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"content": "\u003cp>\u003cstrong>Update:\u003c/strong> \u003ca href=\"https://www.kqed.org/news/11724819/caltrans-insisting-richmond-san-rafael-span-is-safe-details-repair-plans\" rel=\"noopener\" target=\"_blank\">Caltrans, Insisting Richmond-San Rafael Span Is Safe, Details Repair Plans\u003c/a>\u003c/p>\n\u003cp>The Richmond-San Rafael Bridge finally reopened Thursday night after a lengthy closure prompted by large pieces of concrete falling from the upper deck onto the roadway of the lower deck.\u003c/p>\n\u003cp>The bridge was originally closed at about 11 a.m. after a report of a vehicle being struck by a large chunk of concrete. \u003c/p>\n\u003cp>Just after 3 p.m., \u003ca href=\"https://www.facebook.com/chpmarin/photos/a.1195930167092718/2341619712523752/?type=1&theater\" rel=\"noopener\" target=\"_blank\">California Highway Patrol posted on Facebook\u003c/a> that Caltrans engineers determined they could open one lane in each direction and still safely do their repair work.\u003c/p>\n\u003cp>They changed their minds shortly after 4 p.m.\u003c/p>\n\u003cp>\"Unfortunately opening one lane in each direction was unsuccessful and the flowing traffic on the bridge caused additional pieces of roadway to come loose and fall,\" Marin CHP wrote \u003ca href=\"https://www.facebook.com/chpmarin/\" rel=\"noopener\" target=\"_blank\">in a post on Facebook\u003c/a>.\u003c/p>\n\u003cp>Thirty minutes later officials said \"\u003ca href=\"https://www.facebook.com/chpmarin/photos/a.1195930167092718/2341707552514968/?type=3&theater\" rel=\"noopener\" target=\"_blank\">let's try this again\u003c/a>\" and announced one lane would be open eastbound (from San Rafael to Richmond), while westbound traffic would remain completely closed. \u003c/p>\n\u003cp>Throughout the evening commute, all westbound lanes remained closed and additional lanes were slowly opened to traffic in the eastbound direction. Around 7:30 p.m., westbound lanes were fully reopened, and Caltrans began opening the rest of the eastbound lanes.\u003c/p>\n\u003cp>https://twitter.com/CHPMarin/status/1093717024650551296\u003c/p>\n\u003cp>Highway patrol officials cautioned drivers to expect major delays and very heavy traffic, and advised travelers to take alternate routes.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Caltrans said previously that the bridge would reopen to all traffic at 6 p.m.\u003c/p>\n\u003cp>According to a CHP spokesperson, crews searched the bridge for damage, but only found debris in one location. Earlier in the afternoon, \u003ca href=\"https://www.facebook.com/chpmarin/?ref=nf&hc_ref=ARSAYGB2GJhoTuAI6J08C9Fnzm7BJwGt_aXCv9iDaolb4vKS2ZqulrWV_phNUcZS9Rg\" rel=\"noopener\" target=\"_blank\">Marin CHP also posted on Facebook\u003c/a> that Caltrans engineers were on-site examining the problem and more Caltrans personnel were en route to find a solution. \u003c/p>\n\u003cp>The CHP shared these photos of the concrete found in the roadway:\u003c/p>\n\u003cp>\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n-800x800.jpg\" alt=\"\" width=\"800\" height=\"800\" class=\"aligncenter size-medium wp-image-11724536\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n-800x800.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n-160x160.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n-32x32.jpg 32w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n-50x50.jpg 50w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n-64x64.jpg 64w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n-96x96.jpg 96w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n-128x128.jpg 128w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n-150x150.jpg 150w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003cp>\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/sr-bridge-4-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" class=\"aligncenter size-medium wp-image-11724459\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/sr-bridge-4-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/sr-bridge-4-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/sr-bridge-4.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003cp>The closure happened after one driver reported falling concrete hitting their car at 10:30 a.m. Crews responding to the call found pieces of concrete in the road.\u003c/p>\n\u003cp>There have been no injuries. However, CHP Marin did tweet that a Caltrans truck was hit as drivers stuck on the bridge attempted to redirect traffic themselves.\u003c/p>\n\u003cp>https://twitter.com/CHPMarin/status/1093613421667307520\u003c/p>\n\u003cp>The sudden closure took a number of people in the process of driving across the bridge by surprise, and they took to social media to express their frustration.