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"content": "\u003cp>[dropcap]A[/dropcap]ntonio Yon brought a stack of folded notes to Tuesday night’s meeting. The San Francisco Municipal Transportation Agency was planning to vote on changes to the taxi industry, and that vote would have a major impact on Yon’s life. He’s a cab driver, and in his notes, he had written down what has happened to him since the rise of Uber and Lyft seven years ago.\u003c/p>\n\u003cp>When Yon’s turn to speak came, he went up to a podium in the center of the room. The seven members of the SFMTA board sat above him in a semicircle on a raised platform. Behind him were rows of cab drivers who were in a similar position — workers who say they’ve been crushed in a \"disrupted\" industry. Yon shifted uncomfortably before he began speaking. He had just two minutes to tell his story. The clock was already ticking.\u003c/p>\n\u003cp>Yon is one of hundreds of cab drivers who went to City Hall on Tuesday to protest. The SFMTA was considering three proposals: to decommission medallions from drivers who acquired them before 1978, to only let drivers who purchased $250,000 medallions after 2010 to pick up passengers at San Francisco International Airport and to allow corporations to buy medallions. Most of the drivers at the meeting opposed all three proposals. But the protest was about much more than that.\u003c/p>\n\u003cp>Since 2012, when companies like Uber and Lyft began operating in San Francisco without buying medallions, taxi drivers have come to protest at City Hall. They surround the building with their cabs. They honk. They carry signs. They go to meetings. Their demands have been fairly constant: for the city to regulate Uber and Lyft the way it regulates taxis.\u003c/p>\n\u003cp>\u003cstrong>When a Taxi Company Becomes a Tech Company\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San Francisco had an opportunity to regulate Uber, Lyft and the now-defunct Sidecar when the companies started putting vehicles on the street in 2012. Cab drivers argued they were driving illegally, and they pushed for police to hand out tickets. They pointed out how Uber had actually launched the company with the name “Ubercab,” suggesting that it at first saw itself as a cab company. But the city chose to be hands off. It did not intervene in a service that consumers were quickly falling in love with.\u003c/p>\n\u003cp>Mayor Ed Lee embraced the companies. The mayor declared July 13, 2013 as “Lyft Day” in San Francisco. Ed Reiskin, the SFMTA's chief, was quoted \u003ca href=\"https://books.google.com/books?id=lzRtDwAAQBAJ&pg=PA109&lpg=PA109&dq=%22was+fairly+clear+that+city+hall+didn%E2%80%99t+want+us+to+step+in+and+do+so%22&source=bl&ots=USAFQ1u9Od&sig=DzJV5R-WBS70ae1yi-jOtyP2Jik&hl=en&sa=X&ved=2ahUKEwjy-Nz-q47eAhWDJDQIHdfkChwQ6AEwAHoECAIQAQ#v=onepage&q=%22was%20fairly%20clear%20that%20city%20hall%20didn%E2%80%99t%20want%20us%20to%20step%20in%20and%20do%20so%22&f=false\">in a later interview\u003c/a> saying the agency took no action because it “was fairly clear that City Hall didn’t want us to step in and do so.”\u003c/p>\n\u003cfigure id=\"attachment_11699608\" class=\"wp-caption alignright\" style=\"max-width: 356px\">\u003cimg class=\"wp-image-11699608 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png\" alt=\"\" width=\"356\" height=\"532\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png 356w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-160x239.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-240x359.png 240w\" sizes=\"(max-width: 356px) 100vw, 356px\">\u003cfigcaption class=\"wp-caption-text\">The late Mayor Ed Lee dedicated a day to Lyft in 2013.\u003c/figcaption>\u003c/figure>\n\u003cp>In the meantime, the California Public Utilities Commission began to assert its authority to regulate the companies as transportation carriers. The commission issued cease-and-desist letters to Uber, Lyft and Sidecar in 2012 and, when they refused to comply, issued citations against them.\u003c/p>\n\u003cp>The CPUC's effort led to formal regulations adopted in July 2013 which dubbed Uber and Lyft as \u003ca href=\"https://techcrunch.com\">“Transportation Network Companies.\"\u003c/a> This meant they would be held to a different set of rules and regulations than taxis.\u003c/p>\n\u003cp>\u003cstrong>Disruption of an Industry\u003c/strong>\u003c/p>\n\u003cp>Because Uber and Lyft do not have to be locally licensed -- in San Francisco, that means drivers don't have to buy taxi medallions -- they have been able to put as many cars on the road as they like. Both companies quickly burned through venture capital to sign up drivers, keep fares low and gobble up as much market share as possible.\u003c/p>\n\u003cp>Meanwhile, San Francisco was selling as many medallions as it could to taxi drivers in order to help make up transit budget deficits incurred during the 2008 financial crisis.\u003c/p>\n\u003cp>The story since 2013 has been one of rapid decline for the taxi industry and the drivers who work in it. Their incomes have continued to plummet, putting emotional and physical stress on drivers.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">KQED recently interviewed\u003c/a> the family of a Edward Agababian, a driver who died on the job from a torn aorta. His family believes his health troubles were a direct result of the stress and burden of carrying the debt of his medallion. The livelihoods and retirement plans of drivers like Agababian have been destroyed.\u003c/p>\n\u003cp>The meltdown of the medallion system and the effect on drivers is what the taxi drivers came out Tuesday night to protest.\u003c/p>\n\u003cp>\u003cstrong>Different Rules for Different Drivers\u003c/strong>\u003c/p>\n\u003cp>Before the lengthy public comment period at the SFMTA meeting, Kate Toran, head of taxis and accessibility for the city, gave a presentation about the three proposals.\u003c/p>\n\u003cp>To justify the measures, Toran referred often to \u003ca href=\"https://www.sfmta.com/reports/pfmschaller-taxi-industry-report-evaluation-and-recommendations-improve-health-taxi-industry\" target=\"_blank\" rel=\"noopener noreferrer\">a report\u003c/a> released earlier this year to try to revitalize the city's taxi industry. Many of its proposals hinge on San Francisco's unique medallion structure.\u003c/p>\n\u003cp>San Francisco has three kinds of medallions. There are the \"Pre-K\" medallions issued before 1978, which could be bought by any individual or corporation. After Proposition K passed in 1978, medallions could only be acquired by those who were driving 800 hours a year. They were awarded by seniority and drivers would sit on a waiting list for 10 or 15 years to get one. Then in 2010, the city \"monetized\" the medallions, selling them for $250,000 a piece.\u003c/p>\n\u003cp>Toran said the proposals were geared to help the drivers hit hardest financially — those in the last category who have paid $250,000 for a medallion. The hope was that limiting the supply of cabs on the road and at the airport would increase revenue for the cab drivers who paid the most for their medallions.\u003c/p>\n\u003cp>The SFMTA had held a meeting about a month prior to this one, in which cab drivers were asked for their input on some of these proposals. Toran said that a majority of the drivers at that meeting supported restricting which cabs could pick passengers up at the airport.\u003c/p>\n\u003cp>Toran said leaving the status quo would be doing a disservice to the medallion holders. Over 150 drivers have already defaulted on their medallion loans.\u003c/p>\n\u003cp>\u003cstrong>The Elephant in the Room \u003c/strong>\u003c/p>\n\u003cp>By the time Toran had completed her presentation, almost a hundred cab drivers had signed up to speak in the public comment period. When they got to the podium, they told stories of plummeting income. Of defaulting on loans. Of losing houses. Frequently the room erupted in applause.\u003c/p>\n\u003cp>Cheryl Brinkman, chair of the SFMTA board, repeatedly told the audience to be quiet and threatened to clear the room. She asked the drivers to shake their hands in the air if they approved of what was being said. If they disapproved, they were asked to give a thumbs down. For the rest of the night, the cab drivers gestured in unison, moving their bodies so emphatically that they filled the room with the sound of squeaking chairs.\u003c/p>\n\u003cp>Most of the drivers at the meeting wanted the SFMTA to reject the three proposed changes: to allow corporations to buy medallions, to decommission the \"pre-K\" medallions purchased before 1978, and to only allow those who have purchased medallions after 2010 to pick up passengers at the airport.\u003c/p>\n\u003cp>Several cab drivers said that these proposals were not addressing the elephant in the room: the failure to regulate Uber and Lyft.\u003c/p>\n\u003cp>Even drivers who might benefit from the city restricting the number of taxis at the airport, like Harbir Batth, were against the proposal.\u003c/p>\n\u003cp>“It’s a wrong policy,” Batth said, “I see it as a discriminatory practice from the MTA. They’re trying to divide us.”\u003c/p>\n\u003cp>Batth is one of the more than 700 drivers who bought a medallion for $250,000. \u003ca href=\"https://www.kqed.org/news/10693923/for-san-francisco-cab-drivers-once-treasured-medallions-now-a-burden\">KQED interviewed him three years ago\u003c/a> about his predicament. He is still in the same situation: paying a loan on a medallion that no one wants to buy.\u003c/p>\n\u003cp>Stewart Rosen has driven a cab for more than 40 years and has a medallion, which under the new rules, can no longer be used to pick passengers up at the airport. “Not only did the city not regulate Uber,” he says, “now they're going to take a dagger and shove it right through my chest after all the service I gave.”\u003c/p>\n\u003cp>Most drivers at the meeting had a simple request: for the city to either find some way to regulate Uber and Lyft or to buy back their medallions.\u003c/p>\n\u003cp>\u003cstrong>Defiance of the Supervisors\u003c/strong>\u003c/p>\n\u003cp>In the morning before the SFMTA meeting, five supervisors sent a letter to the MTA stating that they did not support restricting which cabs can pick up at the airport nor decommissioning medallions purchased before 1978.\u003c/p>\n\u003cp>\"In light of serious concerns raised by impacted stakeholders,\" the letter stated, \"and the lack of analysis to inform the debate surrounding likely effects, [...] we cannot support at this time the staff proposals.\"\u003c/p>\n\u003cp>The letter was signed by Supervisors Aaron Peskin, Rafael Mandelman, Sandra Lee Fewer, Norman Yee and Hillary Ronen.\u003c/p>\n\u003cp>“It is not lost on the signatories to this letter that these proposed reforms arrive on the same day as the Transportation Authority’s report showing that Transportation Network Companies like Uber and Lyft \u003ca href=\"https://www.kqed.org/news/11699063/city-analysis-uber-lyft-are-biggest-contributors-to-slowdown-in-s-f-traffic\">account for over 50 percent\u003c/a> of the increase in congestion between 2010 and 2016, and that the city’s inability to adequately regulate TNC’s has contributed greatly to the plight of taxi medallion holders.”\u003c/p>\n\u003cp>Mayor London Breed has been silent on this issue, and her office has not responded to multiple requests for comment.\u003c/p>\n\u003cp>Despite the letter from supervisors and complaints from cab drivers, the SFMTA board decided to pass the proposals that would allow corporations to buy medallions and to limit which drivers could pick passengers up at the airport. Drivers were livid. Several said that this is the final blow and that the taxi industry is now officially dead.\u003c/p>\n\u003cp>It is not clear how this policy will be enforced. Drivers with medallions acquired before 2010 will still be able to drop off passengers at the airport, but then they will have to leave without picking anyone up. Drivers said that it is not worth driving at all if they can’t go to the airport.\u003c/p>\n\u003cp>Already, many medallions are not out on the road -- a \u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Today_112917.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">2017 San Francisco County Transportation Authority analysis\u003c/a> concluded that even at the busiest times, about 400 to 500 taxis are on the streets compared to as many as 6,500 Uber and Lyft vehicles.\u003c/p>\n\u003cp>It's unclear what this new proposal will do to the fleet or the number of cabs on the street. The fewer drivers on the street, the fewer workers there would be to collectively push for reforms in the industry.\u003c/p>\n\u003cp>It is also unclear what effect it will have on drivers who can still pick passengers up at the airport. The SFMTA's report on revitalizing the industry forecasts they will see an uptick in their earnings. But with the ever-changing situation with Lyft and Uber, certainty has become a rare thing in the industry.\u003c/p>\n\u003cp>\u003cstrong>Time's Up\u003c/strong>\u003c/p>\n\u003cp>It was fairly early in the night when cab driver Antonio Yon got the chance to speak. He spoke quietly and gripped the edges of the podium.\u003c/p>\n\u003cp>\"There was no business out there for me,\" Yon said.\u003c/p>\n\u003cp>Yon had a mortgage, but in recent years he said he couldn’t make the payments.\u003c/p>\n\u003cp>\"I was getting lots of nasty calls from the bank,” he said. Yon just wasn’t earning enough money on the road to keep his house. Yon said he's homeless now. The only reason he isn’t on the street is because he found a tiny place in Chinatown to stay in temporarily.\u003c/p>\n\u003cp>Yon’s voice began to break as he got to this point in the story. “I was very desperate. I was about to commit suicide,” he said.\u003c/p>\n\u003cp>The entire room was silent. Yon took a few seconds to compose himself. He was starting to talk about what he wanted from the SFMTA. An electric bell sounded. His time was up. \"I have to survive,\" was the last thing he said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Yon gathered his papers and walked straight to the back of the room. Another driver, Inder Jitghotra, stood up and touched Yon’s shoulder. Jitghotra’s family owns six medallions and is on the edge of bankruptcy. Yon stood very still, clutching his notes. He stared straight ahead as another driver walked up to the podium to tell his story.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">A\u003c/span>\u003c/p>\u003cp>ntonio Yon brought a stack of folded notes to Tuesday night’s meeting. The San Francisco Municipal Transportation Agency was planning to vote on changes to the taxi industry, and that vote would have a major impact on Yon’s life. He’s a cab driver, and in his notes, he had written down what has happened to him since the rise of Uber and Lyft seven years ago.\u003c/p>\n\u003cp>When Yon’s turn to speak came, he went up to a podium in the center of the room. The seven members of the SFMTA board sat above him in a semicircle on a raised platform. Behind him were rows of cab drivers who were in a similar position — workers who say they’ve been crushed in a \"disrupted\" industry. Yon shifted uncomfortably before he began speaking. He had just two minutes to tell his story. The clock was already ticking.\u003c/p>\n\u003cp>Yon is one of hundreds of cab drivers who went to City Hall on Tuesday to protest. The SFMTA was considering three proposals: to decommission medallions from drivers who acquired them before 1978, to only let drivers who purchased $250,000 medallions after 2010 to pick up passengers at San Francisco International Airport and to allow corporations to buy medallions. Most of the drivers at the meeting opposed all three proposals. But the protest was about much more than that.\u003c/p>\n\u003cp>Since 2012, when companies like Uber and Lyft began operating in San Francisco without buying medallions, taxi drivers have come to protest at City Hall. They surround the building with their cabs. They honk. They carry signs. They go to meetings. Their demands have been fairly constant: for the city to regulate Uber and Lyft the way it regulates taxis.\u003c/p>\n\u003cp>\u003cstrong>When a Taxi Company Becomes a Tech Company\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Francisco had an opportunity to regulate Uber, Lyft and the now-defunct Sidecar when the companies started putting vehicles on the street in 2012. Cab drivers argued they were driving illegally, and they pushed for police to hand out tickets. They pointed out how Uber had actually launched the company with the name “Ubercab,” suggesting that it at first saw itself as a cab company. But the city chose to be hands off. It did not intervene in a service that consumers were quickly falling in love with.\u003c/p>\n\u003cp>Mayor Ed Lee embraced the companies. The mayor declared July 13, 2013 as “Lyft Day” in San Francisco. Ed Reiskin, the SFMTA's chief, was quoted \u003ca href=\"https://books.google.com/books?id=lzRtDwAAQBAJ&pg=PA109&lpg=PA109&dq=%22was+fairly+clear+that+city+hall+didn%E2%80%99t+want+us+to+step+in+and+do+so%22&source=bl&ots=USAFQ1u9Od&sig=DzJV5R-WBS70ae1yi-jOtyP2Jik&hl=en&sa=X&ved=2ahUKEwjy-Nz-q47eAhWDJDQIHdfkChwQ6AEwAHoECAIQAQ#v=onepage&q=%22was%20fairly%20clear%20that%20city%20hall%20didn%E2%80%99t%20want%20us%20to%20step%20in%20and%20do%20so%22&f=false\">in a later interview\u003c/a> saying the agency took no action because it “was fairly clear that City Hall didn’t want us to step in and do so.”\u003c/p>\n\u003cfigure id=\"attachment_11699608\" class=\"wp-caption alignright\" style=\"max-width: 356px\">\u003cimg class=\"wp-image-11699608 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png\" alt=\"\" width=\"356\" height=\"532\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173.png 356w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-160x239.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/LYFTDAY2013-e1539819865173-240x359.png 240w\" sizes=\"(max-width: 356px) 100vw, 356px\">\u003cfigcaption class=\"wp-caption-text\">The late Mayor Ed Lee dedicated a day to Lyft in 2013.\u003c/figcaption>\u003c/figure>\n\u003cp>In the meantime, the California Public Utilities Commission began to assert its authority to regulate the companies as transportation carriers. The commission issued cease-and-desist letters to Uber, Lyft and Sidecar in 2012 and, when they refused to comply, issued citations against them.\u003c/p>\n\u003cp>The CPUC's effort led to formal regulations adopted in July 2013 which dubbed Uber and Lyft as \u003ca href=\"https://techcrunch.com\">“Transportation Network Companies.\"\u003c/a> This meant they would be held to a different set of rules and regulations than taxis.\u003c/p>\n\u003cp>\u003cstrong>Disruption of an Industry\u003c/strong>\u003c/p>\n\u003cp>Because Uber and Lyft do not have to be locally licensed -- in San Francisco, that means drivers don't have to buy taxi medallions -- they have been able to put as many cars on the road as they like. Both companies quickly burned through venture capital to sign up drivers, keep fares low and gobble up as much market share as possible.\u003c/p>\n\u003cp>Meanwhile, San Francisco was selling as many medallions as it could to taxi drivers in order to help make up transit budget deficits incurred during the 2008 financial crisis.\u003c/p>\n\u003cp>The story since 2013 has been one of rapid decline for the taxi industry and the drivers who work in it. Their incomes have continued to plummet, putting emotional and physical stress on drivers.