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"content": "\u003cp>[dropcap]S[/dropcap]ean Kayode says he watched his whole world roll away from him at 3:00 a.m. Kayode had been living in his car in San Francisco for about two years. During the early morning of March 5, traffic police towed and impounded his black 2005 Mercedes Benz -- for having too many overdue parking tickets.\u003c/p>\n\u003cp>“I wake up at 3 o’clock in the morning and there was a guy behind me. And I’m like, ‘What are you doing behind my car?’” Kayode said while standing in the lobby of the Next Door homeless shelter in downtown San Francisco. “He says, ‘I'm just waiting for the tow truck to come get you.'\"\u003c/p>\n\u003cp>For Kayode, who now lives at Next Door, his car wasn’t just a place to sleep, it was how he earned a living, he said, delivering food through Uber Eats. He shakes his head in disbelief at where he was, and where he is now.\u003c/p>\n\u003cp>“I am a homeless guy that worked my way out of homelessness,” Kayode said. “Bought my own car. Now you've taken my car, taken my job and now you're giving me food stamps. It doesn't make sense.”\u003c/p>\n\u003ch3>Is it Unconstitutional to Impound a Car for Unpaid Tickets?\u003c/h3>\n\u003cp>An estimated half million cars a year in California are impounded, unclaimed and sold, according to Jude Pond of the Lawyers’ Committee for Civil Rights in San Francisco. He said many of those cars belonged to poor people living in them.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Pond helped file a lawsuit on Kayode's behalf to challenge the California law that allows cities to tow a car away if that car has five or more overdue parking tickets. Many cities follow that policy, and Pond said it’s unconstitutional in several ways.\u003c/p>\n\u003cp>The government should not be allowed to take someone’s property without any notice and without a warrant, he said. That’s doubly true because these vehicles weren’t used in a crime, but were towed simply for financial reasons -- just to collect fines.\u003c/p>\n\u003caside class=\"pullquote alignright\">'It makes absolutely no sense to take a homeless person's car, confiscating it, impounding it. If you take away their car, they’re going to be on the street. That’s not a benefit to society. Common sense has to be in play.'\u003ccite>Zev Yaroslavsky, UCLA\u003c/cite>\u003c/aside>\n\u003cp>Cities do not issue warnings, outside of the fine print on a parking ticket, that they’re coming to impound a vehicle. Parking officers just show up and take it away. And in the case of the homeless who live in their cars, city officials are taking their temporary home from them, which raises the stakes above the taking of a vehicle, Pond said.\u003c/p>\n\u003cp>\"We’re hoping that this case sets the precedent that the city should not take people’s only asset -- in this case their car -- for the purpose of satisfying a debt, based on just outstanding parking tickets,\" Pond said.\u003c/p>\n\u003cp>In San Francisco, officers towing a car with a homeless occupant will contact the police department and social services to help that person get services, according to Paul Rose, spokesman for the San Francisco Municipal Transportation Agency, who responded by email.\u003c/p>\n\u003cp>“There will be times when the [Homeless Outreach Team] will not be available to respond. If there is no urgency regarding the towing of the vehicle we will make an effort to delay the tow to allow services to respond,” Rose said. “We cannot completely avoid the removal of the vehicle as this would create an unintended exemption for vehicles that are in violation of city or state law.\"\u003c/p>\n\u003cfigure id=\"attachment_11689591\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/08/KayodeSmoking-800x590.jpg\" alt=\"Sean Kayode, outside the Next Door homeless shelter in San Francisco on July 26, 2018. Kayode is suing the city, saying he lost his means of food-delivery employment and his home when his car was impounded in March — for having too many parking tickets.\" width=\"800\" height=\"590\" class=\"size-medium wp-image-11689591\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking-800x590.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking-160x118.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking-1020x752.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking-1200x885.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking-1180x870.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking-960x708.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking-240x177.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking-375x277.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking-520x384.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Sean Kayode, outside the Next Door homeless shelter in San Francisco on July 26, 2018. Kayode is suing the city, saying he lost his means of food-delivery employment and his home when his car was impounded in March — for having too many parking tickets. \u003ccite>(David Gorn/CALmatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>A Tipping Point Toward Homelessness\u003c/h3>\n\u003cp>Tens of thousands of Californians are living in their cars. Because losing those cars to impoundment can mean the loss of work and home, it can be a tipping point into a life on the streets.\u003c/p>\n\u003cp>For many people, having their car towed for overdue parking tickets is a major annoyance and life disruption. But for homeless people, it’s a permanent loss, because most of them cannot afford to recover their cars.\u003c/p>\n\u003cp>The costs escalate quickly. \u003c/p>\n\u003cp>Offenders must reimburse the tow charge, roughly $500. They also need to pay off their original tickets and the accrued fines on those tickets, which can be $1,000 or more. On top of all of that, it usually costs $71 for each day the car is stored at the tow yard.\u003c/p>\n\u003cp>In Kayode’s case, more than five months after his car was impounded, it would cost him more than $21,000 to get his car back.\u003c/p>\n\u003cp>That’s about $20,000 more than he paid for it.\u003c/p>\n\u003cp>Ostensibly, the city is towing the car to collect a debt, but in many cases where cars are unclaimed and eventually sold, the city doesn’t make much money on the sale, if anything. That’s because the tow yard has first dibs on any cash collected.\u003c/p>\n\u003cp>For the cities, though, it’s not about the money, according to UCLA political expert Zev Yaroslavsky.