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://www.facebook.com/plugins/post.php?href=https%3A%2F%2Fwww.facebook.com%2Fchpmarin%2Fposts%2F2341392355879821&width=500\" width=\"500\" height=\"757\" style=\"border:none;overflow:hidden\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" allow=\"encrypted-media\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\"Yes, please what should those of us trapped on the bridge do????\" wrote Becca Werlin.\u003c/p>\n\u003cp>By 1 p.m. all cars had been escorted off the bridge from the initial closure. However, new drivers found themselves stuck when officers closed the bridge again at 4 p.m. after temporarily opening part of it.\u003c/p>\n\u003cp>\u003cem>This post will be updated with more information as we get it.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The bridge was closed abruptly in both directions around 11 a.m. on Thursday after large chunks of concrete fell from the upper deck onto the roadway of the lower deck.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update:\u003c/strong> \u003ca href=\"https://www.kqed.org/news/11724819/caltrans-insisting-richmond-san-rafael-span-is-safe-details-repair-plans\" rel=\"noopener\" target=\"_blank\">Caltrans, Insisting Richmond-San Rafael Span Is Safe, Details Repair Plans\u003c/a>\u003c/p>\n\u003cp>The Richmond-San Rafael Bridge finally reopened Thursday night after a lengthy closure prompted by large pieces of concrete falling from the upper deck onto the roadway of the lower deck.\u003c/p>\n\u003cp>The bridge was originally closed at about 11 a.m. after a report of a vehicle being struck by a large chunk of concrete. \u003c/p>\n\u003cp>Just after 3 p.m., \u003ca href=\"https://www.facebook.com/chpmarin/photos/a.1195930167092718/2341619712523752/?type=1&theater\" rel=\"noopener\" target=\"_blank\">California Highway Patrol posted on Facebook\u003c/a> that Caltrans engineers determined they could open one lane in each direction and still safely do their repair work.\u003c/p>\n\u003cp>They changed their minds shortly after 4 p.m.\u003c/p>\n\u003cp>\"Unfortunately opening one lane in each direction was unsuccessful and the flowing traffic on the bridge caused additional pieces of roadway to come loose and fall,\" Marin CHP wrote \u003ca href=\"https://www.facebook.com/chpmarin/\" rel=\"noopener\" target=\"_blank\">in a post on Facebook\u003c/a>.\u003c/p>\n\u003cp>Thirty minutes later officials said \"\u003ca href=\"https://www.facebook.com/chpmarin/photos/a.1195930167092718/2341707552514968/?type=3&theater\" rel=\"noopener\" target=\"_blank\">let's try this again\u003c/a>\" and announced one lane would be open eastbound (from San Rafael to Richmond), while westbound traffic would remain completely closed. \u003c/p>\n\u003cp>Throughout the evening commute, all westbound lanes remained closed and additional lanes were slowly opened to traffic in the eastbound direction. Around 7:30 p.m., westbound lanes were fully reopened, and Caltrans began opening the rest of the eastbound lanes.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Highway patrol officials cautioned drivers to expect major delays and very heavy traffic, and advised travelers to take alternate routes.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Caltrans said previously that the bridge would reopen to all traffic at 6 p.m.\u003c/p>\n\u003cp>According to a CHP spokesperson, crews searched the bridge for damage, but only found debris in one location. Earlier in the afternoon, \u003ca href=\"https://www.facebook.com/chpmarin/?ref=nf&hc_ref=ARSAYGB2GJhoTuAI6J08C9Fnzm7BJwGt_aXCv9iDaolb4vKS2ZqulrWV_phNUcZS9Rg\" rel=\"noopener\" target=\"_blank\">Marin CHP also posted on Facebook\u003c/a> that Caltrans engineers were on-site examining the problem and more Caltrans personnel were en route to find a solution. \u003c/p>\n\u003cp>The CHP shared these photos of the concrete found in the roadway:\u003c/p>\n\u003cp>\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n-800x800.jpg\" alt=\"\" width=\"800\" height=\"800\" class=\"aligncenter size-medium wp-image-11724536\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n-800x800.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n-160x160.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n-32x32.jpg 32w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n-50x50.jpg 50w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n-64x64.jpg 64w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n-96x96.jpg 96w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n-128x128.jpg 128w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n-150x150.jpg 150w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/51847221_2341483792537344_3326168690025562112_n.