego International Airport (SAN): Officials said they're in communication with stakeholders and their TSA counterparts, but have not yet developed a contingency plan.\u003c/li>\n\u003cli>Los Angeles International Airport (LAX): Officials said so far things are proceeding normally, and did not note any contingency plans.\u003c/li>\n\u003c/ul>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Meanwhile, in San Jose, Mayor Sam Liccardo plans to hold a meeting with the City Council on Wednesday afternoon to discuss a \u003ca href=\"https://sanjose.legistar.com/MeetingDetail.aspx?ID=673329&GUID=BCC6FF6D-FDC7-4A96-8B55-F158A570F1BB&Options=&Search=&Refresh=1\" target=\"_blank\" rel=\"noopener\">short-term loan program\u003c/a> for San Jose International Airport (SJC).\u003c/p>\n\u003cp>TSA absence rates at the airport have already increased from 3 percent to 14 percent, according to a city \u003ca href=\"https://sanjose.legistar.com/MeetingDetail.aspx?ID=673329&GUID=BCC6FF6D-FDC7-4A96-8B55-F158A570F1BB&Options=&Search=&Refresh=1\" target=\"_blank\" rel=\"noopener\">memorandum.\u003c/a>\u003c/p>\n\u003cp>Officials at SJC said they routinely assist TSA agents by streamlining passenger queuing, communicating information to passengers in line, helping restack bins and trays at checkpoints and helping \"unjam\" checked-bag carousels.\u003c/p>\n\u003cp>Staffing at San Francisco International Airport (SFO) has been less of a concern. As one of the few airports in the country to take advantage of the TSA's \u003ca href=\"https://www.tsa.gov/for-industry/screening-partnerships\" target=\"_blank\" rel=\"noopener\">screening partnership program, \u003c/a>checkpoint security at the airport is staffed via a third party and not subject to the shutdown woes.\u003c/p>\n\u003cp>\"We are, as an airport community, looking at different options that may be able to provide relief to individuals who are not getting a paycheck,\" SFO spokesman Doug Yakel said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>According to Yakel, SFO is hoping to roll out programs to help their employees offset costs, but has yet to finalize a plan.\u003c/p>\n\u003ch2>What about my airport?\u003c/h2>\n\u003cul>\n\u003cli>Hollywood Burbank Airport (BUR): Officials said they're exploring options, but have not settled on a definitive contingency plan.\u003c/li>\n\u003cli>Oakland International Airport (OAK): Officials said things are running smoothly. Last Friday, the airport held an open house for federal employees, offering free food and beverages in gratitude for continuing to offer good service to passengers.\u003c/li>\n\u003cli>San Diego International Airport (SAN): Officials said they're in communication with stakeholders and their TSA counterparts, but have not yet developed a contingency plan.\u003c/li>\n\u003cli>Los Angeles International Airport (LAX): Officials said so far things are proceeding normally, and did not note any contingency plans.\u003c/li>\n\u003c/ul>\n\n\u003c/div>\u003c/p>",
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"id": "city-arts",
"title": "City Arts & Lectures",
"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
"site": "news",
"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
"id": "closealltabs",
"title": "Close All Tabs",
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"info": "Close All Tabs breaks down how digital culture shapes our world through thoughtful insights and irreverent humor.",
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"officialWebsiteLink": "/podcasts/closealltabs",
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"order": 1
},
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"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
"site": "radio",
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},
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
"site": "news",
"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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}
},
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"freakonomics-radio": {
"id": "freakonomics-radio",
"title": "Freakonomics Radio",
"info": "Freakonomics Radio is a one-hour award-winning podcast and public-radio project hosted by Stephen Dubner, with co-author Steve Levitt as a regular guest. It is produced in partnership with WNYC.",
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"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/4s8b",
"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
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"link": "/radio/program/fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/381444908/podcast.xml"
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"officialWebsiteLink": "https://www.npr.org/series/423302056/hidden-brain",
"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
"id": "how-i-built-this",
"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
"meta": {
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"order": 15
},
"link": "/podcasts/hyphenacion",
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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"amazon": "https://music.amazon.com/podcasts/6c3dd23c-93fb-4aab-97ba-1725fa6315f1/hyphenaci%C3%B3n",
"rss": "https://feeds.megaphone.fm/KQINC2275451163"
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED The Political Mind of Jerry Brown",
"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"source": "kqed",
"order": 18
},
"link": "/podcasts/jerrybrown",
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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/latino-usa",
"subscribe": {
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Masters-of-Scale-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
"site": "radio",
"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
"subscribe": {
"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
"npr": "https://www.npr.org/podcasts/464615685/mind-shift-podcast",
"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"stitcher": "https://www.stitcher.com/show/on-our-watch",
"rss": "https://feeds.npr.org/510360/podcast.xml"
}
},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
"meta": {
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"source": "pbs"
},
"link": "/radio/program/pbs-newshour",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
"info": "KQED's series of daily listener commentaries since 1991.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
"imageAlt": "KQED Perspectives",
"officialWebsiteLink": "/perspectives/",
"meta": {
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
"subscribe": {
"apple": "https://podcasts.apple.com/us/podcast/id73801135",
"npr": "https://www.npr.org/podcasts/432309616/perspectives",
"rss": "https://ww2.kqed.org/perspectives/category/perspectives/feed/",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93dzIua3FlZC5vcmcvcGVyc3BlY3RpdmVzL2NhdGVnb3J5L3BlcnNwZWN0aXZlcy9mZWVkLw"
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},
"planet-money": {
"id": "planet-money",
"title": "Planet Money",
"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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