\u003c/p>\n\u003cp>“It's the credibility of the restrictions,” Yaroslavsky said. “If the restrictions were not enforced, then no one would comply with them. The reason you and I rush out to the parking meter when it’s about to expire, to put another quarter in there, is because we don’t want to pay $80 for the privilege of having overstayed our welcome by a minute.\"\u003c/p>\n\u003cfigure id=\"attachment_11689602\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/08/PreppingToTow-800x533.jpg\" alt=\"The quickly escalating costs of having a vehicle impounded usually mean poor Californians can’t afford to get their cars back. Including original tickets, accrued fines and charges for towing and impounding, it would now cost Sean Kayode more than $21,000 to get his car back.\" width=\"800\" height=\"533\" class=\"size-medium wp-image-11689602\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow-960x640.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The quickly escalating costs of having a vehicle impounded usually mean poor Californians can’t afford to get their cars back. Including original tickets, accrued fines and charges for towing and impounding, it would now cost Sean Kayode more than $21,000 to get his car back. \u003ccite>(John Moore/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Yaroslavsky spent four decades in local government in Los Angeles, most of it on the county Board of Supervisors. He said he understands why cities hold onto their impound power with both hands.\u003c/p>\n\u003cp>“As a local elected official I was never concerned about the revenue stream we were getting out of the parking,” Yaroslavsky said. “It was motivated by getting turnover in the limited parking spaces we had available at curbside.”\u003c/p>\n\u003cp>At the same time, he said, there has to be a middle ground when towing cars from the homeless.\u003c/p>\n\u003cp>“It makes absolutely no sense to take a homeless person's car, confiscating it, impounding it. If you take away their car, they’re going to be on the street. That’s not a benefit to society. Common sense has to be in play.”\u003c/p>\n\u003cp>At the moment, though, the middle ground is hard to find.\u003c/p>\n\u003cp>Homeless advocates say cities could make exceptions for extremely low-income citizens -- maybe let them hold onto the car, but pay off the tickets in installments.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11689507/how-a-transportation-safety-net-could-keep-more-people-off-the-streets\">How a Transportation Safety Net Could Keep More People Off the Streets\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11689507/how-a-transportation-safety-net-could-keep-more-people-off-the-streets\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/08/MetroGoldLine-1180x785.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Some cities, including San Francisco, have a payment-plan program -- but nothing in place to return cars to the homeless or restrict impoundment of those cars in the first place.\u003c/p>\n\u003cp>A federal district court judge in San Francisco is expected to hear Kayode’s motion in September for a preliminary injunction to get his car back. A hearing on his lawsuit would be scheduled after a ruling on the injunction.\u003c/p>\n\u003cp>Of course, if the preliminary injunction is granted and San Francisco has to return Kayode’s car, he will still technically owe that $21,000 in parking, towing and storage fees until the case is decided.\u003c/p>\n\u003cp>Kayode, who has been homeless for the past six years, looks back on the incident and its aftermath with a mixture of anger and despair.\u003c/p>\n\u003cp>“If I have my car, I have my phone. That's all I need. I can earn money,” Kayode said. “But right now, they are holding my car hostage. What I want to know is, does taking my car from me help the city budget in one way or another? Is my car going to make them or break them?\"\u003c/p>\n\u003cp>He stops a moment, looks around the crowded and chaotic lobby of the homeless shelter he now calls home.\u003c/p>\n\u003cp>“I am back in the same hole,” Kayode said. “And I don't have any way to get out.”\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"https://www.kqed.org/news/series/californiadream/\" target=\"_blank\" rel=\"noopener\">The California Dream series\u003c/a> is a statewide media collaboration of CALmatters, KPBS, KPCC, KQED and Capital Public Radio with support from the Corporation for Public Broadcasting, the James Irvine Foundation and the College Futures Foundation.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cimg class=\"aligncenter size-full wp-image-11660142\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/CADreamBanner.jpg\" alt=\"\" width=\"1867\" height=\"512\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner.jpg 1867w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-160x44.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-800x219.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-1020x280.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-1180x324.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-960x263.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-240x66.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-375x103.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-520x143.jpg 520w\" sizes=\"(max-width: 1867px) 100vw, 1867px\">\u003c/p>\n\n",
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"excerpt": "For Sean Kayode of San Francisco and thousands of other homeless people living in their cars across California, impoundment can be the tipping point into joblessness and a life on the streets.",
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"description": "For Sean Kayode of San Francisco and thousands of other homeless people living in their cars across California, impoundment can be the tipping point into joblessness and a life on the streets.",