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">KQED recently interviewed\u003c/a> the family of a Edward Agababian, a driver who died on the job from a torn aorta. His family believes his health troubles were a direct result of the stress and burden of carrying the debt of his medallion. The livelihoods and retirement plans of drivers like Agababian have been destroyed.\u003c/p>\n\u003cp>The meltdown of the medallion system and the effect on drivers is what the taxi drivers came out Tuesday night to protest.\u003c/p>\n\u003cp>\u003cstrong>Different Rules for Different Drivers\u003c/strong>\u003c/p>\n\u003cp>Before the lengthy public comment period at the SFMTA meeting, Kate Toran, head of taxis and accessibility for the city, gave a presentation about the three proposals.\u003c/p>\n\u003cp>To justify the measures, Toran referred often to \u003ca href=\"https://www.sfmta.com/reports/pfmschaller-taxi-industry-report-evaluation-and-recommendations-improve-health-taxi-industry\" target=\"_blank\" rel=\"noopener noreferrer\">a report\u003c/a> released earlier this year to try to revitalize the city's taxi industry. Many of its proposals hinge on San Francisco's unique medallion structure.\u003c/p>\n\u003cp>San Francisco has three kinds of medallions. There are the \"Pre-K\" medallions issued before 1978, which could be bought by any individual or corporation. After Proposition K passed in 1978, medallions could only be acquired by those who were driving 800 hours a year. They were awarded by seniority and drivers would sit on a waiting list for 10 or 15 years to get one. Then in 2010, the city \"monetized\" the medallions, selling them for $250,000 a piece.\u003c/p>\n\u003cp>Toran said the proposals were geared to help the drivers hit hardest financially — those in the last category who have paid $250,000 for a medallion. The hope was that limiting the supply of cabs on the road and at the airport would increase revenue for the cab drivers who paid the most for their medallions.\u003c/p>\n\u003cp>The SFMTA had held a meeting about a month prior to this one, in which cab drivers were asked for their input on some of these proposals. Toran said that a majority of the drivers at that meeting supported restricting which cabs could pick passengers up at the airport.\u003c/p>\n\u003cp>Toran said leaving the status quo would be doing a disservice to the medallion holders. Over 150 drivers have already defaulted on their medallion loans.\u003c/p>\n\u003cp>\u003cstrong>The Elephant in the Room \u003c/strong>\u003c/p>\n\u003cp>By the time Toran had completed her presentation, almost a hundred cab drivers had signed up to speak in the public comment period. When they got to the podium, they told stories of plummeting income. Of defaulting on loans. Of losing houses. Frequently the room erupted in applause.\u003c/p>\n\u003cp>Cheryl Brinkman, chair of the SFMTA board, repeatedly told the audience to be quiet and threatened to clear the room. She asked the drivers to shake their hands in the air if they approved of what was being said. If they disapproved, they were asked to give a thumbs down. For the rest of the night, the cab drivers gestured in unison, moving their bodies so emphatically that they filled the room with the sound of squeaking chairs.\u003c/p>\n\u003cp>Most of the drivers at the meeting wanted the SFMTA to reject the three proposed changes: to allow corporations to buy medallions, to decommission the \"pre-K\" medallions purchased before 1978, and to only allow those who have purchased medallions after 2010 to pick up passengers at the airport.\u003c/p>\n\u003cp>Several cab drivers said that these proposals were not addressing the elephant in the room: the failure to regulate Uber and Lyft.\u003c/p>\n\u003cp>Even drivers who might benefit from the city restricting the number of taxis at the airport, like Harbir Batth, were against the proposal.\u003c/p>\n\u003cp>“It’s a wrong policy,” Batth said, “I see it as a discriminatory practice from the MTA. They’re trying to divide us.”\u003c/p>\n\u003cp>Batth is one of the more than 700 drivers who bought a medallion for $250,000. \u003ca href=\"https://www.kqed.org/news/10693923/for-san-francisco-cab-drivers-once-treasured-medallions-now-a-burden\">KQED interviewed him three years ago\u003c/a> about his predicament. He is still in the same situation: paying a loan on a medallion that no one wants to buy.\u003c/p>\n\u003cp>Stewart Rosen has driven a cab for more than 40 years and has a medallion, which under the new rules, can no longer be used to pick passengers up at the airport. “Not only did the city not regulate Uber,” he says, “now they're going to take a dagger and shove it right through my chest after all the service I gave.”\u003c/p>\n\u003cp>Most drivers at the meeting had a simple request: for the city to either find some way to regulate Uber and Lyft or to buy back their medallions.\u003c/p>\n\u003cp>\u003cstrong>Defiance of the Supervisors\u003c/strong>\u003c/p>\n\u003cp>In the morning before the SFMTA meeting, five supervisors sent a letter to the MTA stating that they did not support restricting which cabs can pick up at the airport nor decommissioning medallions purchased before 1978.\u003c/p>\n\u003cp>\"In light of serious concerns raised by impacted stakeholders,\" the letter stated, \"and the lack of analysis to inform the debate surrounding likely effects, [...] we cannot support at this time the staff proposals.\"\u003c/p>\n\u003cp>The letter was signed by Supervisors Aaron Peskin, Rafael Mandelman, Sandra Lee Fewer, Norman Yee and Hillary Ronen.\u003c/p>\n\u003cp>“It is not lost on the signatories to this letter that these proposed reforms arrive on the same day as the Transportation Authority’s report showing that Transportation Network Companies like Uber and Lyft \u003ca href=\"https://www.kqed.org/news/11699063/city-analysis-uber-lyft-are-biggest-contributors-to-slowdown-in-s-f-traffic\">account for over 50 percent\u003c/a> of the increase in congestion between 2010 and 2016, and that the city’s inability to adequately regulate TNC’s has contributed greatly to the plight of taxi medallion holders.”\u003c/p>\n\u003cp>Mayor London Breed has been silent on this issue, and her office has not responded to multiple requests for comment.\u003c/p>\n\u003cp>Despite the letter from supervisors and complaints from cab drivers, the SFMTA board decided to pass the proposals that would allow corporations to buy medallions and to limit which drivers could pick passengers up at the airport. Drivers were livid. Several said that this is the final blow and that the taxi industry is now officially dead.\u003c/p>\n\u003cp>It is not clear how this policy will be enforced. Drivers with medallions acquired before 2010 will still be able to drop off passengers at the airport, but then they will have to leave without picking anyone up. Drivers said that it is not worth driving at all if they can’t go to the airport.\u003c/p>\n\u003cp>Already, many medallions are not out on the road -- a \u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Today_112917.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">2017 San Francisco County Transportation Authority analysis\u003c/a> concluded that even at the busiest times, about 400 to 500 taxis are on the streets compared to as many as 6,500 Uber and Lyft vehicles.\u003c/p>\n\u003cp>It's unclear what this new proposal will do to the fleet or the number of cabs on the street. The fewer drivers on the street, the fewer workers there would be to collectively push for reforms in the industry.\u003c/p>\n\u003cp>It is also unclear what effect it will have on drivers who can still pick passengers up at the airport. The SFMTA's report on revitalizing the industry forecasts they will see an uptick in their earnings. But with the ever-changing situation with Lyft and Uber, certainty has become a rare thing in the industry.\u003c/p>\n\u003cp>\u003cstrong>Time's Up\u003c/strong>\u003c/p>\n\u003cp>It was fairly early in the night when cab driver Antonio Yon got the chance to speak. He spoke quietly and gripped the edges of the podium.\u003c/p>\n\u003cp>\"There was no business out there for me,\" Yon said.\u003c/p>\n\u003cp>Yon had a mortgage, but in recent years he said he couldn’t make the payments.\u003c/p>\n\u003cp>\"I was getting lots of nasty calls from the bank,” he said. Yon just wasn’t earning enough money on the road to keep his house. Yon said he's homeless now. The only reason he isn’t on the street is because he found a tiny place in Chinatown to stay in temporarily.\u003c/p>\n\u003cp>Yon’s voice began to break as he got to this point in the story. “I was very desperate. I was about to commit suicide,” he said.\u003c/p>\n\u003cp>The entire room was silent. Yon took a few seconds to compose himself. He was starting to talk about what he wanted from the SFMTA. An electric bell sounded. His time was up. \"I have to survive,\" was the last thing he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Yon gathered his papers and walked straight to the back of the room. Another driver, Inder Jitghotra, stood up and touched Yon’s shoulder. Jitghotra’s family owns six medallions and is on the edge of bankruptcy. Yon stood very still, clutching his notes. He stared straight ahead as another driver walked up to the podium to tell his story.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "All Evacuation Orders Lifted in Bay Point and Pittsburg Following Fire Threat to Chevron Pipeline",
"title": "All Evacuation Orders Lifted in Bay Point and Pittsburg Following Fire Threat to Chevron Pipeline",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>\u003cem>Updated Thursday, 3:30 p.m.\u003c/em>\u003c/p>\n\u003cp>All evacuation orders due to a fire that threatened a natural gas pipeline in eastern Contra Costa County have been lifted as of 2:30 p.m., Contra Costa County Deputy Fire Chief Lewis Broschard said during an afternoon press conference.\u003c/p>\n\u003cp>The California Public Utilities Commission has launched a staff investigation into a fire in an underground utility vault that houses part of a natural gas pipeline run by Chevron.\u003c/p>\n\u003cp>The fire prompted evacuation orders for some 4,000 residents in Bay Point and Pittsburg and led to a response by about a dozen public agencies.\u003c/p>\n\u003cp>The incident started with a small grass fire near Suisun and Poinsettia avenues Wednesday evening that may have been caused by a downed electrical power line owned by Pacific Gas and Electric Co.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Crews who dealt with that vegetation blaze later learned that a fire in a nearby underground utility vault, owned by Chevron, had ignited. A 12-inch, high-pressure natural gas pipeline runs through the facility. That pipe's pressure was reduced from 480 psi to 25 psi in a \"controlled and safe manner,\" Terence Carey, a county fire assistant chief, said during the afternoon press conference.\u003c/p>\n\u003cp>Chevron and Contra Costa County Fire personnel were able to enter the vault Thursday to ensure there was no gas leakage, Carey said. He said Chevron personnel will be on the scene for at least the next couple days to make repairs.\u003c/p>\n\u003cp>\"I want to thank our citizens that were inconvenienced for quite a while, and we appreciate their patience and we're glad to get them back into their homes,\" Carey said.\u003c/p>\n\u003cp>Initially, Contra Costa County Fire Protection District spokesman Steve Hill said early Thursday that as firefighters were leaving the scene of the original blaze, they noticed smoke coming from the concrete vault, which is about the size of a pickup truck bed.\u003c/p>\n\u003cp>Carey said at a news conference later in the morning that crews were called back to the blaze about an hour after they were initially released.\u003c/p>\n\u003cp>\"What we discovered was active fire burning in a vault,\" Carey said.\u003c/p>\n\u003cp>\"It put that gas line at risk,\" Hill said. \"Had that line ruptured or exploded, there would have been considerable damage.\"\u003c/p>\n\u003cp>County officials ordered evacuations within a half-mile of the facility, covering approximately 1,400 homes in Pittsburg and Bay Point.\u003c/p>\n\u003cp>Evacuation centers were set up at the Calvary Temple Church in Concord and at the parking lot at BART's Pittsburg/Bay Point station.\u003c/p>\n\u003cp>At around 6:20 a.m., BART announced that the shelter near its station was being moved to Los Medanos College.\u003c/p>\n\u003cp>Pittsburg residents Matt and Brandy Seville and their two kids, ages 3 and 1, had to leave after getting word from a law enforcement officer.\u003c/p>\n\u003cfigure id=\"attachment_11699731\" class=\"wp-caption alignright\" style=\"max-width: 320px\">\u003cimg class=\"size-full wp-image-11699731\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/IMG_4058.jpeg\" alt=\"\" width=\"320\" height=\"240\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/10/IMG_4058.jpeg 320w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/IMG_4058-160x120.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/IMG_4058-240x180.jpeg 240w\" sizes=\"(max-width: 320px) 100vw, 320px\">\u003cfigcaption class=\"wp-caption-text\">Matt and Brandy Seville at Los Medanos College evacuation center on Oct. 18, 2018. \u003ccite>(Julia McEvoy/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"He told me that it was time to evacuate,\" Brandy Seville said outside of the Los Medanos College shelter.\u003c/p>\n\u003cp>The Seville family was among those who had to move from the BART station to the college.\u003c/p>\n\u003cp>Chevron crews had been working to reduce the pressure inside the line.\u003c/p>\n\u003cp>Cary Wages, a project coordinator for Chevron, said the company believes a much smaller line, which monitors pressure on the larger pipeline, known as a transmitter line, may have ruptured and fueled the fire.\u003c/p>\n\u003cp>\"What we're assuming is that it was the transmitter line that suffered the damage that ignited, just based on the volumes and the trends that we were seeing on the pipeline,\" Wages said.\u003c/p>\n\u003cp>Crews purged the line with nitrogen to make it safe for officials to investigate and allow residents back to their home.\u003c/p>\n\u003cp>https://twitter.com/ContraCostaFire/status/1052974687167209473\u003c/p>\n\u003cp>Hill said crews were using video footage from a drone over the vault earlier today to help determine whether the site is safe.\u003c/p>\n\u003cp>\"We're looking at the temperatures that are in there now because those tell us about the relative safety of the site. We want them much lower than they were overnight which was about 400 degrees Fahrenheit,\" Hill said.\u003c/p>\n\u003cp>Chevron spokesman Braden Reddall said the company got word of the blaze at around 8 p.m. Wednesday.\u003c/p>\n\u003cp>\"Chevron Pipe Line Company (CPL) was notified of a fire caused by an electrical power line falling, which started a fire near our valve junction on the Northern Gas Line near Pittsburg,\" Reddall said in an emailed statement.\u003c/p>\n\u003cp>\"CPL immediately shut down the line and dispatched a field team to investigate. CPL has initiated its emergency response procedures and is working with the California Office of the State Fire Marshal and local firefighters to evacuate the area as a precautionary measure,\" Reddall said.\u003c/p>\n\u003cp>Residents near the facility heard what's been described as a loud shrieking, or jet engine sound, as Chevron crews vented gas overnight to reduce pressure in the pipe, according to Hill.\u003c/p>\n\u003cp>He said it was unclear if an electrical power line caused the fire or if it fell during the blaze.\u003c/p>\n\u003cp>J.D. Guidi, a spokesman for PG&E, said the utility received a report of a grass fire and equipment failure in the area of Pullman and Crivello avenues at around 6:40 p.m. Wednesday.\u003c/p>\n\u003cp>That report included that PG&E wires were down in the area, Guidi said.\u003c/p>\n\u003cp>Another PG&E representative, Tamar Sarkissian, said that the utility believes birds may have come in contact with its power lines causing them to fall and ignite the initial grass fire.\u003c/p>\n\u003cp>https://twitter.com/TedrickG/status/1053014565196226560\u003c/p>\n\u003cp>Braden did not answer specific questions about the pipeline that's been threatened. Hill, the county fire department spokesman, said the line brings natural gas to Richmond's Chevron refinery.\u003c/p>\n\u003cp>The Office of the State Fire Marshal, which is part of Cal Fire, investigates accidents involving intrastate hazardous liquid pipelines. But because this incident involves a natural gas pipeline, it's not under the jurisdiction of the State Fire Marshal, according to Cal Fire spokesman Scott McLean.\u003c/p>\n\u003cp>Nevertheless, the agency dispatched a pipeline safety engineer to the scene \"as a precaution since there is a liquid pipeline nearby,\" McLean said in an email. That engineer left Thursday morning and the office plans no more involvement.\u003c/p>\n\u003cp>Christopher Chow, a spokesman for the CPUC, said in an email that the agency is investigating the incident.\u003c/p>\n\u003cp>Inspectors from the Bay Area Air Quality Management District have been on the scene since early Thursday morning, assessing the situation, according to agency spokeswoman Kristine Roselius.\u003c/p>\n\u003cp>The incident is affecting train traffic on railroads owned by the Union Pacific Railroad and BNSF Railway.\u003c/p>\n\u003cp>Union Pacific service in the area has been suspended since last night, according to U.P. spokesman Jeff DeGraff.\u003c/p>\n\u003cp>Because the BNSF rail tracks are closed, Amtrak San Joaquins' trains will not stop at the commuter line's Antioch station, according to Olivia Irvin, an Amtrak spokeswoman.\u003c/p>\n\u003cp>Amtrak San Joaquins' trains headed to and from Oakland are being rerouted in Sacramento, Irvin said. That detour has led to delays, she said.\u003c/p>\n\u003cp>Classes have been canceled at Willow Cove Elementary School in Pittsburg.\u003c/p>\n\u003cp>Other agencies involved in the incident include the Contra Costa County Sheriff's Department, the county's health and hazardous materials program, Pittsburg Police, BART and Amtrak, among others.\u003c/p>\n\u003cp>\u003cem>KQED's Sukey Lewis and Julia McEvoy contributed reporting this story.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>This post will be updated throughout the day.\u003c/em>\u003c/p>\n\n",
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"excerpt": "'Had that line ruptured or exploded, there would have been considerable damage,' said Contra Costa County Fire spokesman Steve Hill. ",