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003cp>\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/02/sr-bridge-4-800x600.jpg\" alt=\"\" width=\"800\" height=\"600\" class=\"aligncenter size-medium wp-image-11724459\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/02/sr-bridge-4-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/sr-bridge-4-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/02/sr-bridge-4.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003cp>The closure happened after one driver reported falling concrete hitting their car at 10:30 a.m. Crews responding to the call found pieces of concrete in the road.\u003c/p>\n\u003cp>There have been no injuries. However, CHP Marin did tweet that a Caltrans truck was hit as drivers stuck on the bridge attempted to redirect traffic themselves.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The sudden closure took a number of people in the process of driving across the bridge by surprise, and they took to social media to express their frustration.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://www.facebook.com/plugins/post.php?href=https%3A%2F%2Fwww.facebook.com%2Fchpmarin%2Fposts%2F2341392355879821&width=500\" width=\"500\" height=\"757\" style=\"border:none;overflow:hidden\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" allow=\"encrypted-media\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\"Yes, please what should those of us trapped on the bridge do????\" wrote Becca Werlin.\u003c/p>\n\u003cp>By 1 p.m. all cars had been escorted off the bridge from the initial closure. However, new drivers found themselves stuck when officers closed the bridge again at 4 p.m. after temporarily opening part of it.\u003c/p>\n\u003cp>\u003cem>This post will be updated with more information as we get it.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"disqusTitle": "What California’s ‘Nonbinary’ Gender Designation Will Cost Teen Drivers",
"title": "What California’s ‘Nonbinary’ Gender Designation Will Cost Teen Drivers",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>In a little-noticed side effect of California’s 2018 law granting drivers the option of listing their \u003ca href=\"https://calmatters.org/articles/gender-x-california-may-first-state-create-broad-nonbinary-option/\" target=\"_blank\" rel=\"noopener\">gender as nonbinary\u003c/a>, California’s Department of Insurance has decreed that auto insurance companies can no longer offer female teen drivers lower rates than their male counterparts.\u003c/p>\n\u003cp>Outgoing Insurance Commissioner Dave Jones, in one of his final acts in office, issued a regulation last month prohibiting the use of gender in automobile insurance rating, similar to regulations in six other states.\u003c/p>\n\u003cp>Jones’ replacement, Ricardo Lara, supports that policy, saying in a statement, “Gender, race, ethnicity or sexual orientation are beyond your control, and it is not a fair or even an effective way to predict risk.”\u003c/p>\n\u003cp>Jones’ regulatory action received coverage in the \u003ca href=\"https://www.nytimes.com/2019/01/18/your-money/car-insurance-gender-california.html\" target=\"_blank\" rel=\"noopener\">New York Times\u003c/a> and elsewhere. But the genesis of his decision received far less attention—and had nothing to do with car insurance.\u003c/p>\n\u003cp>It was prompted, at least in part, by \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180SB179\" target=\"_blank\" rel=\"noopener\">legislation\u003c/a> signed by Gov. Jerry Brown in October 2017 granting motorists the option of listing their gender as male, female or nonbinary.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Mindful of all the people I know who are gender-nonconforming, and the families I know with transgender children, I wanted to make sure that California continued to be a leader in gender-identity equality,” said Senate President Pro Tem Toni Atkins, who introduced the bill.\u003c/p>\n\u003cp>Lobbyists for insurance companies had been neutral on the bill, having received assurances that it would have no impact on auto insurance rates.\u003c/p>\n\u003cp>Rex Frazier, president of the Personal Insurance Federation of California, which represents several major auto insurance companies, said insurers were blindsided by Jones’ justification for the regulation, pointing out that none of the 10 legislative analyses of the bill made any mention of potential impacts on insurance rates.\u003c/p>\n\u003cp>“It is commonly understood that teenage male drivers are generally a higher risk than teenage female drivers,” Frazier said in a letter to the Department of Insurance. “Eliminating gender rating would require female teenage drivers to subsidize teenage male drivers.”