"title": "Thousands of Californians Live in Cars. Will This Man’s Lawsuit Stop Cities From Impounding Them? | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">S\u003c/span>\u003c/p>\u003cp>ean Kayode says he watched his whole world roll away from him at 3:00 a.m. Kayode had been living in his car in San Francisco for about two years. During the early morning of March 5, traffic police towed and impounded his black 2005 Mercedes Benz -- for having too many overdue parking tickets.\u003c/p>\n\u003cp>“I wake up at 3 o’clock in the morning and there was a guy behind me. And I’m like, ‘What are you doing behind my car?’” Kayode said while standing in the lobby of the Next Door homeless shelter in downtown San Francisco. “He says, ‘I'm just waiting for the tow truck to come get you.'\"\u003c/p>\n\u003cp>For Kayode, who now lives at Next Door, his car wasn’t just a place to sleep, it was how he earned a living, he said, delivering food through Uber Eats. He shakes his head in disbelief at where he was, and where he is now.\u003c/p>\n\u003cp>“I am a homeless guy that worked my way out of homelessness,” Kayode said. “Bought my own car. Now you've taken my car, taken my job and now you're giving me food stamps. It doesn't make sense.”\u003c/p>\n\u003ch3>Is it Unconstitutional to Impound a Car for Unpaid Tickets?\u003c/h3>\n\u003cp>An estimated half million cars a year in California are impounded, unclaimed and sold, according to Jude Pond of the Lawyers’ Committee for Civil Rights in San Francisco. He said many of those cars belonged to poor people living in them.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Pond helped file a lawsuit on Kayode's behalf to challenge the California law that allows cities to tow a car away if that car has five or more overdue parking tickets. Many cities follow that policy, and Pond said it’s unconstitutional in several ways.\u003c/p>\n\u003cp>The government should not be allowed to take someone’s property without any notice and without a warrant, he said. That’s doubly true because these vehicles weren’t used in a crime, but were towed simply for financial reasons -- just to collect fines.\u003c/p>\n\u003caside class=\"pullquote alignright\">'It makes absolutely no sense to take a homeless person's car, confiscating it, impounding it. If you take away their car, they’re going to be on the street. That’s not a benefit to society. Common sense has to be in play.'\u003ccite>Zev Yaroslavsky, UCLA\u003c/cite>\u003c/aside>\n\u003cp>Cities do not issue warnings, outside of the fine print on a parking ticket, that they’re coming to impound a vehicle. Parking officers just show up and take it away. And in the case of the homeless who live in their cars, city officials are taking their temporary home from them, which raises the stakes above the taking of a vehicle, Pond said.\u003c/p>\n\u003cp>\"We’re hoping that this case sets the precedent that the city should not take people’s only asset -- in this case their car -- for the purpose of satisfying a debt, based on just outstanding parking tickets,\" Pond said.\u003c/p>\n\u003cp>In San Francisco, officers towing a car with a homeless occupant will contact the police department and social services to help that person get services, according to Paul Rose, spokesman for the San Francisco Municipal Transportation Agency, who responded by email.\u003c/p>\n\u003cp>“There will be times when the [Homeless Outreach Team] will not be available to respond. If there is no urgency regarding the towing of the vehicle we will make an effort to delay the tow to allow services to respond,” Rose said. “We cannot completely avoid the removal of the vehicle as this would create an unintended exemption for vehicles that are in violation of city or state law.\"\u003c/p>\n\u003cfigure id=\"attachment_11689591\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/08/KayodeSmoking-800x590.jpg\" alt=\"Sean Kayode, outside the Next Door homeless shelter in San Francisco on July 26, 2018. Kayode is suing the city, saying he lost his means of food-delivery employment and his home when his car was impounded in March — for having too many parking tickets.\" width=\"800\" height=\"590\" class=\"size-medium wp-image-11689591\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking-800x590.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking-160x118.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking-1020x752.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking-1200x885.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking-1180x870.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking-960x708.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking-240x177.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking-375x277.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/KayodeSmoking-520x384.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Sean Kayode, outside the Next Door homeless shelter in San Francisco on July 26, 2018. Kayode is suing the city, saying he lost his means of food-delivery employment and his home when his car was impounded in March — for having too many parking tickets. \u003ccite>(David Gorn/CALmatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>A Tipping Point Toward Homelessness\u003c/h3>\n\u003cp>Tens of thousands of Californians are living in their cars. Because losing those cars to impoundment can mean the loss of work and home, it can be a tipping point into a life on the streets.\u003c/p>\n\u003cp>For many people, having their car towed for overdue parking tickets is a major annoyance and life disruption. But for homeless people, it’s a permanent loss, because most of them cannot afford to recover their cars.\u003c/p>\n\u003cp>The costs escalate quickly. \u003c/p>\n\u003cp>Offenders must reimburse the tow charge, roughly $500. They also need to pay off their original tickets and the accrued fines on those tickets, which can be $1,000 or more. On top of all of that, it usually costs $71 for each day the car is stored at the tow yard.\u003c/p>\n\u003cp>In Kayode’s case, more than five months after his car was impounded, it would cost him more than $21,000 to get his car back.\u003c/p>\n\u003cp>That’s about $20,000 more than he paid for it.\u003c/p>\n\u003cp>Ostensibly, the city is towing the car to collect a debt, but in many cases where cars are unclaimed and eventually sold, the city doesn’t make much money on the sale, if anything. That’s because the tow yard has first dibs on any cash collected.\u003c/p>\n\u003cp>For the cities, though, it’s not about the money, according to UCLA political expert Zev Yaroslavsky.\u003c/p>\n\u003cp>“It's the credibility of the restrictions,” Yaroslavsky said. “If the restrictions were not enforced, then no one would comply with them. The reason you and I rush out to the parking meter when it’s about to expire, to put another quarter in there, is because we don’t want to pay $80 for the privilege of having overstayed our welcome by a minute.