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"title": "All Evacuation Orders Lifted in Bay Point and Pittsburg Following Fire Threat to Chevron Pipeline | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated Thursday, 3:30 p.m.\u003c/em>\u003c/p>\n\u003cp>All evacuation orders due to a fire that threatened a natural gas pipeline in eastern Contra Costa County have been lifted as of 2:30 p.m., Contra Costa County Deputy Fire Chief Lewis Broschard said during an afternoon press conference.\u003c/p>\n\u003cp>The California Public Utilities Commission has launched a staff investigation into a fire in an underground utility vault that houses part of a natural gas pipeline run by Chevron.\u003c/p>\n\u003cp>The fire prompted evacuation orders for some 4,000 residents in Bay Point and Pittsburg and led to a response by about a dozen public agencies.\u003c/p>\n\u003cp>The incident started with a small grass fire near Suisun and Poinsettia avenues Wednesday evening that may have been caused by a downed electrical power line owned by Pacific Gas and Electric Co.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Crews who dealt with that vegetation blaze later learned that a fire in a nearby underground utility vault, owned by Chevron, had ignited. A 12-inch, high-pressure natural gas pipeline runs through the facility. That pipe's pressure was reduced from 480 psi to 25 psi in a \"controlled and safe manner,\" Terence Carey, a county fire assistant chief, said during the afternoon press conference.\u003c/p>\n\u003cp>Chevron and Contra Costa County Fire personnel were able to enter the vault Thursday to ensure there was no gas leakage, Carey said. He said Chevron personnel will be on the scene for at least the next couple days to make repairs.\u003c/p>\n\u003cp>\"I want to thank our citizens that were inconvenienced for quite a while, and we appreciate their patience and we're glad to get them back into their homes,\" Carey said.\u003c/p>\n\u003cp>Initially, Contra Costa County Fire Protection District spokesman Steve Hill said early Thursday that as firefighters were leaving the scene of the original blaze, they noticed smoke coming from the concrete vault, which is about the size of a pickup truck bed.\u003c/p>\n\u003cp>Carey said at a news conference later in the morning that crews were called back to the blaze about an hour after they were initially released.\u003c/p>\n\u003cp>\"What we discovered was active fire burning in a vault,\" Carey said.\u003c/p>\n\u003cp>\"It put that gas line at risk,\" Hill said. \"Had that line ruptured or exploded, there would have been considerable damage.\"\u003c/p>\n\u003cp>County officials ordered evacuations within a half-mile of the facility, covering approximately 1,400 homes in Pittsburg and Bay Point.\u003c/p>\n\u003cp>Evacuation centers were set up at the Calvary Temple Church in Concord and at the parking lot at BART's Pittsburg/Bay Point station.\u003c/p>\n\u003cp>At around 6:20 a.m., BART announced that the shelter near its station was being moved to Los Medanos College.\u003c/p>\n\u003cp>Pittsburg residents Matt and Brandy Seville and their two kids, ages 3 and 1, had to leave after getting word from a law enforcement officer.\u003c/p>\n\u003cfigure id=\"attachment_11699731\" class=\"wp-caption alignright\" style=\"max-width: 320px\">\u003cimg class=\"size-full wp-image-11699731\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/10/IMG_4058.jpeg\" alt=\"\" width=\"320\" height=\"240\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/10/IMG_4058.jpeg 320w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/IMG_4058-160x120.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/10/IMG_4058-240x180.jpeg 240w\" sizes=\"(max-width: 320px) 100vw, 320px\">\u003cfigcaption class=\"wp-caption-text\">Matt and Brandy Seville at Los Medanos College evacuation center on Oct. 18, 2018. \u003ccite>(Julia McEvoy/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"He told me that it was time to evacuate,\" Brandy Seville said outside of the Los Medanos College shelter.\u003c/p>\n\u003cp>The Seville family was among those who had to move from the BART station to the college.\u003c/p>\n\u003cp>Chevron crews had been working to reduce the pressure inside the line.\u003c/p>\n\u003cp>Cary Wages, a project coordinator for Chevron, said the company believes a much smaller line, which monitors pressure on the larger pipeline, known as a transmitter line, may have ruptured and fueled the fire.\u003c/p>\n\u003cp>\"What we're assuming is that it was the transmitter line that suffered the damage that ignited, just based on the volumes and the trends that we were seeing on the pipeline,\" Wages said.\u003c/p>\n\u003cp>Crews purged the line with nitrogen to make it safe for officials to investigate and allow residents back to their home.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Hill said crews were using video footage from a drone over the vault earlier today to help determine whether the site is safe.\u003c/p>\n\u003cp>\"We're looking at the temperatures that are in there now because those tell us about the relative safety of the site. We want them much lower than they were overnight which was about 400 degrees Fahrenheit,\" Hill said.\u003c/p>\n\u003cp>Chevron spokesman Braden Reddall said the company got word of the blaze at around 8 p.m. Wednesday.\u003c/p>\n\u003cp>\"Chevron Pipe Line Company (CPL) was notified of a fire caused by an electrical power line falling, which started a fire near our valve junction on the Northern Gas Line near Pittsburg,\" Reddall said in an emailed statement.\u003c/p>\n\u003cp>\"CPL immediately shut down the line and dispatched a field team to investigate. CPL has initiated its emergency response procedures and is working with the California Office of the State Fire Marshal and local firefighters to evacuate the area as a precautionary measure,\" Reddall said.\u003c/p>\n\u003cp>Residents near the facility heard what's been described as a loud shrieking, or jet engine sound, as Chevron crews vented gas overnight to reduce pressure in the pipe, according to Hill.\u003c/p>\n\u003cp>He said it was unclear if an electrical power line caused the fire or if it fell during the blaze.\u003c/p>\n\u003cp>J.D. Guidi, a spokesman for PG&E, said the utility received a report of a grass fire and equipment failure in the area of Pullman and Crivello avenues at around 6:40 p.m. Wednesday.\u003c/p>\n\u003cp>That report included that PG&E wires were down in the area, Guidi said.\u003c/p>\n\u003cp>Another PG&E representative, Tamar Sarkissian, said that the utility believes birds may have come in contact with its power lines causing them to fall and ignite the initial grass fire.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Braden did not answer specific questions about the pipeline that's been threatened. Hill, the county fire department spokesman, said the line brings natural gas to Richmond's Chevron refinery.\u003c/p>\n\u003cp>The Office of the State Fire Marshal, which is part of Cal Fire, investigates accidents involving intrastate hazardous liquid pipelines. But because this incident involves a natural gas pipeline, it's not under the jurisdiction of the State Fire Marshal, according to Cal Fire spokesman Scott McLean.\u003c/p>\n\u003cp>Nevertheless, the agency dispatched a pipeline safety engineer to the scene \"as a precaution since there is a liquid pipeline nearby,\" McLean said in an email. That engineer left Thursday morning and the office plans no more involvement.\u003c/p>\n\u003cp>Christopher Chow, a spokesman for the CPUC, said in an email that the agency is investigating the incident.\u003c/p>\n\u003cp>Inspectors from the Bay Area Air Quality Management District have been on the scene since early Thursday morning, assessing the situation, according to agency spokeswoman Kristine Roselius.\u003c/p>\n\u003cp>The incident is affecting train traffic on railroads owned by the Union Pacific Railroad and BNSF Railway.\u003c/p>\n\u003cp>Union Pacific service in the area has been suspended since last night, according to U.P. spokesman Jeff DeGraff.\u003c/p>\n\u003cp>Because the BNSF rail tracks are closed, Amtrak San Joaquins' trains will not stop at the commuter line's Antioch station, according to Olivia Irvin, an Amtrak spokeswoman.\u003c/p>\n\u003cp>Amtrak San Joaquins' trains headed to and from Oakland are being rerouted in Sacramento, Irvin said. That detour has led to delays, she said.\u003c/p>\n\u003cp>Classes have been canceled at Willow Cove Elementary School in Pittsburg.\u003c/p>\n\u003cp>Other agencies involved in the incident include the Contra Costa County Sheriff's Department, the county's health and hazardous materials program, Pittsburg Police, BART and Amtrak, among others.\u003c/p>\n\u003cp>\u003cem>KQED's Sukey Lewis and Julia McEvoy contributed reporting this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>In a development that takes a little more of the shine off San Francisco's new Transbay Transit Center, the principal contractor on the project is suing the agency that oversees the facility for breach of contract. \u003c/p>\n\u003cp>Transit service to the facility remains shut down after the discovery last month of cracked structural steel — a development that also forced closure of the center's rooftop park. \u003c/p>\n\u003cp>Now comes wrangling over who should bear the financial brunt of the transit center's long-delayed opening.\u003c/p>\n\u003cp>In \u003ca href=\"https://assets.documentcloud.org/documents/5005590/TJPA-Lawsuit-2.pdf\" rel=\"noopener\" target=\"_blank\">a lawsuit\u003c/a> filed Tuesday in San Francisco Superior Court, the contractor — Webcor-Obayashi Joint Venture — says the Transbay Joint Powers Authority has improperly withheld $150 million in payments to penalize it for delays in finishing the project. \u003c/p>\n\u003cp>But Webcor-Obayashi says the agency itself is responsible for the delays because it made extensive plan changes during construction and committed a long series of design missteps. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Those alleged mistakes include flawed construction documents and a failure to respond promptly to thousands of contractor requests for information it needed to correct errors in building plans.\u003c/p>\n\u003cp>In a statement, Transbay Joint Powers Authority said it was still reviewing the suit but that it intends to \"hold Webcor-Obayashi Joint Venture responsible for their contractual commitment to deliver this project to the people of the Bay Area and the state of California.\" \u003c/p>\n\u003cp>Under its contract with the joint powers authority, Webcor-Obayashi was scheduled to achieve \"substantial completion\" of the transit center by Dec. 22, 2017. The contractor actually reached that point in late July this year. Oakland's AC Transit began bus service to the facility began Aug. 12.\u003c/p>\n\u003cp>But that service was suspended last month after \u003ca href=\"https://www.kqed.org/news/11694695/crack-in-support-beam-shuts-down-s-f-s-brand-new-2-billion-transit-terminal\" rel=\"noopener\" target=\"_blank\">the discovery of cracked steel beams\u003c/a> in a section of the massive building that extends over Fremont Street. \u003c/p>\n\u003cp>That discovery also prompted the closure of the transit center's popular 5.4-acre rooftop park. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The park itself had already suffered a post-construction problem: the \u003ca href=\"https://www.sfchronicle.com/bayarea/matier-ross/article/SF-Transit-Center-park-open-barely-a-month-13221933.php\" rel=\"noopener\" target=\"_blank\">rapid deterioration\u003c/a> of its walkway just weeks after it opened to the public. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In a development that takes a little more of the shine off San Francisco's new Transbay Transit Center, the principal contractor on the project is suing the agency that oversees the facility for breach of contract. \u003c/p>\n\u003cp>Transit service to the facility remains shut down after the discovery last month of cracked structural steel — a development that also forced closure of the center's rooftop park. \u003c/p>\n\u003cp>Now comes wrangling over who should bear the financial brunt of the transit center's long-delayed opening.\u003c/p>\n\u003cp>In \u003ca href=\"https://assets.documentcloud.org/documents/5005590/TJPA-Lawsuit-2.pdf\" rel=\"noopener\" target=\"_blank\">a lawsuit\u003c/a> filed Tuesday in San Francisco Superior Court, the contractor — Webcor-Obayashi Joint Venture — says the Transbay Joint Powers Authority has improperly withheld $150 million in payments to penalize it for delays in finishing the project. \u003c/p>\n\u003cp>But Webcor-Obayashi says the agency itself is responsible for the delays because it made extensive plan changes during construction and committed a long series of design missteps. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Those alleged mistakes include flawed construction documents and a failure to respond promptly to thousands of contractor requests for information it needed to correct errors in building plans.\u003c/p>\n\u003cp>In a statement, Transbay Joint Powers Authority said it was still reviewing the suit but that it intends to \"hold Webcor-Obayashi Joint Venture responsible for their contractual commitment to deliver this project to the people of the Bay Area and the state of California.\" \u003c/p>\n\u003cp>Under its contract with the joint powers authority, Webcor-Obayashi was scheduled to achieve \"substantial completion\" of the transit center by Dec. 22, 2017. The contractor actually reached that point in late July this year. Oakland's AC Transit began bus service to the facility began Aug. 12.\u003c/p>\n\u003cp>But that service was suspended last month after \u003ca href=\"https://www.kqed.org/news/11694695/crack-in-support-beam-shuts-down-s-f-s-brand-new-2-billion-transit-terminal\" rel=\"noopener\" target=\"_blank\">the discovery of cracked steel beams\u003c/a> in a section of the massive building that extends over Fremont Street. \u003c/p>\n\u003cp>That discovery also prompted the closure of the transit center's popular 5.4-acre rooftop park. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The park itself had already suffered a post-construction problem: the \u003ca href=\"https://www.sfchronicle.com/bayarea/matier-ross/article/SF-Transit-Center-park-open-barely-a-month-13221933.php\" rel=\"noopener\" target=\"_blank\">rapid deterioration\u003c/a> of its walkway just weeks after it opened to the public. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>SACRAMENTO — In the midst of the political battle to overturn California’s gas tax increase, the California State Transportation Agency coordinated frequently with a public affairs firm working to block the repeal on behalf of unions, construction companies and local government groups, emails obtained by The Associated Press show.\u003c/p>\n\u003cp>The \u003ca href=\"https://calsta.ca.gov/\" rel=\"noopener\" target=\"_blank\">State Transportation Agency\u003c/a> and Sacramento-based Bicker, Castillo & Fairbanks organized news conferences and other efforts last year to promote SB 1, the bill to raise the tax to fund road and bridge repairs. \u003c/p>\n\u003cp>After the Legislature passed the bill and Gov. Jerry Brown signed it, the agency and firm continued planning events and coordinating social media posts as opponents gathered signatures for repeal.\u003c/p>\n\u003cp>Three ethics experts interviewed by the AP said the emails raise concerns that the agency’s relationship with the firm was too close, but none saw a clear violation of campaign laws, which prohibit the use of public resources for political campaigns.\u003c/p>\n\u003cp>The repeal qualified for the November ballot in June. The firm, BCF, continues to work for the anti-repeal coalition, which includes the League of California Cities and the California Chamber of Commerce.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Some communications between BCF and the state agency involved politics, according to more than 200 emails from 2017 and the first half of this year obtained by the AP through the California Public Records Act.\u003c/p>\n\u003cp>Last fall, the agency and firm discussed opinion pieces “targeting” Rep. Darrell Issa, a Southern California Republican, and three other vulnerable GOP members of Congress. National Democratic leaders see those seats as key to winning control of the U.S. House.\u003c/p>\n\u003cp>In January, a BCF partner, Kathy Fairbanks, communicated with the agency about designing a campaign logo for Proposition 69, a June ballot measure involving how gas tax proceeds are spent. And an undated memo shows the agency and firm also planned to coordinate efforts for several months through the primary.\u003c/p>\n\u003cp>\u003cstrong>‘Way Over the Line’\u003c/strong> \u003c/p>\n\u003cp>Loyola Law School Professor and government ethics expert Jessica Levinson said the relationship between the firm and agency appears too close, and the exchange about the congressmen crossed an ethical line.\u003c/p>\n\u003cp>“I mean way over the line,” she said.\u003c/p>\n\u003cp>BCF and agency officials say the communications were appropriate to educate the public about the law and that they ramped down coordination when the firm took an official campaign role.\u003c/p>\n\u003cp>“Clearly the agency was trying to coordinate with the campaign, and they shouldn’t have,” said Bob Stern, a government ethics expert who helped write California’s campaign laws. But he added the actual amount of time government workers spent coordinating with the firm was likely minimal.\u003c/p>\n\u003cp>Ann Ravel, who served on the Federal Election Commission and California’s Fair Political Practices Commission, said the volume of emails raises questions about whether the agency aided one side.\u003c/p>\n\u003cp>“It seems like maybe it’s a little too cozy, but I wouldn’t say that it’s clearly inappropriate,” Ravel said.\u003c/p>\n\u003cp>SB 1 raised gas taxes by 12 cents per gallon and added higher diesel fuel taxes and vehicle fees to generate $5 billion annually. Proposition 6 on next month’s ballot would repeal the increase and require voters approve gas and vehicle tax increases.\u003c/p>\n\u003cp>The ballot measure is a centerpiece of California Republicans’ efforts to boost turnout. Republican congressional leaders, including House Speaker Paul Ryan of Wisconsin, Majority Leader Kevin McCarthy of Bakersfield and Orange County Rep. Mimi Walters, are among the repeal’s biggest financial backers.\u003c/p>\n\u003cp>Leaders of the repeal campaign have asked the federal government to investigate their claims that public resources have been used against them, based on emails and other documents that show local government workers discussing the repeal effort. Those documents are different from the ones the AP obtained. Opponents also circulated a video of a Caltrans contractor passing out anti-Proposition 6 fliers to drivers.\u003c/p>\n\u003cp>Caltrans, along with the California Highway Patrol and the Department of Motor Vehicles, is one of the agencies that’s part of the State Transportation Agency.\u003c/p>\n\u003cp>\u003cstrong>‘Trying to Be Good Stewards’\u003c/strong>\u003c/p>\n\u003cp>Melissa Figueroa, the agency’s deputy secretary for communications and strategic planning, said it’s the agency’s job to inform the public about the impact of laws, and it has done so in the past, including for California’s “motor voter” registration law.\u003c/p>\n\u003cp>“We’re trying to be good stewards of taxpayer dollars,” Figueroa said.\u003c/p>\n\u003cp>The agency communicated much less frequently with the firm and stopped coordinating social media posts once the official anti-Proposition 6 campaign started, Figueroa said.\u003c/p>\n\u003cp>“Prior to that point, it was more of a collaborative effort because they were not in campaign mode,” Figueroa said.\u003c/p>\n\u003cp>BCF partner Brandon Castillo said the coalition registered as a fundraising committee in December and officially became a ballot measure campaign in March to support June’s Proposition 69.\u003c/p>\n\u003cp>BCF and other gas tax supporters routinely asked the agency for information, but they did not coordinate on creating campaign materials, Figueroa said. The agency also fulfilled numerous public records requests filed by gas tax opponents, she said.\u003c/p>\n\u003cp>However, an undated memo outlining agency and coalition plans from March through the primary election shows the firm and the agency coordinated the timing of announcements and events. It details plans for the state to tout new construction projects while the coalition campaigned for Proposition 69.\u003c/p>\n\u003cp>The agency and coalition coordinated their schedules, but the agency wasn’t involved in campaigning for Proposition 69, Figueroa said.\u003c/p>\n\u003cp>Castillo sent the email about op-eds focused on GOP candidates on Sept. 20, 2017.\u003c/p>\n\u003cp>“Hey Melissa — We’re penning opeds (sic) targeting the following congressional republicans,” he wrote. He identified Reps. Jeff Denham, Steve Knight, Walters and Issa and asked Figueroa for information about projects funded by the gas tax increase in their districts.\u003c/p>\n\u003cp>At the time, the coalition was working to persuade California’s influential Republican congressional delegates to reject the repeal.\u003c/p>\n\u003cp>Several days after Castillo’s email, Figueroa suggested she or Brian Kelly, then the agency’s leader, help find an author for the piece targeting Issa, considered the most vulnerable California incumbent before he decided against seeking re-election.\u003c/p>\n\u003cp>Castillo responded saying coalition members were working on it and asked: “Do you have anyone in mind that could influence Republicans/Issa?”\u003c/p>\n\u003cp>The documents obtained by the AP don’t include further exchanges on the issue. In interviews, Castillo and Figueroa said the agency never suggested an author. Figueroa said she offered help because the op-ed would educate people in Issa’s district.\u003c/p>\n\u003cp>The piece ultimately was written by the mayor of Encinitas, a suburb north of San Diego, and ran the following month in the San Diego Union-Tribune. It touted projects in the district funded by the gas tax increase but didn’t mention Issa.\u003c/p>\n\u003cp>Levinson found the exchange surprising because it seemed to directly reference campaign activities.\u003cbr>\n“I don’t want to say it’s a smoking gun, but that is so much more explicit than I ever would have predicted they would be,” she said.\u003c/p>\n\u003cp>Prominent gas tax repeal supporters, including gubernatorial candidate John Cox and conservative activist Carl DeMaio, criticized the agency’s activity.\u003c/p>\n\u003cp>“It’s against the law, and it also shows that you can’t trust them with money,” DeMaio said. “I think that what you’re seeing is just the tip of the iceberg.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>Associated Press writers Don Thompson and Jonathan J. Cooper contributed to this report.\u003c/em>\u003c/p>\n\n",