\u003c/p>\n\u003cp>Frazier said the gender of teen drivers can result in an additional cost for boys or discount for girls of about 6 percent on their premiums. Drivers who list their gender as nonbinary probably would have been given a lower cost than boys, he said, though under the new rule, it's a moot point, as gender cannot be taken into account.\u003c/p>\n\u003cp>In a separate letter to the Insurance Department, the American Insurance Association, an insurance trade group, wrote: “Senate Bill 179 was designed to reduce barriers to existing name and gender change procedures. The bill was never intended, nor was it drafted, to affect established and demonstrated insurance rating factors such as gender.”\u003c/p>\n\u003cp>The association also cited a 2016 Insurance Institute report saying: “Men typically drive more miles than women and more often engage in risky driving practices, including not using safety belts, driving while impaired by alcohol, and speeding.”\u003c/p>\n\u003cp>In the rule-making process, Jones responded to the insurance groups by stating that “the Legislature may not have specifically intended to eliminate gender-based insurance rating” but that Atkins’ legislation had “relevance as a statement of California’s values around the role of gender in society.”\u003c/p>\n\u003cp>In an interview Tuesday, Jones said the “the real driver for the change was that there was really no consistency with regard to how insurers were using gender as a rating factor.” Additionally, he said, gender is “not a characteristic that is within your control.”\u003c/p>\n\u003cp>Atkins said in a statement Tuesday that her bill did not address the insurance-rate question, but that she supports “efforts to ensure that all genders are treated equally.”\u003c/p>\n\u003cp>“However, it’s imperative that these changes be made thoughtfully and with strong input from Californians,” Atkins statement said.\u003c/p>\n\u003cp>The advocacy group Consumer Watchdog had long advocated for the change, saying in a statement, “Gender and sex have no more place in what we pay for auto insurance than race or ethnicity do. These new rules will finally end gender-based discrimination in auto insurance pricing in California.”\u003c/p>\n\u003cp>Insurance companies must submit gender-neutral pricing policies to the Insurance Department by July 1. The new pricing would take effect after that.\u003c/p>\n\u003cp>Frazier has called on the Department of Insurance to at least permit insurance companies to take into account the age of drivers and new car safety features when setting rates. Decisions on those requests are pending.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://calmatters.org/\" target=\"_blank\" rel=\"noopener\">CALmatters.org \u003c/a>is a nonprofit, nonpartisan media venture explaining California policies and politics.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In a little-noticed side effect of California’s 2018 law granting drivers the option of listing their \u003ca href=\"https://calmatters.org/articles/gender-x-california-may-first-state-create-broad-nonbinary-option/\" target=\"_blank\" rel=\"noopener\">gender as nonbinary\u003c/a>, California’s Department of Insurance has decreed that auto insurance companies can no longer offer female teen drivers lower rates than their male counterparts.\u003c/p>\n\u003cp>Outgoing Insurance Commissioner Dave Jones, in one of his final acts in office, issued a regulation last month prohibiting the use of gender in automobile insurance rating, similar to regulations in six other states.\u003c/p>\n\u003cp>Jones’ replacement, Ricardo Lara, supports that policy, saying in a statement, “Gender, race, ethnicity or sexual orientation are beyond your control, and it is not a fair or even an effective way to predict risk.”\u003c/p>\n\u003cp>Jones’ regulatory action received coverage in the \u003ca href=\"https://www.nytimes.com/2019/01/18/your-money/car-insurance-gender-california.html\" target=\"_blank\" rel=\"noopener\">New York Times\u003c/a> and elsewhere. But the genesis of his decision received far less attention—and had nothing to do with car insurance.\u003c/p>\n\u003cp>It was prompted, at least in part, by \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180SB179\" target=\"_blank\" rel=\"noopener\">legislation\u003c/a> signed by Gov. Jerry Brown in October 2017 granting motorists the option of listing their gender as male, female or nonbinary.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Mindful of all the people I know who are gender-nonconforming, and the families I know with transgender children, I wanted to make sure that California continued to be a leader in gender-identity equality,” said Senate President Pro Tem Toni Atkins, who introduced the bill.\u003c/p>\n\u003cp>Lobbyists for insurance companies had been neutral on the bill, having received assurances that it would have no impact on auto insurance rates.