\"\u003c/p>\n\u003cfigure id=\"attachment_11689602\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/08/PreppingToTow-800x533.jpg\" alt=\"The quickly escalating costs of having a vehicle impounded usually mean poor Californians can’t afford to get their cars back. Including original tickets, accrued fines and charges for towing and impounding, it would now cost Sean Kayode more than $21,000 to get his car back.\" width=\"800\" height=\"533\" class=\"size-medium wp-image-11689602\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow-960x640.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/PreppingToTow-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The quickly escalating costs of having a vehicle impounded usually mean poor Californians can’t afford to get their cars back. Including original tickets, accrued fines and charges for towing and impounding, it would now cost Sean Kayode more than $21,000 to get his car back. \u003ccite>(John Moore/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Yaroslavsky spent four decades in local government in Los Angeles, most of it on the county Board of Supervisors. He said he understands why cities hold onto their impound power with both hands.\u003c/p>\n\u003cp>“As a local elected official I was never concerned about the revenue stream we were getting out of the parking,” Yaroslavsky said. “It was motivated by getting turnover in the limited parking spaces we had available at curbside.”\u003c/p>\n\u003cp>At the same time, he said, there has to be a middle ground when towing cars from the homeless.\u003c/p>\n\u003cp>“It makes absolutely no sense to take a homeless person's car, confiscating it, impounding it. If you take away their car, they’re going to be on the street. That’s not a benefit to society. Common sense has to be in play.”\u003c/p>\n\u003cp>At the moment, though, the middle ground is hard to find.\u003c/p>\n\u003cp>Homeless advocates say cities could make exceptions for extremely low-income citizens -- maybe let them hold onto the car, but pay off the tickets in installments.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11689507/how-a-transportation-safety-net-could-keep-more-people-off-the-streets\">How a Transportation Safety Net Could Keep More People Off the Streets\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11689507/how-a-transportation-safety-net-could-keep-more-people-off-the-streets\">\u003cimg src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/08/MetroGoldLine-1180x785.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Some cities, including San Francisco, have a payment-plan program -- but nothing in place to return cars to the homeless or restrict impoundment of those cars in the first place.\u003c/p>\n\u003cp>A federal district court judge in San Francisco is expected to hear Kayode’s motion in September for a preliminary injunction to get his car back. A hearing on his lawsuit would be scheduled after a ruling on the injunction.\u003c/p>\n\u003cp>Of course, if the preliminary injunction is granted and San Francisco has to return Kayode’s car, he will still technically owe that $21,000 in parking, towing and storage fees until the case is decided.\u003c/p>\n\u003cp>Kayode, who has been homeless for the past six years, looks back on the incident and its aftermath with a mixture of anger and despair.\u003c/p>\n\u003cp>“If I have my car, I have my phone. That's all I need. I can earn money,” Kayode said. “But right now, they are holding my car hostage. What I want to know is, does taking my car from me help the city budget in one way or another? Is my car going to make them or break them?\"\u003c/p>\n\u003cp>He stops a moment, looks around the crowded and chaotic lobby of the homeless shelter he now calls home.\u003c/p>\n\u003cp>“I am back in the same hole,” Kayode said. “And I don't have any way to get out.”\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"https://www.kqed.org/news/series/californiadream/\" target=\"_blank\" rel=\"noopener\">The California Dream series\u003c/a> is a statewide media collaboration of CALmatters, KPBS, KPCC, KQED and Capital Public Radio with support from the Corporation for Public Broadcasting, the James Irvine Foundation and the College Futures Foundation.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "S.F. Launches Scooter Pilot — and Excludes Bird, Lime and Spin",
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"content": "\u003cp>The San Francisco Municipal Transportation Agency announced Thursday it has chosen two companies — Scoot and Skip — to launch a yearlong test of electric standup rental scooters in the city. \u003c/p>\n\u003cp>The SFMTA, which could have chosen as many as five companies to operate a total of 2,500 scooters in the city during 12-month pilot, said the two companies will begin service by mid-October. \u003c/p>\n\u003cp>Skip and Scoot will each be allowed to operate 625 scooters for the first six months of the program. The SFMTA may double the total number of scooters the companies can operate in the pilot’s final six months. \u003c/p>\n\u003cp>Scoot has operated shared electric mopeds in the city since 2012. Skip, formerly known as Waybots, launched its first scooters in Washington, D.C., earlier this year. Both companies are headquartered in San Francisco. \u003c/p>\n\u003cp>The decision means that the three companies that touched off a short-lived scooter controversy in the city when they launched in San Francisco last spring — Bird, Lime and Spin — have been excluded from operating in the city for the next year. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>One of them — Lime — said it plans to appeal the SFMTA’s decision.\u003c/p>\n\u003cp>The SFMTA said \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2018/08/application_rating_summary_table_08.320.2018.pdf\" rel=\"noopener\" target=\"_blank\">it scored the dozen scooter applicants\u003c/a> on 12 categories, including their plans to educate customers on safe riding, proposals for outreach to low-income residents and approach to sustainability in operating and disposing of their scooter fleets. \u003c/p>\n\u003cp>The agency hopes to use data from the scooter pilot to determine how the vehicles fit into the overall scheme of San Francisco’s transportation network.\u003c/p>\n\u003cp>The SFMTA said Scoot and Skip provided the strongest proposals, demonstrating “not only a commitment to meet the terms of the permit, but a high level of capability to operating a safe, equitable and accountable scooter share service.”