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"excerpt": "Ethics expert says cooperation between agency and firm retained to promote gas tax was 'way over the line.'",
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"title": "State Transportation Agency Worked Closely With Gas Tax Backers on Political Issues | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>SACRAMENTO — In the midst of the political battle to overturn California’s gas tax increase, the California State Transportation Agency coordinated frequently with a public affairs firm working to block the repeal on behalf of unions, construction companies and local government groups, emails obtained by The Associated Press show.\u003c/p>\n\u003cp>The \u003ca href=\"https://calsta.ca.gov/\" rel=\"noopener\" target=\"_blank\">State Transportation Agency\u003c/a> and Sacramento-based Bicker, Castillo & Fairbanks organized news conferences and other efforts last year to promote SB 1, the bill to raise the tax to fund road and bridge repairs. \u003c/p>\n\u003cp>After the Legislature passed the bill and Gov. Jerry Brown signed it, the agency and firm continued planning events and coordinating social media posts as opponents gathered signatures for repeal.\u003c/p>\n\u003cp>Three ethics experts interviewed by the AP said the emails raise concerns that the agency’s relationship with the firm was too close, but none saw a clear violation of campaign laws, which prohibit the use of public resources for political campaigns.\u003c/p>\n\u003cp>The repeal qualified for the November ballot in June. The firm, BCF, continues to work for the anti-repeal coalition, which includes the League of California Cities and the California Chamber of Commerce.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Some communications between BCF and the state agency involved politics, according to more than 200 emails from 2017 and the first half of this year obtained by the AP through the California Public Records Act.\u003c/p>\n\u003cp>Last fall, the agency and firm discussed opinion pieces “targeting” Rep. Darrell Issa, a Southern California Republican, and three other vulnerable GOP members of Congress. National Democratic leaders see those seats as key to winning control of the U.S. House.\u003c/p>\n\u003cp>In January, a BCF partner, Kathy Fairbanks, communicated with the agency about designing a campaign logo for Proposition 69, a June ballot measure involving how gas tax proceeds are spent. And an undated memo shows the agency and firm also planned to coordinate efforts for several months through the primary.\u003c/p>\n\u003cp>\u003cstrong>‘Way Over the Line’\u003c/strong> \u003c/p>\n\u003cp>Loyola Law School Professor and government ethics expert Jessica Levinson said the relationship between the firm and agency appears too close, and the exchange about the congressmen crossed an ethical line.\u003c/p>\n\u003cp>“I mean way over the line,” she said.\u003c/p>\n\u003cp>BCF and agency officials say the communications were appropriate to educate the public about the law and that they ramped down coordination when the firm took an official campaign role.\u003c/p>\n\u003cp>“Clearly the agency was trying to coordinate with the campaign, and they shouldn’t have,” said Bob Stern, a government ethics expert who helped write California’s campaign laws. But he added the actual amount of time government workers spent coordinating with the firm was likely minimal.\u003c/p>\n\u003cp>Ann Ravel, who served on the Federal Election Commission and California’s Fair Political Practices Commission, said the volume of emails raises questions about whether the agency aided one side.\u003c/p>\n\u003cp>“It seems like maybe it’s a little too cozy, but I wouldn’t say that it’s clearly inappropriate,” Ravel said.\u003c/p>\n\u003cp>SB 1 raised gas taxes by 12 cents per gallon and added higher diesel fuel taxes and vehicle fees to generate $5 billion annually. Proposition 6 on next month’s ballot would repeal the increase and require voters approve gas and vehicle tax increases.\u003c/p>\n\u003cp>The ballot measure is a centerpiece of California Republicans’ efforts to boost turnout. Republican congressional leaders, including House Speaker Paul Ryan of Wisconsin, Majority Leader Kevin McCarthy of Bakersfield and Orange County Rep. Mimi Walters, are among the repeal’s biggest financial backers.\u003c/p>\n\u003cp>Leaders of the repeal campaign have asked the federal government to investigate their claims that public resources have been used against them, based on emails and other documents that show local government workers discussing the repeal effort. Those documents are different from the ones the AP obtained. Opponents also circulated a video of a Caltrans contractor passing out anti-Proposition 6 fliers to drivers.\u003c/p>\n\u003cp>Caltrans, along with the California Highway Patrol and the Department of Motor Vehicles, is one of the agencies that’s part of the State Transportation Agency.\u003c/p>\n\u003cp>\u003cstrong>‘Trying to Be Good Stewards’\u003c/strong>\u003c/p>\n\u003cp>Melissa Figueroa, the agency’s deputy secretary for communications and strategic planning, said it’s the agency’s job to inform the public about the impact of laws, and it has done so in the past, including for California’s “motor voter” registration law.\u003c/p>\n\u003cp>“We’re trying to be good stewards of taxpayer dollars,” Figueroa said.\u003c/p>\n\u003cp>The agency communicated much less frequently with the firm and stopped coordinating social media posts once the official anti-Proposition 6 campaign started, Figueroa said.\u003c/p>\n\u003cp>“Prior to that point, it was more of a collaborative effort because they were not in campaign mode,” Figueroa said.\u003c/p>\n\u003cp>BCF partner Brandon Castillo said the coalition registered as a fundraising committee in December and officially became a ballot measure campaign in March to support June’s Proposition 69.\u003c/p>\n\u003cp>BCF and other gas tax supporters routinely asked the agency for information, but they did not coordinate on creating campaign materials, Figueroa said. The agency also fulfilled numerous public records requests filed by gas tax opponents, she said.\u003c/p>\n\u003cp>However, an undated memo outlining agency and coalition plans from March through the primary election shows the firm and the agency coordinated the timing of announcements and events. It details plans for the state to tout new construction projects while the coalition campaigned for Proposition 69.\u003c/p>\n\u003cp>The agency and coalition coordinated their schedules, but the agency wasn’t involved in campaigning for Proposition 69, Figueroa said.\u003c/p>\n\u003cp>Castillo sent the email about op-eds focused on GOP candidates on Sept. 20, 2017.\u003c/p>\n\u003cp>“Hey Melissa — We’re penning opeds (sic) targeting the following congressional republicans,” he wrote. He identified Reps. Jeff Denham, Steve Knight, Walters and Issa and asked Figueroa for information about projects funded by the gas tax increase in their districts.\u003c/p>\n\u003cp>At the time, the coalition was working to persuade California’s influential Republican congressional delegates to reject the repeal.\u003c/p>\n\u003cp>Several days after Castillo’s email, Figueroa suggested she or Brian Kelly, then the agency’s leader, help find an author for the piece targeting Issa, considered the most vulnerable California incumbent before he decided against seeking re-election.\u003c/p>\n\u003cp>Castillo responded saying coalition members were working on it and asked: “Do you have anyone in mind that could influence Republicans/Issa?”\u003c/p>\n\u003cp>The documents obtained by the AP don’t include further exchanges on the issue. In interviews, Castillo and Figueroa said the agency never suggested an author. Figueroa said she offered help because the op-ed would educate people in Issa’s district.\u003c/p>\n\u003cp>The piece ultimately was written by the mayor of Encinitas, a suburb north of San Diego, and ran the following month in the San Diego Union-Tribune. It touted projects in the district funded by the gas tax increase but didn’t mention Issa.\u003c/p>\n\u003cp>Levinson found the exchange surprising because it seemed to directly reference campaign activities.\u003cbr>\n“I don’t want to say it’s a smoking gun, but that is so much more explicit than I ever would have predicted they would be,” she said.\u003c/p>\n\u003cp>Prominent gas tax repeal supporters, including gubernatorial candidate John Cox and conservative activist Carl DeMaio, criticized the agency’s activity.\u003c/p>\n\u003cp>“It’s against the law, and it also shows that you can’t trust them with money,” DeMaio said. “I think that what you’re seeing is just the tip of the iceberg.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>City transportation planners say that ride-services like Uber and Lyft are\u003ca href=\"http://bit.ly/nsf2P0X8Ex\" target=\"_blank\" rel=\"noopener\"> responsible for about half of the increased traffic congestion\u003c/a> in San Francisco from 2010 to late 2016.\u003c/p>\n\u003cp>After factoring a surging economy and a population increase of 70,000 people, the San Francisco County Transportation Authority largely blamed lower speeds and more time sitting in traffic on “transportation network companies.”\u003c/p>\n\u003cp>Uber pointed out that the SFCTA study did not account for a rise in tourism while Lyft claimed that ride-services actually reduce congestion.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"disqusTitle": "What's Behind the DMV's Voter-Registration Snafus? 'Motor Voter' May Have Launched With Makeshift System",
"title": "What's Behind the DMV's Voter-Registration Snafus? 'Motor Voter' May Have Launched With Makeshift System",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>The DMV gave the public a series of piecemeal explanations as it acknowledged making more than 100,000 errors in recent months in registering Californians to vote. Software problems, it said in May. Human errors from toggling between computer windows, it said in September. Data entry mistakes that were corrected but never saved, it said this month.\u003c/p>\n\u003cp>What DMV officials didn’t acknowledge — and still haven’t — was what may be the underlying problem: The agency rolled out a massive new voter-registration effort with a piecemeal computer system.\u003c/p>\n\u003cp>Instead of the properly integrated computer program that was needed, the agency launched in April with disparate computer systems that didn’t automatically link together, according to advocates who have been working closely with the DMV on the new “motor voter” system. That meant DMV workers had to manually link information from various systems during transactions between April and September, when an integrated system was put in place, said Kathay Feng, executive director of California Common Cause.\u003c/p>\n\u003cp>All the problems reported so far happened during that period of time.\u003c/p>\n\u003cp>“What we’re finding out is that they were really patching together an old system with several new systems,” Feng said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We still don’t know if ... they had planned all along to have an interim process between April and September or if this is something they cobbled together because something wasn’t ready.”\u003c/p>\n\u003cp>The DMV declined to answer CALmatters’ questions about the computer systems, instead providing a statement saying the motor voter program “has been implemented in phases, allowing DMV to roll out additional functionality.” The latest upgrade, the statement says, was on Sept. 26.\u003c/p>\n\u003cp>The botched rollout of the motor voter system — which comes as the state prepares for mid-term elections — points to two long-standing problems in California. One is the state government’s pattern of \u003ca href=\"https://sbp.senate.ca.gov/sites/sbp.senate.ca.gov/files/California%20IT%20Failures%20Background.pdf\">failure\u003c/a> on large information technology projects; the other is its \u003ca href=\"https://www.nytimes.com/1994/12/21/us/california-governor-sues-to-void-motor-voter-law.html\">history\u003c/a> of flouting the federal voter-registration law.\u003c/p>\n\u003cp>Common Cause and other voter-rights advocacy groups \u003ca href=\"https://www.mofo.com/resources/press-releases/voting-right-groups-move-to-enforce-motor-voter-in-california.pdf\">sued\u003c/a> the state in 2015, alleging it had failed to follow federal law requiring that states register people to vote and update their voting registrations when they get or renew a driver’s license or ID card. The Legislature then passed a \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201520160AB1461\">law\u003c/a> creating automatic voter registration at the DMV, and the advocacy groups have been working with the government to implement it.\u003c/p>\n\u003cp>The idea was that rather than duplicating information by filling out a voter-registration form \u003cem>and\u003c/em> a driver’s license form, Californians who are legally eligible to vote would automatically be registered when completing the DMV’s computerized application for a driver’s license or ID card.\u003c/p>\n\u003cp>Since the program launched in April, about 1.4 million Californians have registered to vote or updated their voter registration through the motor voter process — and the DMV has acknowledged three batches of mistakes:\u003c/p>\n\u003cul>\n\u003cli>A software error affected 77,000 registrations, resulting, in some cases, in two registration forms indicating different party preferences being issued for one voter (\u003ca href=\"http://www.latimes.com/politics/la-pol-ca-motor-voter-registrations-errors-20180524-story.html\">reported\u003c/a> in May).\u003c/li>\n\u003cli>A window-toggling error affected 23,000 registrations, resulting in changes to voters’ party preference, vote-by-mail options and language choices (\u003ca href=\"https://www.sacbee.com/news/politics-government/capitol-alert/article217891745.html\">reported\u003c/a> in September).\u003c/li>\n\u003cli>A data-entry error resulted in 1,500 people being registered to vote even though they are not legally eligible because they are not U.S. citizens, are under 18 or are on parole for a felony conviction (\u003ca href=\"http://www.latimes.com/politics/la-pol-ca-dmv-more-voter-registration-errors-20181008-story.html\">reported\u003c/a> this month).\u003c/li>\n\u003c/ul>\n\u003cp>Though the problems are serious, none indicate intentional acts of fraud or hacking. Instead, they appear to be the result of human error and glitchy technology — which officials say are being fixed with software updates and employee training. The secretary of state said erroneous registrations have been canceled and DMV leaders say they’ve put new procedures in place to prevent mistakes in the future.\u003c/p>\n\u003cp>“We continue to review the efficiency and accuracy of the program and will make additional upgrades as needed,” said the statement from DMV spokeswoman Jessica Gonzalez.\u003c/p>\n\u003cp>Secretary of State Alex Padilla has said the errors amount to a small \u003ca href=\"https://calmatters.org/articles/blog/the-one-thing-the-california-dmv-does-make-it-easy-to-do/\">fraction\u003c/a> of the transactions processed by the DMV and maintains that the corrective steps he’s taking, including a third-party review of the motor voter system, “are crucial to ensuring voter confidence in our democracy.” National experts have repeatedly found that voter fraud is \u003ca href=\"https://www.politifact.com/truth-o-meter/statements/2018/jan/04/donald-trump/donald-trump-says-theres-substantial-evidence-vote/\">isolated and rare\u003c/a>.\u003c/p>\n\u003cp>Still, with the state government run entirely by Democrats, the motor voter problems have fueled Republican arguments that voting systems are \u003ca href=\"https://www.politifact.com/truth-o-meter/statements/2018/apr/06/donald-trump/no-proof-trumps-claim-millions-voted-many-times/\">plagued by fraud\u003c/a>. In a new digital \u003ca href=\"https://www.youtube.com/watch?v=gZ1w_GNowHc\">ad\u003c/a> this month, Padilla’s GOP opponent Mark Meuser highlights cases of fraudulent voting and says he wants “to end California's rigged elections.”\u003c/p>\n\u003cp>The potential for politicizing the problem is why the state government needs to come up with a big picture fix, said Mike Madrid, a Republican political consultant who is an outspoken critic of President Donald Trump.\u003c/p>\n\u003cp>“There is a way to salvage this but it requires not dismissing it as ‘no big deal,’” he said. “The president of the United States is questioning the integrity of our electoral system and we have just legitimized that fear mongering.”\u003c/p>\n\u003cp>Madrid wants to see a bipartisan commission formed to examine California’s voting system — not only the motor voter problems but also issues like the incident during the June primary when more than 118,000 names were erased from Los Angeles County voter rolls. An audit \u003ca href=\"https://www.lavote.net/docs/rrcc/news-releases/Final-Revised-Media-Release-Voter-Roster.pdf?v=1\">found\u003c/a> that case was caused by a formatting mismatch between state and local computer systems that left blank spaces where dates of birth should have been, causing the computer to misclassify those voters as underaged.\u003c/p>\n\u003cp>The state’s Department of Finance will examine the motor voter program as part of its audit of the DMV, which has been plagued by numerous problems this year including massive wait times. But critics say that review is insufficient because the Department of Finance, like the DMV itself, is part of the governor’s administration.\u003c/p>\n\u003cp>This summer, lawmakers \u003ca href=\"http://www.capradio.org/articles/2018/08/08/california-lawmakers-reject-proposal-to-audit-the-dmv-despite-complaints-about-long-waits/\">rejected\u003c/a> a Republican assemblyman’s request to have the state’s independent auditor investigate the DMV. Now the Democratic assemblywoman who wrote the law creating the new motor voter system said she is going to ask for one when the Legislature reconvenes in January.\u003c/p>\n\u003cp>“We gave them plenty of time. We increased their budget twice in order to implement this. We allowed them to delay implementation because we wanted it done right,” said Assemblywoman Lorena Gonzalez Fletcher of San Diego.\u003c/p>\n\u003cp>“When they told us they were ready, obviously they weren’t quite ready.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>CALmatters.org is a nonprofit, nonpartisan media venture explaining California policies and politics”\u003c/em>\u003c/p>\n\n",