\u003c/p>\n\u003cp>Rex Frazier, president of the Personal Insurance Federation of California, which represents several major auto insurance companies, said insurers were blindsided by Jones’ justification for the regulation, pointing out that none of the 10 legislative analyses of the bill made any mention of potential impacts on insurance rates.\u003c/p>\n\u003cp>“It is commonly understood that teenage male drivers are generally a higher risk than teenage female drivers,” Frazier said in a letter to the Department of Insurance. “Eliminating gender rating would require female teenage drivers to subsidize teenage male drivers.”\u003c/p>\n\u003cp>Frazier said the gender of teen drivers can result in an additional cost for boys or discount for girls of about 6 percent on their premiums. Drivers who list their gender as nonbinary probably would have been given a lower cost than boys, he said, though under the new rule, it's a moot point, as gender cannot be taken into account.\u003c/p>\n\u003cp>In a separate letter to the Insurance Department, the American Insurance Association, an insurance trade group, wrote: “Senate Bill 179 was designed to reduce barriers to existing name and gender change procedures. The bill was never intended, nor was it drafted, to affect established and demonstrated insurance rating factors such as gender.”\u003c/p>\n\u003cp>The association also cited a 2016 Insurance Institute report saying: “Men typically drive more miles than women and more often engage in risky driving practices, including not using safety belts, driving while impaired by alcohol, and speeding.”\u003c/p>\n\u003cp>In the rule-making process, Jones responded to the insurance groups by stating that “the Legislature may not have specifically intended to eliminate gender-based insurance rating” but that Atkins’ legislation had “relevance as a statement of California’s values around the role of gender in society.”\u003c/p>\n\u003cp>In an interview Tuesday, Jones said the “the real driver for the change was that there was really no consistency with regard to how insurers were using gender as a rating factor.” Additionally, he said, gender is “not a characteristic that is within your control.”\u003c/p>\n\u003cp>Atkins said in a statement Tuesday that her bill did not address the insurance-rate question, but that she supports “efforts to ensure that all genders are treated equally.”\u003c/p>\n\u003cp>“However, it’s imperative that these changes be made thoughtfully and with strong input from Californians,” Atkins statement said.\u003c/p>\n\u003cp>The advocacy group Consumer Watchdog had long advocated for the change, saying in a statement, “Gender and sex have no more place in what we pay for auto insurance than race or ethnicity do. These new rules will finally end gender-based discrimination in auto insurance pricing in California.”\u003c/p>\n\u003cp>Insurance companies must submit gender-neutral pricing policies to the Insurance Department by July 1. The new pricing would take effect after that.\u003c/p>\n\u003cp>Frazier has called on the Department of Insurance to at least permit insurance companies to take into account the age of drivers and new car safety features when setting rates. Decisions on those requests are pending.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://calmatters.org/\" target=\"_blank\" rel=\"noopener\">CALmatters.org \u003c/a>is a nonprofit, nonpartisan media venture explaining California policies and politics.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>When Waheed Etimad left home to drive for \u003ca href=\"https://www.uber.com/\" target=\"_blank\" rel=\"noopener\">Uber\u003c/a> on Saturday nights, his family knew they wouldn’t see him until Sunday morning. He usually drove late, taxiing people to and from restaurants and bars. He’d get home a few hours before his kids got up to watch morning cartoons and his wife cooked breakfast.\u003c/p>\n\u003cp>But this past Sunday, the family got news that Etimad died on the road. Etimad was killed at 2:30 a.m. by a 21-year-old woman who got on Highway 101 in San Francisco going the wrong-way. In a statement, Uber said, “This was a horribly tragic incident and our hearts go out to the victim and his grieving family.”\u003c/p>\n\u003cp>Etimad came to the U.S. from Afghanistan, where he served as a translator with the U.S. Army. The 40-year-old had seven children, and was driving for Uber while he pursued a degree at Diablo Valley College.\u003c/p>\n\u003cp>His family could not be reached for comment, but Etimad was their sole breadwinner. To come up with funds for his funeral, the family started a \u003ca href=\"https://www.gofundme.com/need-help-funeral-and-memorial-services\" target=\"_blank\" rel=\"noopener\">GoFundMe campaign\u003c/a>, which quickly got attention online. In two days, the fund had jumped to more than $205,000.