\u003c/p>\n\u003cp>Under the pilot program’s rules, companies denied permits can appeal the agency’s decision — an option that Lime said it planned to exercise. \u003c/p>\n\u003cp>“San Franciscans deserve an equitable and transparent process when it comes to transportation and mobility,” Lime CEO Toby Sun said in a statement. “Instead, the SFMTA has selected inexperienced scooter operators that plan to learn on the job, at the expense of the public good.”\u003c/p>\n\u003cp>Lime was also shut out of the city’s dockless bike share program — a competition won by Jump, which was allowed in January to place 250 electric-assist bicycles on city streets. \u003c/p>\n\u003cp>“The SFMTA’s handling of the dockless bike and scooter share programs has lacked transparency from the beginning,” Sun said in his statement. “We call on the mayor’s office and Board of Supervisors to hold the SFMTA accountable for a flawed permitting process.”\u003c/p>\n\u003cp>Bird and Spin issued statements after the permit announcement expressing disappointment — but mentioned no plans to appeal. \u003c/p>\n\u003cp>Southern California-based Bird said it would work with the city and community to bring its scooters back to the city after the pilot. Spin said it hopes that the city will allow an expansion of the pilot program that would allow it to participate. \u003c/p>\n\u003cp>The companies won an apparently wide and enthusiastic following as they placed thousands of their mini-vehicles on the streets beginning in late March. \u003c/p>\n\u003cp>But they were criticized for distributing the scooters without city permission and were blamed for widespread scofflaw behavior on the part of customers, many of whom rode on sidewalks, failed to wear helmets and dumped the scooters in the public right-of-way when they were finished riding.\u003c/p>\n\u003cp>San Francisco Public Works crews began seizing haphazardly parked scooters — eventually impounding 374 of the vehicles. The SFMTA says the companies paid $45,510.26 in all to retrieve them.\u003c/p>\n\u003cp>The Board of Supervisors passed an ordinance in late April that directed the SFMTA to create a permitting process for scooter operations, and the agency began taking applications at the end of May. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The deadline for applications was June 7 — the same date that Bird, Lime and Spin were ordered to remove their machines from city streets pending grant of the pilot permits. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The San Francisco Municipal Transportation Agency announced Thursday it has chosen two companies — Scoot and Skip — to launch a yearlong test of electric standup rental scooters in the city. \u003c/p>\n\u003cp>The SFMTA, which could have chosen as many as five companies to operate a total of 2,500 scooters in the city during 12-month pilot, said the two companies will begin service by mid-October. \u003c/p>\n\u003cp>Skip and Scoot will each be allowed to operate 625 scooters for the first six months of the program. The SFMTA may double the total number of scooters the companies can operate in the pilot’s final six months. \u003c/p>\n\u003cp>Scoot has operated shared electric mopeds in the city since 2012. Skip, formerly known as Waybots, launched its first scooters in Washington, D.C., earlier this year. Both companies are headquartered in San Francisco. \u003c/p>\n\u003cp>The decision means that the three companies that touched off a short-lived scooter controversy in the city when they launched in San Francisco last spring — Bird, Lime and Spin — have been excluded from operating in the city for the next year. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>One of them — Lime — said it plans to appeal the SFMTA’s decision.\u003c/p>\n\u003cp>The SFMTA said \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2018/08/application_rating_summary_table_08.320.2018.pdf\" rel=\"noopener\" target=\"_blank\">it scored the dozen scooter applicants\u003c/a> on 12 categories, including their plans to educate customers on safe riding, proposals for outreach to low-income residents and approach to sustainability in operating and disposing of their scooter fleets. \u003c/p>\n\u003cp>The agency hopes to use data from the scooter pilot to determine how the vehicles fit into the overall scheme of San Francisco’s transportation network.\u003c/p>\n\u003cp>The SFMTA said Scoot and Skip provided the strongest proposals, demonstrating “not only a commitment to meet the terms of the permit, but a high level of capability to operating a safe, equitable and accountable scooter share service.”\u003c/p>\n\u003cp>Under the pilot program’s rules, companies denied permits can appeal the agency’s decision — an option that Lime said it planned to exercise. \u003c/p>\n\u003cp>“San Franciscans deserve an equitable and transparent process when it comes to transportation and mobility,” Lime CEO Toby Sun said in a statement. “Instead, the SFMTA has selected inexperienced scooter operators that plan to learn on the job, at the expense of the public good.”\u003c/p>\n\u003cp>Lime was also shut out of the city’s dockless bike share program — a competition won by Jump, which was allowed in January to place 250 electric-assist bicycles on city streets. \u003c/p>\n\u003cp>“The SFMTA’s handling of the dockless bike and scooter share programs has lacked transparency from the beginning,” Sun said in his statement. “We call on the mayor’s office and Board of Supervisors to hold the SFMTA accountable for a flawed permitting process.”\u003c/p>\n\u003cp>Bird and Spin issued statements after the permit announcement expressing disappointment — but mentioned no plans to appeal. \u003c/p>\n\u003cp>Southern California-based Bird said it would work with the city and community to bring its scooters back to the city after the pilot. Spin said it hopes that the city will allow an expansion of the pilot program that would allow it to participate. \u003c/p>\n\u003cp>The companies won an apparently wide and enthusiastic following as they placed thousands of their mini-vehicles on the streets beginning in late March. \u003c/p>\n\u003cp>But they were criticized for distributing the scooters without city permission and were blamed for widespread scofflaw behavior on the part of customers, many of whom rode on sidewalks, failed to wear helmets and dumped the scooters in the public right-of-way when they were finished riding.\u003c/p>\n\u003cp>San Francisco Public Works crews began seizing haphazardly parked scooters — eventually impounding 374 of the vehicles. The SFMTA says the companies paid $45,510.26 in all to retrieve them.\u003c/p>\n\u003cp>The Board of Supervisors passed an ordinance in late April that directed the SFMTA to create a permitting process for scooter operations, and the agency began taking applications at the end of May. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The deadline for applications was June 7 — the same date that Bird, Lime and Spin were ordered to remove their machines from city streets pending grant of the pilot permits. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "How a Transportation Safety Net Could Keep More People Off the Streets",