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"excerpt": "The DMV made more than 100,000 errors in recent months in registering Californians to vote. The underlying problem may be that the agency rolled out a massive new voter-registration effort with a piecemeal computer system.",
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"description": "The DMV made more than 100,000 errors in recent months in registering Californians to vote. The underlying problem may be that the agency rolled out a massive new voter-registration effort with a piecemeal computer system.",
"title": "What's Behind the DMV's Voter-Registration Snafus? 'Motor Voter' May Have Launched With Makeshift System | KQED",
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"headline": "What's Behind the DMV's Voter-Registration Snafus? 'Motor Voter' May Have Launched With Makeshift System",
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"nprByline": "\u003cstrong>\u003ca href=\"https://calmatters.org/articles/author/laurel-rosenhall/\">Laurel Rosenhall\u003c/a>\u003c/strong>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The DMV gave the public a series of piecemeal explanations as it acknowledged making more than 100,000 errors in recent months in registering Californians to vote. Software problems, it said in May. Human errors from toggling between computer windows, it said in September. Data entry mistakes that were corrected but never saved, it said this month.\u003c/p>\n\u003cp>What DMV officials didn’t acknowledge — and still haven’t — was what may be the underlying problem: The agency rolled out a massive new voter-registration effort with a piecemeal computer system.\u003c/p>\n\u003cp>Instead of the properly integrated computer program that was needed, the agency launched in April with disparate computer systems that didn’t automatically link together, according to advocates who have been working closely with the DMV on the new “motor voter” system. That meant DMV workers had to manually link information from various systems during transactions between April and September, when an integrated system was put in place, said Kathay Feng, executive director of California Common Cause.\u003c/p>\n\u003cp>All the problems reported so far happened during that period of time.\u003c/p>\n\u003cp>“What we’re finding out is that they were really patching together an old system with several new systems,” Feng said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We still don’t know if ... they had planned all along to have an interim process between April and September or if this is something they cobbled together because something wasn’t ready.”\u003c/p>\n\u003cp>The DMV declined to answer CALmatters’ questions about the computer systems, instead providing a statement saying the motor voter program “has been implemented in phases, allowing DMV to roll out additional functionality.” The latest upgrade, the statement says, was on Sept. 26.\u003c/p>\n\u003cp>The botched rollout of the motor voter system — which comes as the state prepares for mid-term elections — points to two long-standing problems in California. One is the state government’s pattern of \u003ca href=\"https://sbp.senate.ca.gov/sites/sbp.senate.ca.gov/files/California%20IT%20Failures%20Background.pdf\">failure\u003c/a> on large information technology projects; the other is its \u003ca href=\"https://www.nytimes.com/1994/12/21/us/california-governor-sues-to-void-motor-voter-law.html\">history\u003c/a> of flouting the federal voter-registration law.\u003c/p>\n\u003cp>Common Cause and other voter-rights advocacy groups \u003ca href=\"https://www.mofo.com/resources/press-releases/voting-right-groups-move-to-enforce-motor-voter-in-california.pdf\">sued\u003c/a> the state in 2015, alleging it had failed to follow federal law requiring that states register people to vote and update their voting registrations when they get or renew a driver’s license or ID card. The Legislature then passed a \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201520160AB1461\">law\u003c/a> creating automatic voter registration at the DMV, and the advocacy groups have been working with the government to implement it.\u003c/p>\n\u003cp>The idea was that rather than duplicating information by filling out a voter-registration form \u003cem>and\u003c/em> a driver’s license form, Californians who are legally eligible to vote would automatically be registered when completing the DMV’s computerized application for a driver’s license or ID card.\u003c/p>\n\u003cp>Since the program launched in April, about 1.4 million Californians have registered to vote or updated their voter registration through the motor voter process — and the DMV has acknowledged three batches of mistakes:\u003c/p>\n\u003cul>\n\u003cli>A software error affected 77,000 registrations, resulting, in some cases, in two registration forms indicating different party preferences being issued for one voter (\u003ca href=\"http://www.latimes.com/politics/la-pol-ca-motor-voter-registrations-errors-20180524-story.html\">reported\u003c/a> in May).\u003c/li>\n\u003cli>A window-toggling error affected 23,000 registrations, resulting in changes to voters’ party preference, vote-by-mail options and language choices (\u003ca href=\"https://www.sacbee.com/news/politics-government/capitol-alert/article217891745.html\">reported\u003c/a> in September).\u003c/li>\n\u003cli>A data-entry error resulted in 1,500 people being registered to vote even though they are not legally eligible because they are not U.S. citizens, are under 18 or are on parole for a felony conviction (\u003ca href=\"http://www.latimes.com/politics/la-pol-ca-dmv-more-voter-registration-errors-20181008-story.html\">reported\u003c/a> this month).\u003c/li>\n\u003c/ul>\n\u003cp>Though the problems are serious, none indicate intentional acts of fraud or hacking. Instead, they appear to be the result of human error and glitchy technology — which officials say are being fixed with software updates and employee training. The secretary of state said erroneous registrations have been canceled and DMV leaders say they’ve put new procedures in place to prevent mistakes in the future.\u003c/p>\n\u003cp>“We continue to review the efficiency and accuracy of the program and will make additional upgrades as needed,” said the statement from DMV spokeswoman Jessica Gonzalez.\u003c/p>\n\u003cp>Secretary of State Alex Padilla has said the errors amount to a small \u003ca href=\"https://calmatters.org/articles/blog/the-one-thing-the-california-dmv-does-make-it-easy-to-do/\">fraction\u003c/a> of the transactions processed by the DMV and maintains that the corrective steps he’s taking, including a third-party review of the motor voter system, “are crucial to ensuring voter confidence in our democracy.” National experts have repeatedly found that voter fraud is \u003ca href=\"https://www.politifact.com/truth-o-meter/statements/2018/jan/04/donald-trump/donald-trump-says-theres-substantial-evidence-vote/\">isolated and rare\u003c/a>.\u003c/p>\n\u003cp>Still, with the state government run entirely by Democrats, the motor voter problems have fueled Republican arguments that voting systems are \u003ca href=\"https://www.politifact.com/truth-o-meter/statements/2018/apr/06/donald-trump/no-proof-trumps-claim-millions-voted-many-times/\">plagued by fraud\u003c/a>. In a new digital \u003ca href=\"https://www.youtube.com/watch?v=gZ1w_GNowHc\">ad\u003c/a> this month, Padilla’s GOP opponent Mark Meuser highlights cases of fraudulent voting and says he wants “to end California's rigged elections.”\u003c/p>\n\u003cp>The potential for politicizing the problem is why the state government needs to come up with a big picture fix, said Mike Madrid, a Republican political consultant who is an outspoken critic of President Donald Trump.\u003c/p>\n\u003cp>“There is a way to salvage this but it requires not dismissing it as ‘no big deal,’” he said. “The president of the United States is questioning the integrity of our electoral system and we have just legitimized that fear mongering.”\u003c/p>\n\u003cp>Madrid wants to see a bipartisan commission formed to examine California’s voting system — not only the motor voter problems but also issues like the incident during the June primary when more than 118,000 names were erased from Los Angeles County voter rolls. An audit \u003ca href=\"https://www.lavote.net/docs/rrcc/news-releases/Final-Revised-Media-Release-Voter-Roster.pdf?v=1\">found\u003c/a> that case was caused by a formatting mismatch between state and local computer systems that left blank spaces where dates of birth should have been, causing the computer to misclassify those voters as underaged.\u003c/p>\n\u003cp>The state’s Department of Finance will examine the motor voter program as part of its audit of the DMV, which has been plagued by numerous problems this year including massive wait times. But critics say that review is insufficient because the Department of Finance, like the DMV itself, is part of the governor’s administration.\u003c/p>\n\u003cp>This summer, lawmakers \u003ca href=\"http://www.capradio.org/articles/2018/08/08/california-lawmakers-reject-proposal-to-audit-the-dmv-despite-complaints-about-long-waits/\">rejected\u003c/a> a Republican assemblyman’s request to have the state’s independent auditor investigate the DMV. Now the Democratic assemblywoman who wrote the law creating the new motor voter system said she is going to ask for one when the Legislature reconvenes in January.\u003c/p>\n\u003cp>“We gave them plenty of time. We increased their budget twice in order to implement this. We allowed them to delay implementation because we wanted it done right,” said Assemblywoman Lorena Gonzalez Fletcher of San Diego.\u003c/p>\n\u003cp>“When they told us they were ready, obviously they weren’t quite ready.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cem>CALmatters.org 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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"disqusTitle": "City Analysis: Uber, Lyft Are Biggest Contributors to Slowdown in S.F. Traffic",
"title": "City Analysis: Uber, Lyft Are Biggest Contributors to Slowdown in S.F. Traffic",
"headTitle": "KQED News",
"content": "\u003cp>\u003cem>Updated 9:25 a.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>[dropcap]T[/dropcap]here are lots of reasons traffic congestion has gotten worse in San Francisco since 2010. Among them are a surging economy that has added an estimated 150,000 new jobs in the city and a population increase of 70,000.\u003c/p>\n\u003cp>But new research from San Francisco transportation planners finds that the single biggest factor in slowing down traffic and jamming city streets is the arrival of tens of thousands of ride-service vehicles carrying passengers for Uber and Lyft -- firms known in regulatory circles as transportation network companies, or TNCs.\u003c/p>\n\u003cp>A report released Tuesday by the San Francisco County Transportation Authority (SFCTA) -- \"\u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Congestion_Report_181015_Final.pdf\" target=\"_blank\" rel=\"noopener\">TNCs and Congestion\u003c/a>\" -- says a comparison of data from 2010 and late 2016 found that the ride-service firms are responsible for about half of the increased congestion on city streets during that time period.\u003c/p>\n\u003cp>The report was published alongside \u003ca href=\"http://tncsandcongestion.sfcta.org/\" target=\"_blank\" rel=\"noopener\">an interactive map\u003c/a> showing the congestion impact of ride services, population and employment growth and changes in the city's street network.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In statements issued before the official release of the report, the companies pushed back against the notion they're responsible for worsening traffic conditions. Uber said the study failed to account for a dramatic increase in tourism in recent years or traffic bottlenecks caused by more frequent freight and e-commerce deliveries in the city. \u003ca href=\"https://medium.com/sharing-the-ride-with-lyft/understanding-lyfts-impact-on-congestion-adc1d13d932e\" rel=\"noopener\" target=\"_blank\">Lyft pointed\u003c/a> to studies that suggest TNCs may actually reduce congestion.\u003c/p>\n\u003cp>\u003cstrong>Findings Add to 2017 Report\u003c/strong>\u003c/p>\n\u003cp>It's not exactly news that there are lots of Lyft and Uber vehicles on San Francisco streets. If you're in the Financial District, South of Market (SOMA) or the Mission and open the companies' apps, nearby thoroughfares appear to be crawling with ride-service cars.\u003c/p>\n\u003cp>That impression is backed up by data. The SFCTA said in \u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Today_112917.pdf\" target=\"_blank\" rel=\"noopener\">an analysis\u003c/a> of TNC traffic last year that as many as 6,000 Uber and Lyft vehicles were on the city's streets at any one time -- dwarfing the city's mostly moribund taxi fleet -- and accounted for about 170,000 vehicle trips on a typical weekday. That ride service traffic -- again based on data from late 2016 -- represented about 15 percent of all vehicle trips in the city, the SFCTA said.\u003c/p>\n\u003cp>\"When we put that report out, what it revealed was that there are a lot of TNC trips happening, oftentimes in the most congested parts of the city and often at the most congested times of day,\" said Joe Castiglione, the SFCTA's deputy director for technology, data and analysis.\u003c/p>\n\u003cp>\"However, we couldn't really say how much TNCs were contributing to congestion or how they might have changed congestion since they came on the scene around seven or eight years ago, because lots of other things have changed in the interim,\" he said.\u003c/p>\n\u003cp>Among those changes: the city's spike in employment and the increase in its population.\u003c/p>\n\u003cp>\"Certainly all of these new people -- new residents and jobs -- are also contributing to congestion,\" Castiglione said. \"What this new report does is answer the question, 'How do TNCs affect roadway congestion in San Francisco relative to all of these other factors?' \"\u003c/p>\n\u003cp>The SFCTA report acknowledges a host of unknowns in answering that question, noting a lack of data on how delivery services, freight traffic and construction activity on city streets might be affecting congestion.\u003c/p>\n\u003cp>The study also concedes that it's not a given that ride services increase congestion. For instance, Uber and Lyft could encourage transit ridership by serving as a bridge to and from train stations and bus stops.\u003c/p>\n\u003cp>\u003cstrong>S.F. Streets: More Delays, Lower Speeds\u003c/strong>\u003c/p>\n\u003cp>But after sifting through data from several sources, the transportation researchers concluded that the ride services are, indeed, a major factor in traffic congestion.\u003c/p>\n\u003cp>Using information on late 2016 Uber and Lyft activity in San Francisco, obtained by researchers at Northeastern University and data about citywide traffic conditions from transportation intelligence firm INRIX, the SFCTA analyzed three measures of congestion: the extent of travel delays, the total number of miles vehicles travel in the city every day and average traffic speeds.\u003c/p>\n\u003cp>The SFCTA says that total daily traffic delays in San Francisco increased from about 65,000 hours in 2010 to 105,000 hours by the end of 2016. By analyzing several different scenarios, including a hypothetical situation in which there was no TNC traffic in 2016, the agency estimates that 51 percent of the additional 40,000 hours of daily delay was due to the ride services.\u003c/p>\n\u003cp>Similarly, the study found that the TNCs contributed heavily to increases in the number of vehicle miles traveled each weekday and decreases in average speeds on city thoroughfares.\u003c/p>\n\u003cp>The SFCTA report says weekday vehicle miles traveled increased from 4.9 million to 5.6 million between 2010 and the end of 2016, with TNCs accounting for 47 percent of the 700,000-mile increase. The city researchers estimate that average speeds on city streets fell from 24 mph to 20.9 mph during the study period, with ride-service traffic responsible for 55 percent of the 3.1 mph drop.\u003c/p>\n\u003cp>\u003cstrong>Hardest-Hit Neighborhoods\u003c/strong>\u003c/p>\n\u003cp>The report also highlights the neighborhoods and times of day where the ride-service firms have had the biggest impact on travel conditions.\u003c/p>\n\u003cp>Among those findings:\u003c/p>\n\u003cul>\n\u003cli>Ride-hailing companies are major contributors to the horrendous traffic conditions in the city's Financial District and SOMA, areas which have seen major increases in travel delays and the number of vehicle miles traveled.\u003c/li>\n\u003cli>The Mission District saw the biggest drop in average traffic speeds -- almost 5 mph over the six-year study period. Smaller but significant drops were also seen in the Financial District, SOMA and the Civic Center/Hayes Valley/Panhandle corridor. The study says ride services were the biggest factor in the speed decreases in those areas.\u003c/li>\n\u003cli>One SOMA block offers a dramatic example of both worsening congestion and the role ride-service firms play. The SFCTA says daily hours of delay more than doubled on Bryant Street between 5th and 6th streets-- a key approach to the eastbound Bay Bridge. The agency says 80 percent of that additional congestion is due to ride-service vehicles.\u003c/li>\n\u003cli>Traffic delays have increased and speeds have slowed at all times of day. The report says the TNCs have had the most dramatic relative impact on evening and overnight traffic, when average traffic speeds citywide have dropped from about 26 mph to about 22 mph. \u003c/li>\n\u003cli>The data confirm that Valencia Street, often the scene of evening TNC scrums, has been severely affected by the advent of Lyft and Uber. Evening congestion has skyrocketed on the popular Mission District strip, virtually all due to ride-service traffic. Lyft has tried to address that issue by \u003ca href=\"https://missionlocal.org/2018/08/lyft-rides-permenantly-diverted-from-busy-parts-of-sfs-valencia-street/\" rel=\"noopener\" target=\"_blank\">ending passenger pickups\u003c/a> on Valencia between 16th and 19th streets, directing customers to catch their rides on side streets.\u003c/li>\n\u003c/ul>\n\u003cp>Castiglione and other SFCTA researchers who worked on the study are scheduled to present their findings to the Board of Supervisors -- meeting as the county Transportation Authority Board-- on Tuesday.\u003c/p>\n\u003cp>Uber and Lyft criticized the agency report, saying the findings don't fully account for other sources of traffic congestion and fail to credit ways in which ride services may ease travel overall.\u003c/p>\n\u003cp>\"While we appreciate efforts to better understand the causes of congestion, this study fails to consider critical factors like the spike in tourism or the growth of freight deliveries, both of which have exploded since the study’s baseline date of 2010,\" Uber said in a statement.\u003c/p>\n\u003cp>Lyft representative Lauren Alexander said via email that the SFCTA report \"is flawed and an incomplete picture of the transit challenges San Francisco faces. Congestion is a complex issue, and Lyft is committed to being a part of the solution. Lyft stands ready to partner with SFCTA to advocate for solutions like congestion pricing and building more housing near transit to address the core causes of congestion.\"\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Both Lyft and Uber are cooperating with \u003ca href=\"https://www.sfchronicle.com/bayarea/article/In-compromise-with-SF-Supervisor-Peskin-Uber-and-13121292.php\">a city effort\u003c/a> to impose a new tax on ride-service trips, the proceeds of which would go to fund transportation improvements.\u003c/p>\n\n",