\u003c/p>\n\u003cp>Because Uber classifies its workers as contractors, not employees, they are not covered by worker’s compensation, which provides weekly financial support and covers funeral expenses. The company offers private \u003ca href=\"https://help.uber.com/partners/article/driver-injury-protection?nodeId=ba03b1db-46f9-4350-9a39-8a98b83f813e\" target=\"_blank\" rel=\"noopener\">insurance\u003c/a> which costs 4 cents a mile.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Uber has not disclosed if Etimad had opted to pay for insurance and if his family will receive any compensation for his death.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>When Waheed Etimad left home to drive for \u003ca href=\"https://www.uber.com/\" target=\"_blank\" rel=\"noopener\">Uber\u003c/a> on Saturday nights, his family knew they wouldn’t see him until Sunday morning. He usually drove late, taxiing people to and from restaurants and bars. He’d get home a few hours before his kids got up to watch morning cartoons and his wife cooked breakfast.\u003c/p>\n\u003cp>But this past Sunday, the family got news that Etimad died on the road. Etimad was killed at 2:30 a.m. by a 21-year-old woman who got on Highway 101 in San Francisco going the wrong-way. In a statement, Uber said, “This was a horribly tragic incident and our hearts go out to the victim and his grieving family.”\u003c/p>\n\u003cp>Etimad came to the U.S. from Afghanistan, where he served as a translator with the U.S. Army. The 40-year-old had seven children, and was driving for Uber while he pursued a degree at Diablo Valley College.\u003c/p>\n\u003cp>His family could not be reached for comment, but Etimad was their sole breadwinner. To come up with funds for his funeral, the family started a \u003ca href=\"https://www.gofundme.com/need-help-funeral-and-memorial-services\" target=\"_blank\" rel=\"noopener\">GoFundMe campaign\u003c/a>, which quickly got attention online. In two days, the fund had jumped to more than $205,000.\u003c/p>\n\u003cp>Because Uber classifies its workers as contractors, not employees, they are not covered by worker’s compensation, which provides weekly financial support and covers funeral expenses. The company offers private \u003ca href=\"https://help.uber.com/partners/article/driver-injury-protection?nodeId=ba03b1db-46f9-4350-9a39-8a98b83f813e\" target=\"_blank\" rel=\"noopener\">insurance\u003c/a> which costs 4 cents a mile.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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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>\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>\u003c/p>\u003c/div>",
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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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"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. ",
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"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. ",
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"marketplace": {
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"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",
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"masters-of-scale": {
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},
"mindshift": {
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"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>",
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"order": 12
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"morning-edition": {
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"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.",
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"onourwatch": {
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"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?",
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"on-the-media": {
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"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",
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},
"pbs-newshour": {
"id": "pbs-newshour",
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},
"perspectives": {
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"order": 14
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"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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"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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"link": "/radio/program/planet-money",
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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"order": 5
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/radiolab1400.png",
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