"title": "How a Transportation Safety Net Could Keep More People Off the Streets",
"headTitle": "The California Dream | The California Report | KQED News",
"content": "\u003cp>While housing costs in California have skyrocketed, what is often the second biggest expense for a household is commonly overlooked and is contributing to the surge in homelessness.\u003c/p>\n\u003cp>Anti-poverty advocates have called for measures to provide low-income residents more assistance with transportation costs.\u003c/p>\n\u003cp>Access to reliable transportation is crucial to maintaining stable employment, reaching educational opportunities, caring for family and staying healthy, they said. But there is no consistent safety net to help struggling people meet that need.\u003c/p>\n\u003cp>A 2015 \u003ca href=\"http://www.equality-of-opportunity.org/images/nbhds_exec_summary.pdf\" rel=\"noopener\" target=\"_blank\">study\u003c/a> by Harvard University found access to transportation is the single biggest factor in the odds of escaping poverty and avoiding homelessness.\u003c/p>\n\u003cp>\"There are so many people that just cannot make ends meet before you even get to the concept of transportation,\" said Veronica Lewis, a director at Homeless Outreach Programs Integrated System, or HOPICS, one of the largest homeless service providers in Los Angeles. \"Honestly, it's one of the biggest barriers for some of our clients.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>That includes Oscar Ramos, formerly homeless, for whom HOPICS has recently secured temporary housing at a hotel in Long Beach. Ramos is in the process of documenting medical issues and applying for Social Security benefits, so he has regular appointments he needs to get to in downtown Los Angeles.\u003c/p>\n\u003cp>The journey from his new housing in Long Beach will take more than an hour on a train and a bus with walking in between. HOPICS provides Ramos with transit tokens as a form of temporary relief, but without the emergency assistance he has few options.\u003c/p>\n\u003cp>\"I walk,\" he said. \"I've got some new shoes and the heels are already messed up from walking so much.\"\u003c/p>\n\u003cp>\u003cstrong>Costs Quickly Add Up\u003c/strong>\u003c/p>\n\u003cp>A $1.75 L.A. Metro ticket doesn't sound like much, but taking multiple trips a day adds up quickly. A monthly pass might save Ramos money, but at $76, it would eat up a third of the assistance he gets to cover his monthly expenses.\u003c/p>\n\u003cp>\"If we don't figure out a way to increase people's access, reduce the burden of taking care of their business, getting to and fro, the problem will continue to get worse,\" Lewis said.\u003c/p>\n\u003cp>HOPICS cobbles together transportation support from a patchwork of public subsidies, but it's not enough. The nonprofit draws on its general budget to buy extra Metro tokens and run a fleet of vans, using funds it gets through foundations, the city and county that could otherwise be put to services like housing, health care and job training.\u003c/p>\n\u003cp>Lewis wants to see more coordinated efforts to strengthen the transportation safety net, not only for people like Ramos, but for low-income communities before they fall into homelessness.\u003c/p>\n\u003cp>\u003cstrong>Seattle Is Working on a Solution\u003c/strong>\u003c/p>\n\u003cp>Many advocates point to a program in the Seattle area as a model for such an approach. It's the first big city in the country to try a simple idea: Charge low-income people less to use transit.\u003c/p>\n\u003cp>\"We knew that there is a population that can't afford to use public transportation, and that it's a very vulnerable population that we wanted to make sure we reached,\" said Christina O'Claire, a manager with King County Metro Transit, which runs the \u003ca href=\"https://kingcounty.gov/depts/transportation/metro/fares-orca/orca-cards/lift.aspx\" rel=\"noopener\" target=\"_blank\">ORCA LIFT\u003c/a> low-income discount program.\u003c/p>\n\u003cp>It sounds obvious, but what King County has done is pretty unique: They cut the base fares for single rides and passes on all forms of transit in the county by about half, and partnered with other social service agencies to enroll people when they pick up food stamps or go to the doctor. So far they've signed up about 70,000 people.\u003c/p>\n\u003cp>In California, many transit agencies offer discounts to students, seniors or the disabled, but there are very few programs for low-income people who don't fit into those groups.\u003c/p>\n\u003cp>There are some exceptions, though none as comprehensive or deeply discounted as Seattle's. The Los Angeles County Metropolitan Transportation Authority offers about a 20 percent discount on its monthly pass and is working on allowing users to pay in weekly installments, instead of $76 on the first of the month.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency offers steeply discounted bus passes for $38 a month. In coming months, three more Bay Area transit agencies will join a \u003ca href=\"https://blog.bayareametro.gov/posts/523-mtc-meeting-wrap-commission-offers-support-proposed-bart-tod-policy-approves-pilot-program\" rel=\"noopener\" target=\"_blank\">pilot program\u003c/a> with at least 20 percent off fares on Bay Area Rapid Transit, Caltrain and Golden Gate Transit.\u003c/p>\n\u003cp>\u003cstrong>Helping With Fares Isn't the Only Answer\u003c/strong>\u003c/p>\n\u003cp>But simply addressing the dollar cost might not be enough to really help low-income people.\u003c/p>\n\u003cp>\"They also need something that can work for them in terms of time cost,\" said Marlon Boarnet, chair of the urban planning department at the University of Southern California.