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"excerpt": "Congestion has gotten a lot worse since 2010 -- and thousands of ride-service vehicles are at the root of the misery.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 9:25 a.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">T\u003c/span>\u003c/p>\u003cp>here are lots of reasons traffic congestion has gotten worse in San Francisco since 2010. Among them are a surging economy that has added an estimated 150,000 new jobs in the city and a population increase of 70,000.\u003c/p>\n\u003cp>But new research from San Francisco transportation planners finds that the single biggest factor in slowing down traffic and jamming city streets is the arrival of tens of thousands of ride-service vehicles carrying passengers for Uber and Lyft -- firms known in regulatory circles as transportation network companies, or TNCs.\u003c/p>\n\u003cp>A report released Tuesday by the San Francisco County Transportation Authority (SFCTA) -- \"\u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Congestion_Report_181015_Final.pdf\" target=\"_blank\" rel=\"noopener\">TNCs and Congestion\u003c/a>\" -- says a comparison of data from 2010 and late 2016 found that the ride-service firms are responsible for about half of the increased congestion on city streets during that time period.\u003c/p>\n\u003cp>The report was published alongside \u003ca href=\"http://tncsandcongestion.sfcta.org/\" target=\"_blank\" rel=\"noopener\">an interactive map\u003c/a> showing the congestion impact of ride services, population and employment growth and changes in the city's street network.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In statements issued before the official release of the report, the companies pushed back against the notion they're responsible for worsening traffic conditions. Uber said the study failed to account for a dramatic increase in tourism in recent years or traffic bottlenecks caused by more frequent freight and e-commerce deliveries in the city. \u003ca href=\"https://medium.com/sharing-the-ride-with-lyft/understanding-lyfts-impact-on-congestion-adc1d13d932e\" rel=\"noopener\" target=\"_blank\">Lyft pointed\u003c/a> to studies that suggest TNCs may actually reduce congestion.\u003c/p>\n\u003cp>\u003cstrong>Findings Add to 2017 Report\u003c/strong>\u003c/p>\n\u003cp>It's not exactly news that there are lots of Lyft and Uber vehicles on San Francisco streets. If you're in the Financial District, South of Market (SOMA) or the Mission and open the companies' apps, nearby thoroughfares appear to be crawling with ride-service cars.\u003c/p>\n\u003cp>That impression is backed up by data. The SFCTA said in \u003ca href=\"https://www.sfcta.org/sites/default/files/content/Planning/TNCs/TNCs_Today_112917.pdf\" target=\"_blank\" rel=\"noopener\">an analysis\u003c/a> of TNC traffic last year that as many as 6,000 Uber and Lyft vehicles were on the city's streets at any one time -- dwarfing the city's mostly moribund taxi fleet -- and accounted for about 170,000 vehicle trips on a typical weekday. That ride service traffic -- again based on data from late 2016 -- represented about 15 percent of all vehicle trips in the city, the SFCTA said.\u003c/p>\n\u003cp>\"When we put that report out, what it revealed was that there are a lot of TNC trips happening, oftentimes in the most congested parts of the city and often at the most congested times of day,\" said Joe Castiglione, the SFCTA's deputy director for technology, data and analysis.\u003c/p>\n\u003cp>\"However, we couldn't really say how much TNCs were contributing to congestion or how they might have changed congestion since they came on the scene around seven or eight years ago, because lots of other things have changed in the interim,\" he said.\u003c/p>\n\u003cp>Among those changes: the city's spike in employment and the increase in its population.\u003c/p>\n\u003cp>\"Certainly all of these new people -- new residents and jobs -- are also contributing to congestion,\" Castiglione said. \"What this new report does is answer the question, 'How do TNCs affect roadway congestion in San Francisco relative to all of these other factors?' \"\u003c/p>\n\u003cp>The SFCTA report acknowledges a host of unknowns in answering that question, noting a lack of data on how delivery services, freight traffic and construction activity on city streets might be affecting congestion.\u003c/p>\n\u003cp>The study also concedes that it's not a given that ride services increase congestion. For instance, Uber and Lyft could encourage transit ridership by serving as a bridge to and from train stations and bus stops.\u003c/p>\n\u003cp>\u003cstrong>S.F. Streets: More Delays, Lower Speeds\u003c/strong>\u003c/p>\n\u003cp>But after sifting through data from several sources, the transportation researchers concluded that the ride services are, indeed, a major factor in traffic congestion.\u003c/p>\n\u003cp>Using information on late 2016 Uber and Lyft activity in San Francisco, obtained by researchers at Northeastern University and data about citywide traffic conditions from transportation intelligence firm INRIX, the SFCTA analyzed three measures of congestion: the extent of travel delays, the total number of miles vehicles travel in the city every day and average traffic speeds.\u003c/p>\n\u003cp>The SFCTA says that total daily traffic delays in San Francisco increased from about 65,000 hours in 2010 to 105,000 hours by the end of 2016. By analyzing several different scenarios, including a hypothetical situation in which there was no TNC traffic in 2016, the agency estimates that 51 percent of the additional 40,000 hours of daily delay was due to the ride services.\u003c/p>\n\u003cp>Similarly, the study found that the TNCs contributed heavily to increases in the number of vehicle miles traveled each weekday and decreases in average speeds on city thoroughfares.\u003c/p>\n\u003cp>The SFCTA report says weekday vehicle miles traveled increased from 4.9 million to 5.6 million between 2010 and the end of 2016, with TNCs accounting for 47 percent of the 700,000-mile increase. The city researchers estimate that average speeds on city streets fell from 24 mph to 20.9 mph during the study period, with ride-service traffic responsible for 55 percent of the 3.1 mph drop.\u003c/p>\n\u003cp>\u003cstrong>Hardest-Hit Neighborhoods\u003c/strong>\u003c/p>\n\u003cp>The report also highlights the neighborhoods and times of day where the ride-service firms have had the biggest impact on travel conditions.\u003c/p>\n\u003cp>Among those findings:\u003c/p>\n\u003cul>\n\u003cli>Ride-hailing companies are major contributors to the horrendous traffic conditions in the city's Financial District and SOMA, areas which have seen major increases in travel delays and the number of vehicle miles traveled.\u003c/li>\n\u003cli>The Mission District saw the biggest drop in average traffic speeds -- almost 5 mph over the six-year study period. Smaller but significant drops were also seen in the Financial District, SOMA and the Civic Center/Hayes Valley/Panhandle corridor. The study says ride services were the biggest factor in the speed decreases in those areas.\u003c/li>\n\u003cli>One SOMA block offers a dramatic example of both worsening congestion and the role ride-service firms play. The SFCTA says daily hours of delay more than doubled on Bryant Street between 5th and 6th streets-- a key approach to the eastbound Bay Bridge. The agency says 80 percent of that additional congestion is due to ride-service vehicles.\u003c/li>\n\u003cli>Traffic delays have increased and speeds have slowed at all times of day. The report says the TNCs have had the most dramatic relative impact on evening and overnight traffic, when average traffic speeds citywide have dropped from about 26 mph to about 22 mph. \u003c/li>\n\u003cli>The data confirm that Valencia Street, often the scene of evening TNC scrums, has been severely affected by the advent of Lyft and Uber. Evening congestion has skyrocketed on the popular Mission District strip, virtually all due to ride-service traffic. Lyft has tried to address that issue by \u003ca href=\"https://missionlocal.org/2018/08/lyft-rides-permenantly-diverted-from-busy-parts-of-sfs-valencia-street/\" rel=\"noopener\" target=\"_blank\">ending passenger pickups\u003c/a> on Valencia between 16th and 19th streets, directing customers to catch their rides on side streets.\u003c/li>\n\u003c/ul>\n\u003cp>Castiglione and other SFCTA researchers who worked on the study are scheduled to present their findings to the Board of Supervisors -- meeting as the county Transportation Authority Board-- on Tuesday.\u003c/p>\n\u003cp>Uber and Lyft criticized the agency report, saying the findings don't fully account for other sources of traffic congestion and fail to credit ways in which ride services may ease travel overall.\u003c/p>\n\u003cp>\"While we appreciate efforts to better understand the causes of congestion, this study fails to consider critical factors like the spike in tourism or the growth of freight deliveries, both of which have exploded since the study’s baseline date of 2010,\" Uber said in a statement.\u003c/p>\n\u003cp>Lyft representative Lauren Alexander said via email that the SFCTA report \"is flawed and an incomplete picture of the transit challenges San Francisco faces. Congestion is a complex issue, and Lyft is committed to being a part of the solution. Lyft stands ready to partner with SFCTA to advocate for solutions like congestion pricing and building more housing near transit to address the core causes of congestion.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Both Lyft and Uber are cooperating with \u003ca href=\"https://www.sfchronicle.com/bayarea/article/In-compromise-with-SF-Supervisor-Peskin-Uber-and-13121292.php\">a city effort\u003c/a> to impose a new tax on ride-service trips, the proceeds of which would go to fund transportation improvements.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The California Public Utilities Commission announced Thursday that it’s slapping BART with a $1.3 million fine and placing the transit agency on probation for three years for safety violations that led to the deaths of two workers in 2013.\u003c/p>\n\u003cp>“These fatalities were totally preventable,” said Commissioner Liane M. Randolph, the author of the decision. “Our investigation found numerous and egregious safety violations by BART.\"\u003c/p>\n\u003cp>The fine is the largest ever imposed by the CPUC on a public agency for safety violations. The fine will be reduced by half if BART adheres to all safety rules during its probation.\u003c/p>\n\u003cp>Christopher Sheppard, a 58-year-old BART manager from Hayward, and Laurence Daniels, a 66-year-old contractor from Fair Oaks, were inspecting the tracks between the Walnut Creek and Pleasant Hill stations on Oct. 19, 2013 when they were \u003ca href=\"https://www.kqed.org/news/115636/feds-take-over-probe-of-fatal-bart-train-accident\" target=\"_blank\" rel=\"noopener\">hit by a train operated by a trainee\u003c/a>. The incident occurred during a four-day BART worker strike.\u003c/p>\n\u003cp>The CPUC’s investigation found that the trainee’s supervisor had violated multiple safety requirements, including using a cell phone on the job and failing to sound the train’s horn as it approached the workers. It also faulted BART for submitting its incident report nearly nine months late.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"We cannot undo the harm to Mr. Sheppard and Mr. Daniels or their families,\" Randolph said. \"What we can do is to make sure that BART makes safety its number one priority now and in the future. By ordering a fine and a probationary period, we intend to do just that.”\u003c/p>\n\u003cp>In a statement, BART said it's \"currently evaluating\" the decision and noted that it actively worked with the CPUC and other agencies to \"identify and address all potential causes of the accident.\"\u003c/p>\n\u003cp>BART said it responded swiftly to the accident by working with an independent association to create and implement new track work procedures and retraining all employees and contractors who might access the tracks.\u003c/p>\n\u003cp>BART also said it's improved its worker communications system and installed $2 million worth of safety barrier fencing.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"Nothing is more important to BART than safety,\" the statement said. \"A safer system for our employees will provide for a safer system for our riders and a better BART.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The California Public Utilities Commission announced Thursday that it’s slapping BART with a $1.3 million fine and placing the transit agency on probation for three years for safety violations that led to the deaths of two workers in 2013.\u003c/p>\n\u003cp>“These fatalities were totally preventable,” said Commissioner Liane M. Randolph, the author of the decision. “Our investigation found numerous and egregious safety violations by BART.\"\u003c/p>\n\u003cp>The fine is the largest ever imposed by the CPUC on a public agency for safety violations. The fine will be reduced by half if BART adheres to all safety rules during its probation.\u003c/p>\n\u003cp>Christopher Sheppard, a 58-year-old BART manager from Hayward, and Laurence Daniels, a 66-year-old contractor from Fair Oaks, were inspecting the tracks between the Walnut Creek and Pleasant Hill stations on Oct. 19, 2013 when they were \u003ca href=\"https://www.kqed.org/news/115636/feds-take-over-probe-of-fatal-bart-train-accident\" target=\"_blank\" rel=\"noopener\">hit by a train operated by a trainee\u003c/a>. The incident occurred during a four-day BART worker strike.\u003c/p>\n\u003cp>The CPUC’s investigation found that the trainee’s supervisor had violated multiple safety requirements, including using a cell phone on the job and failing to sound the train’s horn as it approached the workers. It also faulted BART for submitting its incident report nearly nine months late.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"We cannot undo the harm to Mr. Sheppard and Mr. Daniels or their families,\" Randolph said. \"What we can do is to make sure that BART makes safety its number one priority now and in the future. By ordering a fine and a probationary period, we intend to do just that.”\u003c/p>\n\u003cp>In a statement, BART said it's \"currently evaluating\" the decision and noted that it actively worked with the CPUC and other agencies to \"identify and address all potential causes of the accident.\"\u003c/p>\n\u003cp>BART said it responded swiftly to the accident by working with an independent association to create and implement new track work procedures and retraining all employees and contractors who might access the tracks.\u003c/p>\n\u003cp>BART also said it's improved its worker communications system and installed $2 million worth of safety barrier fencing.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"Nothing is more important to BART than safety,\" the statement said. \"A safer system for our employees will provide for a safer system for our riders and a better BART.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Republican gubernatorial candidate John Cox reiterated his support for Proposition 6 -- the November ballot measure that would repeal a recent increase to California's gas tax and vehicle license fee -- and said repairs and improvements to California's transportation infrastructure could be funded through improving efficiencies at Caltrans.\u003c/p>\n\u003cp>The comments came \u003ca href=\"https://www.kqed.org/news/11697413/gavin-newsom-john-cox-spar-on-housing-criminal-justice-in-wide-ranging-debate\" target=\"_blank\" rel=\"noopener\">during a debate Monday\u003c/a> with opponent Gavin Newsom at KQED.\u003c/p>\n\u003cp>\"We need to get the money out of politics, and I'm going to be talking about that day one on Nov. 7, after I'm elected,\" Cox said. \"But we also need to make sure that Caltrans uses its money efficiently, and the politicians like Gavin went ahead and approved an increase in the gas tax. They didn't want to do the tough job. The tough job would have been making Caltrans live within its means.\"\u003c/p>\n\u003cp>Newsom actually had nothing to do with the passage and enactment of Senate Bill 1, the Road Repair and Accountability Act of 2017, though he supports the measure.\u003c/p>\n\u003cp>\u003cem>Listen to to John Cox and Gavin Newsom discuss Proposition 6 in a debate moderated by KQED senior politics editor Scott Shafer.\u003c/em>\u003c/p>\n\u003cp>[audio src=\"https://www.kqed.org/.stream/anon/radio/RDnews/2018/10/Prop6.mp3\" Image=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/09/CoxNewsom-1180x579.jpg\" Title=\"John Cox, Gavin Newsom on Proposition 6\" program=\"KQED's Forum\"]\u003c/p>\n\u003cp>The bill placed a tax of 12 cents on each gallon of gas and 20 cents on each gallon of diesel sold in California -- and it increased car registration fees from between $25 and $175, depending on the value of the car.\u003c/p>\n\u003cp>Total taxes from SB 1 would bring in about $5 billion per year over the next decade. The money is split between the state government and local governments to fix transportation infrastructure projects around California.\u003c/p>\n\u003cp>Newsom said Cox's plan would worsen traffic conditions in California, a state that already has some of the worst congestion in the U.S., and called Cox's notions about implementing efficiencies in Caltrans \"illusory.\"\u003c/p>\n\u003cp>\"The fact is the Legislature and the governor finally began to address this issue in a substantive way,\" Newsom said. \"He's talking about taking away over $5 billion every single year for road improvements, public safety improvements, addressing the issue of traffic and congestion, which, in and of itself, is a hidden tax. And to reconcile the fact that 27 other states since 2013 have increased their sales tax, or rather gas taxes, in an effort to improve their roads, he chooses not to do that. He talks about the illusory notion of efficiencies.\"\u003c/p>\n\u003cp>Cox said other untapped sources of money could be identified to fund transportation infrastructure.\u003c/p>\n\u003cp>\"This state is running a surplus right now, and it generates tens of billions of dollars from motor vehicle-related sources -- sales taxes on cars and other things like that aren't being used. We have a surplus,\" Cox said. \"Why are we digging into the pockets of people who were already paying the highest housing prices, the highest water prices, the highest electricity prices in the country?\"\u003c/p>\n\u003cp>Newsom, who has served as lieutenant governor under Gov. Jerry Brown, said he was proud of the Brown administration's record, having adopted a $27 billion budget deficit in 2010, turning it into a $8.5 billion budget surplus today. He said California under Brown now has the lowest rate of unemployment in recorded history and an average of 3.7 percent GDP growth over the last four years.\u003c/p>\n\u003cp>\"The difference between myself and my opponent, John Cox, is we actually have strategies and plans to address those issues, and with respect to the illusory notion of 'efficiencies' at Caltrans, I can assure you that's not going to build any road or bridge,\" Newsom said.\u003c/p>\n\u003cp>When asked about possible future downturns in California's economy and what would happen if $50 billion were stripped from the state budget to fix roads, Cox said he'd look more broadly at the state's budget.\u003c/p>\n\u003cp>\"We've got to get a look at every expense that we incur,\" Cox said. \"We've got to audit every agency and we've got to root out the waste in this budget. And believe me there's a lot of it. This budget has increased tremendously, and there's a tremendous amount of waste and mismanagement that's going on in this budget.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Republican gubernatorial candidate John Cox reiterated his support for Proposition 6 -- the November ballot measure that would repeal a recent increase to California's gas tax and vehicle license fee -- and said repairs and improvements to California's transportation infrastructure could be funded through improving efficiencies at Caltrans.\u003c/p>\n\u003cp>The comments came \u003ca href=\"https://www.kqed.org/news/11697413/gavin-newsom-john-cox-spar-on-housing-criminal-justice-in-wide-ranging-debate\" target=\"_blank\" rel=\"noopener\">during a debate Monday\u003c/a> with opponent Gavin Newsom at KQED.\u003c/p>\n\u003cp>\"We need to get the money out of politics, and I'm going to be talking about that day one on Nov. 7, after I'm elected,\" Cox said. \"But we also need to make sure that Caltrans uses its money efficiently, and the politicians like Gavin went ahead and approved an increase in the gas tax. They didn't want to do the tough job. The tough job would have been making Caltrans live within its means.\"\u003c/p>\n\u003cp>Newsom actually had nothing to do with the passage and enactment of Senate Bill 1, the Road Repair and Accountability Act of 2017, though he supports the measure.\u003c/p>\n\u003cp>\u003cem>Listen to to John Cox and Gavin Newsom discuss Proposition 6 in a debate moderated by KQED senior politics editor Scott Shafer.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The bill placed a tax of 12 cents on each gallon of gas and 20 cents on each gallon of diesel sold in California -- and it increased car registration fees from between $25 and $175, depending on the value of the car.\u003c/p>\n\u003cp>Total taxes from SB 1 would bring in about $5 billion per year over the next decade. The money is split between the state government and local governments to fix transportation infrastructure projects around California.\u003c/p>\n\u003cp>Newsom said Cox's plan would worsen traffic conditions in California, a state that already has some of the worst congestion in the U.S., and called Cox's notions about implementing efficiencies in Caltrans \"illusory.\"\u003c/p>\n\u003cp>\"The fact is the Legislature and the governor finally began to address this issue in a substantive way,\" Newsom said. \"He's talking about taking away over $5 billion every single year for road improvements, public safety improvements, addressing the issue of traffic and congestion, which, in and of itself, is a hidden tax. And to reconcile the fact that 27 other states since 2013 have increased their sales tax, or rather gas taxes, in an effort to improve their roads, he chooses not to do that. He talks about the illusory notion of efficiencies.\"\u003c/p>\n\u003cp>Cox said other untapped sources of money could be identified to fund transportation infrastructure.\u003c/p>\n\u003cp>\"This state is running a surplus right now, and it generates tens of billions of dollars from motor vehicle-related sources -- sales taxes on cars and other things like that aren't being used. We have a surplus,\" Cox said. \"Why are we digging into the pockets of people who were already paying the highest housing prices, the highest water prices, the highest electricity prices in the country?\"\u003c/p>\n\u003cp>Newsom, who has served as lieutenant governor under Gov. Jerry Brown, said he was proud of the Brown administration's record, having adopted a $27 billion budget deficit in 2010, turning it into a $8.5 billion budget surplus today. He said California under Brown now has the lowest rate of unemployment in recorded history and an average of 3.7 percent GDP growth over the last four years.\u003c/p>\n\u003cp>\"The difference between myself and my opponent, John Cox, is we actually have strategies and plans to address those issues, and with respect to the illusory notion of 'efficiencies' at Caltrans, I can assure you that's not going to build any road or bridge,\" Newsom said.\u003c/p>\n\u003cp>When asked about possible future downturns in California's economy and what would happen if $50 billion were stripped from the state budget to fix roads, Cox said he'd look more broadly at the state's budget.\u003c/p>\n\u003cp>\"We've got to get a look at every expense that we incur,\" Cox said. \"We've got to audit every agency and we've got to root out the waste in this budget. And believe me there's a lot of it. This budget has increased tremendously, and there's a tremendous amount of waste and mismanagement that's going on in this budget.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cem>This whole week, Bay Curious is exploring the 11 statewide propositions on the California ballot for a mini-series we’re calling “Bay Curious Prop Week.” Each day, we’re dropping episodes looking at what the propositions are and how they came to be on the ballot in the first place.\u003c/em>\u003c/p>\n\u003cp>You can replay our Q&A on\u003c/p>\n\u003cp>We’ll also be hosting a series of Facebook Live Q&As.\u003cbr>\nProposition 6, Gas Tax Repeal – \u003ca href=\"https://www.facebook.com/events/331161234107297/\"> Watch a replay here\u003c/a>\u003cbr>\n\u003ca href=\"https://www.facebook.com/events/146244569661530/\">Prop 5, Property Tax Transfer – 12 p.m., Oct. 17\u003c/a>\u003cbr>\n\u003ca href=\"https://www.facebook.com/events/1889420071352971/\">Prop 10, Rent Control – 12 p.m., Oct. 24\u003c/a>\u003c/p>\n\u003cp>Below is a transcript of our episode on Proposition 6. If passed, it would repeal SB 1, the gas tax and vehicle fee increase passed by state lawmakers last year.\u003c/p>\n\u003chr>\n\u003caside class=\"alignleft\">\n\u003cdiv style=\"text-align: left\">\u003ca href=\"https://ww2.kqed.org/news/series/baycurious\" target=\"_blank\" rel=\"noopener\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/11/Bay-Curious-Logo_Final-01.png\" alt=\"\">\u003c/a>\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area. Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener\">Apple Podcasts\u003c/a>, \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\">NPR One\u003c/a> or your favorite podcast platform.\u003c/div>\n\u003c/aside>\n\u003cp>OLIVIA ALLEN-PRICE: I’m Olivia Allen-Price. This is Bay Curious. Election season is here, and if you’re anything like me, you wait until a day or two before Election Day to cram on the facts and decide how you’ll vote, especially on those confusing California ballot initiatives.\u003c/p>\n\u003cp>Each year I vow to do better, to start earlier, to not wait until the last minute. This is that year. Over the next five days we’ll be exploring the 11 statewide propositions that Californians are voting on — not just what the prop is about but also how it came to be on the ballot in the first place.\u003c/p>\n\u003cp>We’ll drop a new episode each day. Some will cover multiple props. Some just one. And by Friday afternoon you and I will be hella informed. We’re calling it Bay Curious Prop Week.\u003cbr>\n[ad fullwidth]\u003cbr>\n\u003cem>Theme music\u003c/em>\u003c/p>\n\u003cp>ALLEN-PRICE: First up is Proposition 6, the effort to repeal the state’s new gas tax and vehicle fees. It has become one of the top issues for Republicans in California this year. But before we dive into it, let’s first understand how the tax and fees were passed in the first place.\u003c/p>\n\u003cp>STATE LEGISLATURE: Colleagues, we are back in session… if everyone would take their seats.\u003c/p>\n\u003cp>ALLEN-PRICE: It’s Apr. 6, 2016. The state Senate had already been in session for nearly three hours by the time they arrived at Senate Bill 1.\u003c/p>\n\u003cp>STATE LEGISLATURE: SB 1 is a long-term solution to our transportation infrastructure problem in California.\u003c/p>\n\u003cp>KATIE ORR: I remember that night. It was super late.\u003c/p>\n\u003cp>ALLEN-PRICE: KQED politics and government reporter Katie Orr was there.\u003c/p>\n\u003cp>ORR: And they got the bare minimum number of votes they needed in each chamber to get it through.\u003c/p>\n\u003cp>STATE LEGISLATURE: Ayes 27, nos 11. The measure passes.\u003c/p>\n\u003cp>ALLEN-PRICE: And can you briefly just go through what was SB 1? What were they voting on?\u003c/p>\n\u003cp>ORR: SB 1 was a gas tax and vehicle fee increase. Gas, normal gas that we all use in our cars, went up by 12 cents a gallon. Diesel fuel went up by 20 cents a gallon. And then car registration fees went up between $25 and $175, depending on the value of the car. So all that money together is expected to bring in $5 billion a year over the next decade. And that money gets split between the state government and local governments to fix freeways, bridges, local roads… various infrastructure projects around the state.\u003c/p>\n\u003cp>ALLEN-PRICE: Gov. Jerry Brown was a big advocate of SB 1 and right after it passed the Legislature, he held an impromptu press conference outside his office.\u003c/p>\n\u003cp>GOV. JERRY BROWN: I really want to say, I appreciate being a Democrat and what the Democrats did tonight.\u003c/p>\n\u003cp>ORR: And all the Democrats were crowding around him. You know, everyone wants their picture with the governor.\u003c/p>\n\u003cp>BROWN: The Democratic Party is the party of doing things, and tonight we did something to fix the roads of California.\u003c/p>\n\u003cp>ORR: But it wasn’t too much longer after that when we started hearing talk about recall efforts and efforts to repeal this tax.\u003c/p>\n\u003cp>NEWS AUDIO: New at 6 o’clock. A new gas tax is set to go into effect in just a couple of months, but it may not be in place for long if one San Diegan has his way.\u003c/p>\n\u003cp>ALLEN-PRICE: So take me from that room where Jerry Brown is celebrating his big win, the pass of SB 1. You know, what is happening, what are the Republicans doing, sort of, from that moment through today?\u003c/p>\n\u003cp>ORR: So we see an organizing effort by various Republicans to try and overturn this new tax. You saw Carl DeMaio.\u003c/p>\n\u003cp>CARL DEMAIO: C-A-R-L D-E-capital M-A-I-O. Chairman, Reform California, Yes on 6.\u003c/p>\n\u003cp>ORR: He was a former city councilman in San Diego. He launched an effort. They got enough signatures, they put it on the ballot.\u003c/p>\n\u003cp>DEMAIO: The bottom line is we’ve got the second-highest gas tax in the country prior to this increase and yet we have some of the worst roads. Why is that? Well it’s not for lack of money. It’s really for lack of accountability.\u003c/p>\n\u003cp>ORR: You can make the argument to voters that, ‘hey, you already pay the state a lot of money. They have your money. They don’t need any more to fix the roads. What they need to do is manage the money they have better.’\u003cbr>\n[2018-prop prop=6]\u003cbr>\nALLEN-PRICE: So we get Proposition 6 on the ballot. What are we voting on? What is in Proposition 6?\u003c/p>\n\u003cp>ORR: So Proposition 6 would repeal the increased gas tax that went into effect in November. So that 12 extra cents on your gallon of gas, that 20 extra cents on your gallon of diesel and those increased fees at the DMV, that would all be repealed.\u003c/p>\n\u003cp>ALLEN-PRICE: But that’s not all Prop. 6 would do. KQED transportation editor Dan Brekke explains what else we’re voting on with this prop.\u003c/p>\n\u003cp>DAN BREKKE: The second big part of this is that it would amend the state constitution so that any future gasoline tax increases or increases in the vehicle fees would be subject to approval of the voters.\u003c/p>\n\u003cp>ALLEN-PRICE: What would that mean for the future if this did pass and you did have that constitutional change?\u003c/p>\n\u003cp>BREKKE: Well, it becomes politically sort of impossible to get a gas tax increase. I mean, we’ve had all sorts of what they call ballot box budgeting, and this would just be maybe the most radical example.\u003c/p>\n\u003cp>ORR: So it really takes a lot of power away from the Legislature and puts it back with the voters, which some people would see as a great thing. Legislators tend to think that it would leave them a little bit hamstrung.\u003c/p>\n\u003cp>ALLEN-PRICE: So why has this become sort of the marquee issue for Republicans in 2018?\u003c/p>\n\u003cp>ORR: There was fear, especially in the primary, that they would not have a candidate in the governor’s race. So there was concern that it would be Gavin Newsom and Antonio Villaraigosa, both Democrats, in November. If that happens, Republicans don’t have a lot of reason to come out to the polls. So they were thinking, ‘well, shoot, we need something on the ballot because this is a huge year for the congressional races as well.’ There are about seven seats in California that Democrats think they have a really good shot at flipping from Republican to Democrat, and if Republican voters aren’t at the polls because they don’t have a candidate, then that makes those odds a lot better for Democrats. So fortunately for the Republicans, they did get a candidate into the November election, John Cox. He’s a businessman from San Diego, but he doesn’t seem to be getting as much traction as Gavin Newsom, and the gas tax is what they’re counting on to get their core voters out to the polls.\u003c/p>\n\u003cp>ALLEN-PRICE: Now, even though everyone is talking about this as the gas tax repeal, and they’re talking about what you pay at the pump, Dan says it might actually be the vehicle fee increase that people really notice.\u003c/p>\n\u003cp>BREKKE: The fees are steep under SB 1. Your vehicle fee — and then there’s a new transportation fee — is based on the market value of your car. So we bought a car last year, and I get my first vehicle registration form in the mail and the fee is over $400. And over $400 at one time, you feel that. Twelve cents a gallon is sort of a slow drip. This is kind of like a big hit all at once.\u003c/p>\n\u003cp>ALLEN-PRICE: The kind of surprising thing is all this fighting might not even matter in a few years.\u003c/p>\n\u003cp>ORR: The interesting thing about the gas tax is we’re having this big argument about it, right? But no matter what they really do, the gas tax is going to keep declining because people are getting more fuel-efficient cars, so they need less gas. Some people are getting electric cars — they don’t need any gas. So fewer and fewer people are actually buying the gas we need them to buy to maintain the roads. So at some point, they’re going to have to come up with a new funding mechanism anyway. And I think if this gas tax is repealed, it would just kind of speed up that process.\u003c/p>\n\u003cp>ALLEN-PRICE: Wow. If this passes, if Prop. 6 passes, what happens?\u003c/p>\n\u003cp>BREKKE: Those taxes and fees are repealed, period, and any future taxes and fee increases will need to be approved by the voters.\u003c/p>\n\u003cp>ALLEN-PRICE: If this doesn’t pass, what message does that send?\u003c/p>\n\u003cp>ORR: Well, I think it sends a message that California is facing a lot of issues. I mean, our roads, our cost of living, the increase in the homeless population, and at some point — and Gov. Jerry Brown says this a lot in his speeches — you’re going to have to pay to fix it. Like, sorry. That’s just the reality of the situation. You’re going to have to pay to fix it.\u003c/p>\n\u003cp>ALLEN-PRICE: Thanks to KQED reporters Katie Orr and Dan Brekke for walking us through this one. If you’ve still got questions about the gas tax, I’ve got good news for you. We’re hosting a Facebook Live on Oct. 10 about the gas tax, and we’ll be answering your questions. You can go ahead and RSVP ahead of time, so you’ll get this handy reminder when it rolls around. Details at BayCurious.org.\u003c/p>\n\u003cp>ALLEN-PRICE: That’s one prop down and 10 more to go for Prop Week. Tomorrow, we’re talking about whether daylight saving time should be all the time, how much space animals deserve and our state’s favorite topic — water. Bay Curious is made in San Francisco at KQED. I’m Olivia Allen-Price.\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>This whole week, Bay Curious is exploring the 11 statewide propositions on the California ballot for a mini-series we’re calling “Bay Curious Prop Week.” Each day, we’re dropping episodes looking at what the propositions are and how they came to be on the ballot in the first place.\u003c/em>\u003c/p>\n\u003cp>You can replay our Q&A on\u003c/p>\n\u003cp>We’ll also be hosting a series of Facebook Live Q&As.\u003cbr>\nProposition 6, Gas Tax Repeal – \u003ca href=\"https://www.facebook.com/events/331161234107297/\"> Watch a replay here\u003c/a>\u003cbr>\n\u003ca href=\"https://www.facebook.com/events/146244569661530/\">Prop 5, Property Tax Transfer – 12 p.m., Oct. 17\u003c/a>\u003cbr>\n\u003ca href=\"https://www.facebook.com/events/1889420071352971/\">Prop 10, Rent Control – 12 p.m., Oct. 24\u003c/a>\u003c/p>\n\u003cp>Below is a transcript of our episode on Proposition 6. If passed, it would repeal SB 1, the gas tax and vehicle fee increase passed by state lawmakers last year.\u003c/p>\n\u003chr>\n\u003caside class=\"alignleft\">\n\u003cdiv style=\"text-align: left\">\u003ca href=\"https://ww2.kqed.org/news/series/baycurious\" target=\"_blank\" rel=\"noopener\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/11/Bay-Curious-Logo_Final-01.png\" alt=\"\">\u003c/a>\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area. Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener\">Apple Podcasts\u003c/a>, \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\">NPR One\u003c/a> or your favorite podcast platform.\u003c/div>\n\u003c/aside>\n\u003cp>OLIVIA ALLEN-PRICE: I’m Olivia Allen-Price. This is Bay Curious. Election season is here, and if you’re anything like me, you wait until a day or two before Election Day to cram on the facts and decide how you’ll vote, especially on those confusing California ballot initiatives.\u003c/p>\n\u003cp>Each year I vow to do better, to start earlier, to not wait until the last minute. This is that year. Over the next five days we’ll be exploring the 11 statewide propositions that Californians are voting on — not just what the prop is about but also how it came to be on the ballot in the first place.\u003c/p>\n\u003cp>We’ll drop a new episode each day. Some will cover multiple props. Some just one. And by Friday afternoon you and I will be hella informed. We’re calling it Bay Curious Prop Week.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\n\u003cem>Theme music\u003c/em>\u003c/p>\n\u003cp>ALLEN-PRICE: First up is Proposition 6, the effort to repeal the state’s new gas tax and vehicle fees. It has become one of the top issues for Republicans in California this year. But before we dive into it, let’s first understand how the tax and fees were passed in the first place.\u003c/p>\n\u003cp>STATE LEGISLATURE: Colleagues, we are back in session… if everyone would take their seats.\u003c/p>\n\u003cp>ALLEN-PRICE: It’s Apr. 6, 2016. The state Senate had already been in session for nearly three hours by the time they arrived at Senate Bill 1.\u003c/p>\n\u003cp>STATE LEGISLATURE: SB 1 is a long-term solution to our transportation infrastructure problem in California.\u003c/p>\n\u003cp>KATIE ORR: I remember that night. It was super late.\u003c/p>\n\u003cp>ALLEN-PRICE: KQED politics and government reporter Katie Orr was there.\u003c/p>\n\u003cp>ORR: And they got the bare minimum number of votes they needed in each chamber to get it through.\u003c/p>\n\u003cp>STATE LEGISLATURE: Ayes 27, nos 11. The measure passes.\u003c/p>\n\u003cp>ALLEN-PRICE: And can you briefly just go through what was SB 1? What were they voting on?\u003c/p>\n\u003cp>ORR: SB 1 was a gas tax and vehicle fee increase. Gas, normal gas that we all use in our cars, went up by 12 cents a gallon. Diesel fuel went up by 20 cents a gallon. And then car registration fees went up between $25 and $175, depending on the value of the car. So all that money together is expected to bring in $5 billion a year over the next decade. And that money gets split between the state government and local governments to fix freeways, bridges, local roads… various infrastructure projects around the state.\u003c/p>\n\u003cp>ALLEN-PRICE: Gov. Jerry Brown was a big advocate of SB 1 and right after it passed the Legislature, he held an impromptu press conference outside his office.\u003c/p>\n\u003cp>GOV. JERRY BROWN: I really want to say, I appreciate being a Democrat and what the Democrats did tonight.\u003c/p>\n\u003cp>ORR: And all the Democrats were crowding around him. You know, everyone wants their picture with the governor.\u003c/p>\n\u003cp>BROWN: The Democratic Party is the party of doing things, and tonight we did something to fix the roads of California.\u003c/p>\n\u003cp>ORR: But it wasn’t too much longer after that when we started hearing talk about recall efforts and efforts to repeal this tax.\u003c/p>\n\u003cp>NEWS AUDIO: New at 6 o’clock. A new gas tax is set to go into effect in just a couple of months, but it may not be in place for long if one San Diegan has his way.\u003c/p>\n\u003cp>ALLEN-PRICE: So take me from that room where Jerry Brown is celebrating his big win, the pass of SB 1. You know, what is happening, what are the Republicans doing, sort of, from that moment through today?\u003c/p>\n\u003cp>ORR: So we see an organizing effort by various Republicans to try and overturn this new tax. You saw Carl DeMaio.\u003c/p>\n\u003cp>CARL DEMAIO: C-A-R-L D-E-capital M-A-I-O. Chairman, Reform California, Yes on 6.\u003c/p>\n\u003cp>ORR: He was a former city councilman in San Diego. He launched an effort. They got enough signatures, they put it on the ballot.\u003c/p>\n\u003cp>DEMAIO: The bottom line is we’ve got the second-highest gas tax in the country prior to this increase and yet we have some of the worst roads. Why is that? Well it’s not for lack of money. It’s really for lack of accountability.\u003c/p>\n\u003cp>ORR: You can make the argument to voters that, ‘hey, you already pay the state a lot of money. They have your money. They don’t need any more to fix the roads. What they need to do is manage the money they have better.’\u003cbr>\n\u003c/p>\u003cp>\u003c/p>\u003cp>\u003cbr>\nALLEN-PRICE: So we get Proposition 6 on the ballot. What are we voting on? What is in Proposition 6?\u003c/p>\n\u003cp>ORR: So Proposition 6 would repeal the increased gas tax that went into effect in November. So that 12 extra cents on your gallon of gas, that 20 extra cents on your gallon of diesel and those increased fees at the DMV, that would all be repealed.\u003c/p>\n\u003cp>ALLEN-PRICE: But that’s not all Prop. 6 would do. KQED transportation editor Dan Brekke explains what else we’re voting on with this prop.\u003c/p>\n\u003cp>DAN BREKKE: The second big part of this is that it would amend the state constitution so that any future gasoline tax increases or increases in the vehicle fees would be subject to approval of the voters.\u003c/p>\n\u003cp>ALLEN-PRICE: What would that mean for the future if this did pass and you did have that constitutional change?\u003c/p>\n\u003cp>BREKKE: Well, it becomes politically sort of impossible to get a gas tax increase. I mean, we’ve had all sorts of what they call ballot box budgeting, and this would just be maybe the most radical example.\u003c/p>\n\u003cp>ORR: So it really takes a lot of power away from the Legislature and puts it back with the voters, which some people would see as a great thing. Legislators tend to think that it would leave them a little bit hamstrung.\u003c/p>\n\u003cp>ALLEN-PRICE: So why has this become sort of the marquee issue for Republicans in 2018?\u003c/p>\n\u003cp>ORR: There was fear, especially in the primary, that they would not have a candidate in the governor’s race. So there was concern that it would be Gavin Newsom and Antonio Villaraigosa, both Democrats, in November. If that happens, Republicans don’t have a lot of reason to come out to the polls. So they were thinking, ‘well, shoot, we need something on the ballot because this is a huge year for the congressional races as well.’ There are about seven seats in California that Democrats think they have a really good shot at flipping from Republican to Democrat, and if Republican voters aren’t at the polls because they don’t have a candidate, then that makes those odds a lot better for Democrats. So fortunately for the Republicans, they did get a candidate into the November election, John Cox. He’s a businessman from San Diego, but he doesn’t seem to be getting as much traction as Gavin Newsom, and the gas tax is what they’re counting on to get their core voters out to the polls.\u003c/p>\n\u003cp>ALLEN-PRICE: Now, even though everyone is talking about this as the gas tax repeal, and they’re talking about what you pay at the pump, Dan says it might actually be the vehicle fee increase that people really notice.\u003c/p>\n\u003cp>BREKKE: The fees are steep under SB 1. Your vehicle fee — and then there’s a new transportation fee — is based on the market value of your car. So we bought a car last year, and I get my first vehicle registration form in the mail and the fee is over $400. And over $400 at one time, you feel that. Twelve cents a gallon is sort of a slow drip. This is kind of like a big hit all at once.\u003c/p>\n\u003cp>ALLEN-PRICE: The kind of surprising thing is all this fighting might not even matter in a few years.\u003c/p>\n\u003cp>ORR: The interesting thing about the gas tax is we’re having this big argument about it, right? But no matter what they really do, the gas tax is going to keep declining because people are getting more fuel-efficient cars, so they need less gas. Some people are getting electric cars — they don’t need any gas. So fewer and fewer people are actually buying the gas we need them to buy to maintain the roads. So at some point, they’re going to have to come up with a new funding mechanism anyway. And I think if this gas tax is repealed, it would just kind of speed up that process.\u003c/p>\n\u003cp>ALLEN-PRICE: Wow. If this passes, if Prop. 6 passes, what happens?\u003c/p>\n\u003cp>BREKKE: Those taxes and fees are repealed, period, and any future taxes and fee increases will need to be approved by the voters.\u003c/p>\n\u003cp>ALLEN-PRICE: If this doesn’t pass, what message does that send?\u003c/p>\n\u003cp>ORR: Well, I think it sends a message that California is facing a lot of issues. I mean, our roads, our cost of living, the increase in the homeless population, and at some point — and Gov. Jerry Brown says this a lot in his speeches — you’re going to have to pay to fix it. Like, sorry. That’s just the reality of the situation. You’re going to have to pay to fix it.\u003c/p>\n\u003cp>ALLEN-PRICE: Thanks to KQED reporters Katie Orr and Dan Brekke for walking us through this one. If you’ve still got questions about the gas tax, I’ve got good news for you. We’re hosting a Facebook Live on Oct. 10 about the gas tax, and we’ll be answering your questions. You can go ahead and RSVP ahead of time, so you’ll get this handy reminder when it rolls around. Details at BayCurious.org.\u003c/p>\n\u003cp>ALLEN-PRICE: That’s one prop down and 10 more to go for Prop Week. Tomorrow, we’re talking about whether daylight saving time should be all the time, how much space animals deserve and our state’s favorite topic — water. Bay Curious is made in San Francisco at KQED. I’m Olivia Allen-Price.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The new, $2.2 billion Salesforce Transit Center in San Francisco could remain closed for weeks as crews work to implement fixes to ensure the safety and structural integrity of the facility, transit authorities said during a Tuesday meeting of the Transbay Joint Powers Authority Board of Directors.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/11694746/s-f-s-salesforce-transit-center-to-remain-closed-until-end-of-next-week-as-2nd-cracked-beam-found\" target=\"_blank\" rel=\"noopener\">transit center was shut down Sept. 25\u003c/a> after work crews discovered a crack in a steel beam on the third level of the structure that crosses over Fremont Street. A second, parallel beam was found with signs of cracking shortly after.\u003c/p>\n\u003cp>“My goal is weeks, not months” for a permanent fix to allow buses to return to the transit center, TJPA Executive Director Mark Zabaneh said Tuesday. A date for opening the transit center was not given.\u003c/p>\n\u003cp>Crews are working toward shoring up the affected area temporarily to take the load off the cracked beams, which would allow for the reopening of Fremont Street under the bus deck by Oct. 12. Hydraulic jacks situated in the center of Fremont Street are providing temporary support to the structure.\u003c/p>\n\u003cp>\"And that’s an important milestone because that’s the milestone where the structure would be deemed safe and all the weight would be take off those two girders,\" said Dennis Turchon, senior construction manager with the TJPA.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>At least two weeks of tests would then take place to ensure the transit center is safe to open.\u003c/p>\n\u003cp>\"Beginning November we’re expecting to get the results of the testing, because Oct. 12 we can at that point take samples of the beams because the beam has been unloaded. Two weeks later, we should expect to get the results,\" Zabaneh said. \"And at that point in time we should know what the cause is and what the fix is and what other assessments we need to do.\"\u003c/p>\n\u003cp>The temporary hydraulic jacks will be replaced by a stronger temporary system of two steel pipes within days. Following testing of the cracked beams, a permanent fix will be implemented.\u003c/p>\n\u003cp>\"This is not the first time that steel has cracked. But in each case, the factors could be different, which is why there is the need to look at all the factors to determine what the cause might have been,\" said Bruce Gibbons, managing principal with Thornton Tomasetti.\u003c/p>\n\u003cp>Zabaneh reiterated during the meeting that the cracking appears to be localized to the area directly above Fremont Street, and that testing on a similarly designed structure above First Street showed no signs of cracking.\u003c/p>\n\u003cp>Zabaneh also said during the press conference that the rooftop park could open to the public before the transit center opens to bus traffic.\u003c/p>\n\u003cp>The original discovery resulted in the closure of Fremont Street between Mission and Howard streets, leading to increased congestion in the South of Market area.\u003c/p>\n\u003cp>Bus lines have since been routed to the previous temporary Transbay Terminal, which is only a couple of blocks away. Rerouted bus lines include 27 AC Transit lines, four Muni lines and four Golden Gate Transit lines.\u003c/p>\n\u003cp>\u003cstrong>Some Background About the Salesforce Transit Center\u003c/strong>\u003c/p>\n\u003cp>The Salesforce Transit Center opened Aug. 11 and has been dubbed the \"Grand Central Station of the West.\" The three-block facility, a commanding presence in San Francisco's South of Market neighborhood, is financed by land sales, federal stimulus grants, district fees and taxes, bridge tolls, and federal and state funds.\u003c/p>\n\u003cp>The five-level center includes a bus deck, a towering sky-lit central entrance hall and a rooftop park with an outdoor amphitheater.\u003c/p>\n\u003cp>The online business software company Salesforce, which opened its adjacent 61-story Salesforce Tower four months ago, bought naming rights to the center in 2017 as part of a 25-year, $110 million sponsorship agreement.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Peter Jon Shuler and Bay City News contributed to this post.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The new, $2.2 billion Salesforce Transit Center in San Francisco could remain closed for weeks as crews work to implement fixes to ensure the safety and structural integrity of the facility, transit authorities said during a Tuesday meeting of the Transbay Joint Powers Authority Board of Directors.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/11694746/s-f-s-salesforce-transit-center-to-remain-closed-until-end-of-next-week-as-2nd-cracked-beam-found\" target=\"_blank\" rel=\"noopener\">transit center was shut down Sept. 25\u003c/a> after work crews discovered a crack in a steel beam on the third level of the structure that crosses over Fremont Street. A second, parallel beam was found with signs of cracking shortly after.\u003c/p>\n\u003cp>“My goal is weeks, not months” for a permanent fix to allow buses to return to the transit center, TJPA Executive Director Mark Zabaneh said Tuesday. A date for opening the transit center was not given.\u003c/p>\n\u003cp>Crews are working toward shoring up the affected area temporarily to take the load off the cracked beams, which would allow for the reopening of Fremont Street under the bus deck by Oct. 12. Hydraulic jacks situated in the center of Fremont Street are providing temporary support to the structure.\u003c/p>\n\u003cp>\"And that’s an important milestone because that’s the milestone where the structure would be deemed safe and all the weight would be take off those two girders,\" said Dennis Turchon, senior construction manager with the TJPA.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>At least two weeks of tests would then take place to ensure the transit center is safe to open.\u003c/p>\n\u003cp>\"Beginning November we’re expecting to get the results of the testing, because Oct. 12 we can at that point take samples of the beams because the beam has been unloaded. Two weeks later, we should expect to get the results,\" Zabaneh said. \"And at that point in time we should know what the cause is and what the fix is and what other assessments we need to do.\"\u003c/p>\n\u003cp>The temporary hydraulic jacks will be replaced by a stronger temporary system of two steel pipes within days. Following testing of the cracked beams, a permanent fix will be implemented.\u003c/p>\n\u003cp>\"This is not the first time that steel has cracked. But in each case, the factors could be different, which is why there is the need to look at all the factors to determine what the cause might have been,\" said Bruce Gibbons, managing principal with Thornton Tomasetti.\u003c/p>\n\u003cp>Zabaneh reiterated during the meeting that the cracking appears to be localized to the area directly above Fremont Street, and that testing on a similarly designed structure above First Street showed no signs of cracking.\u003c/p>\n\u003cp>Zabaneh also said during the press conference that the rooftop park could open to the public before the transit center opens to bus traffic.\u003c/p>\n\u003cp>The original discovery resulted in the closure of Fremont Street between Mission and Howard streets, leading to increased congestion in the South of Market area.\u003c/p>\n\u003cp>Bus lines have since been routed to the previous temporary Transbay Terminal, which is only a couple of blocks away. Rerouted bus lines include 27 AC Transit lines, four Muni lines and four Golden Gate Transit lines.\u003c/p>\n\u003cp>\u003cstrong>Some Background About the Salesforce Transit Center\u003c/strong>\u003c/p>\n\u003cp>The Salesforce Transit Center opened Aug. 11 and has been dubbed the \"Grand Central Station of the West.\" The three-block facility, a commanding presence in San Francisco's South of Market neighborhood, is financed by land sales, federal stimulus grants, district fees and taxes, bridge tolls, and federal and state funds.\u003c/p>\n\u003cp>The five-level center includes a bus deck, a towering sky-lit central entrance hall and a rooftop park with an outdoor amphitheater.\u003c/p>\n\u003cp>The online business software company Salesforce, which opened its adjacent 61-story Salesforce Tower four months ago, bought naming rights to the center in 2017 as part of a 25-year, $110 million sponsorship agreement.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Peter Jon Shuler and Bay City News contributed to this post.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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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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"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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"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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"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.",
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"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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"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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"soldout": {
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