\u003c/p>\n\u003cp>Last year, Boarnet co-authored a \u003ca href=\"https://priceschool.usc.edu/how-transit-affects-job-seekers-first-and-last-mile-to-the-station-make-all-the-difference/\" rel=\"noopener\" target=\"_blank\">study\u003c/a> of how different modes of transportation affect access to jobs by low-income workers in San Diego County.\u003c/p>\n\u003cp>\"We found transit is not nearly as good at connecting people to the labor market as cars,\" he said.\u003c/p>\n\u003cp>Drivers had access to 30 times the number of jobs within a half-hour commute compared to those who relied on public transportation. The time disparity is particularly fraught for low-wage workers who may have odd hours, work overnight and can often be docked pay or fired for being late.\u003c/p>\n\u003cp>But the cost of owning a vehicle can be prohibitive. One s\u003ca href=\"http://www.ppic.org/content/pubs/report/R_704LRR.pdf\" rel=\"noopener\" target=\"_blank\">tudy\u003c/a> from the Public Policy Institute of California found low-income people in the San Francisco Bay Area spent about 10 times as much on transportation if they drove compared to taking transit.\u003c/p>\n\u003cp>But Boarnet found that simply shortening the time it takes people get to transit stops could improve people's job access considerably. It would be the equivalent of adding 25 percent more buses and trains throughout the public transit system.\u003c/p>\n\u003cp>\"What could help make transit a better job access tool? One answer is dockless bikes, e-bikes and scooters,\" Boarnet said.\u003c/p>\n\u003cp>\u003cstrong>Casting a Broader Safety Net\u003c/strong>\u003c/p>\n\u003cp>He believes emerging technologies can offer big benefits to low-income people who can't afford cars. But he said it's up to policymakers to ensure the services are accessible to people who need them most, like Oscar Ramos, who doesn't have a phone or a credit card.\u003c/p>\n\u003cp>Boarnet said the transportation safety net may need to be broader to include solutions to banking, smartphones and subsidies for the many private services that are filling gaps in the transportation network.\u003c/p>\n\u003cp>\"There's no one size fits all,\" said Lewis at HOPICS. \"The people that come into our office have all kinds of stories and experiences and needs, so we have to be able to do all those things.\"\u003c/p>\n\u003cp>The organization was able to give Ramos a van ride to his new housing in Long Beach. It's just one step in a long haul toward getting on his feet, but Ramos was heartened that he's further down the road to a better future.\u003c/p>\n\u003cp>\"I have five children. You don't know how much that would mean to me — to be able to have a good paying job, a house for them to come stay the night,\" he said. \"The joy would just fill my heart.\"\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"https://www.kqed.org/news/series/californiadream/\" target=\"_blank\" rel=\"noopener\">The California Dream series\u003c/a> is a statewide media collaboration of CALmatters, KPBS, KPCC, KQED and Capital Public Radio with support from the Corporation for Public Broadcasting, the James Irvine Foundation and the College Futures Foundation.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cimg class=\"aligncenter size-full wp-image-11660142\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/CADreamBanner.jpg\" alt=\"\" width=\"1867\" height=\"512\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner.jpg 1867w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-160x44.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-800x219.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-1020x280.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-1180x324.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-960x263.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-240x66.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-375x103.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/CADreamBanner-520x143.jpg 520w\" sizes=\"(max-width: 1867px) 100vw, 1867px\">\u003c/p>\n\n",
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"excerpt": "Discounted transit fares and subsidies for new shared mobility tech, like scooters and ride-share, could help low-income people stay on their feet.",
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"nprByline": "\u003cstrong>\u003ca href=\"https://www.scpr.org/about/people/staff/meghan-mccarty\">Meghan McCarty Carino\u003c/a>\u003cbr />\u003ca href=\"https://www.scpr.org/\">KPCC\u003c/a>\u003c/strong>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>While housing costs in California have skyrocketed, what is often the second biggest expense for a household is commonly overlooked and is contributing to the surge in homelessness.\u003c/p>\n\u003cp>Anti-poverty advocates have called for measures to provide low-income residents more assistance with transportation costs.\u003c/p>\n\u003cp>Access to reliable transportation is crucial to maintaining stable employment, reaching educational opportunities, caring for family and staying healthy, they said. But there is no consistent safety net to help struggling people meet that need.\u003c/p>\n\u003cp>A 2015 \u003ca href=\"http://www.equality-of-opportunity.org/images/nbhds_exec_summary.pdf\" rel=\"noopener\" target=\"_blank\">study\u003c/a> by Harvard University found access to transportation is the single biggest factor in the odds of escaping poverty and avoiding homelessness.\u003c/p>\n\u003cp>\"There are so many people that just cannot make ends meet before you even get to the concept of transportation,\" said Veronica Lewis, a director at Homeless Outreach Programs Integrated System, or HOPICS, one of the largest homeless service providers in Los Angeles. \"Honestly, it's one of the biggest barriers for some of our clients.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>That includes Oscar Ramos, formerly homeless, for whom HOPICS has recently secured temporary housing at a hotel in Long Beach. Ramos is in the process of documenting medical issues and applying for Social Security benefits, so he has regular appointments he needs to get to in downtown Los Angeles.\u003c/p>\n\u003cp>The journey from his new housing in Long Beach will take more than an hour on a train and a bus with walking in between. HOPICS provides Ramos with transit tokens as a form of temporary relief, but without the emergency assistance he has few options.\u003c/p>\n\u003cp>\"I walk,\" he said. \"I've got some new shoes and the heels are already messed up from walking so much.\"\u003c/p>\n\u003cp>\u003cstrong>Costs Quickly Add Up\u003c/strong>\u003c/p>\n\u003cp>A $1.75 L.A. Metro ticket doesn't sound like much, but taking multiple trips a day adds up quickly. A monthly pass might save Ramos money, but at $76, it would eat up a third of the assistance he gets to cover his monthly expenses.\u003c/p>\n\u003cp>\"If we don't figure out a way to increase people's access, reduce the burden of taking care of their business, getting to and fro, the problem will continue to get worse,\" Lewis said.\u003c/p>\n\u003cp>HOPICS cobbles together transportation support from a patchwork of public subsidies, but it's not enough. The nonprofit draws on its general budget to buy extra Metro tokens and run a fleet of vans, using funds it gets through foundations, the city and county that could otherwise be put to services like housing, health care and job training.\u003c/p>\n\u003cp>Lewis wants to see more coordinated efforts to strengthen the transportation safety net, not only for people like Ramos, but for low-income communities before they fall into homelessness.\u003c/p>\n\u003cp>\u003cstrong>Seattle Is Working on a Solution\u003c/strong>\u003c/p>\n\u003cp>Many advocates point to a program in the Seattle area as a model for such an approach. It's the first big city in the country to try a simple idea: Charge low-income people less to use transit.\u003c/p>\n\u003cp>\"We knew that there is a population that can't afford to use public transportation, and that it's a very vulnerable population that we wanted to make sure we reached,\" said Christina O'Claire, a manager with King County Metro Transit, which runs the \u003ca href=\"https://kingcounty.gov/depts/transportation/metro/fares-orca/orca-cards/lift.aspx\" rel=\"noopener\" target=\"_blank\">ORCA LIFT\u003c/a> low-income discount program.\u003c/p>\n\u003cp>It sounds obvious, but what King County has done is pretty unique: They cut the base fares for single rides and passes on all forms of transit in the county by about half, and partnered with other social service agencies to enroll people when they pick up food stamps or go to the doctor. So far they've signed up about 70,000 people.\u003c/p>\n\u003cp>In California, many transit agencies offer discounts to students, seniors or the disabled, but there are very few programs for low-income people who don't fit into those groups.\u003c/p>\n\u003cp>There are some exceptions, though none as comprehensive or deeply discounted as Seattle's. The Los Angeles County Metropolitan Transportation Authority offers about a 20 percent discount on its monthly pass and is working on allowing users to pay in weekly installments, instead of $76 on the first of the month.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency offers steeply discounted bus passes for $38 a month. In coming months, three more Bay Area transit agencies will join a \u003ca href=\"https://blog.bayareametro.gov/posts/523-mtc-meeting-wrap-commission-offers-support-proposed-bart-tod-policy-approves-pilot-program\" rel=\"noopener\" target=\"_blank\">pilot program\u003c/a> with at least 20 percent off fares on Bay Area Rapid Transit, Caltrain and Golden Gate Transit.\u003c/p>\n\u003cp>\u003cstrong>Helping With Fares Isn't the Only Answer\u003c/strong>\u003c/p>\n\u003cp>But simply addressing the dollar cost might not be enough to really help low-income people.\u003c/p>\n\u003cp>\"They also need something that can work for them in terms of time cost,\" said Marlon Boarnet, chair of the urban planning department at the University of Southern California.\u003c/p>\n\u003cp>Last year, Boarnet co-authored a \u003ca href=\"https://priceschool.usc.edu/how-transit-affects-job-seekers-first-and-last-mile-to-the-station-make-all-the-difference/\" rel=\"noopener\" target=\"_blank\">study\u003c/a> of how different modes of transportation affect access to jobs by low-income workers in San Diego County.\u003c/p>\n\u003cp>\"We found transit is not nearly as good at connecting people to the labor market as cars,\" he said.\u003c/p>\n\u003cp>Drivers had access to 30 times the number of jobs within a half-hour commute compared to those who relied on public transportation. The time disparity is particularly fraught for low-wage workers who may have odd hours, work overnight and can often be docked pay or fired for being late.\u003c/p>\n\u003cp>But the cost of owning a vehicle can be prohibitive. One s\u003ca href=\"http://www.ppic.org/content/pubs/report/R_704LRR.pdf\" rel=\"noopener\" target=\"_blank\">tudy\u003c/a> from the Public Policy Institute of California found low-income people in the San Francisco Bay Area spent about 10 times as much on transportation if they drove compared to taking transit.\u003c/p>\n\u003cp>But Boarnet found that simply shortening the time it takes people get to transit stops could improve people's job access considerably. It would be the equivalent of adding 25 percent more buses and trains throughout the public transit system.\u003c/p>\n\u003cp>\"What could help make transit a better job access tool? One answer is dockless bikes, e-bikes and scooters,\" Boarnet said.\u003c/p>\n\u003cp>\u003cstrong>Casting a Broader Safety Net\u003c/strong>\u003c/p>\n\u003cp>He believes emerging technologies can offer big benefits to low-income people who can't afford cars. But he said it's up to policymakers to ensure the services are accessible to people who need them most, like Oscar Ramos, who doesn't have a phone or a credit card.\u003c/p>\n\u003cp>Boarnet said the transportation safety net may need to be broader to include solutions to banking, smartphones and subsidies for the many private services that are filling gaps in the transportation network.\u003c/p>\n\u003cp>\"There's no one size fits all,\" said Lewis at HOPICS. \"The people that come into our office have all kinds of stories and experiences and needs, so we have to be able to do all those things.\"\u003c/p>\n\u003cp>The organization was able to give Ramos a van ride to his new housing in Long Beach. It's just one step in a long haul toward getting on his feet, but Ramos was heartened that he's further down the road to a better future.\u003c/p>\n\u003cp>\"I have five children. You don't know how much that would mean to me — to be able to have a good paying job, a house for them to come stay the night,\" he said. \"The joy would just fill my heart.\"\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"https://www.kqed.org/news/series/californiadream/\" target=\"_blank\" rel=\"noopener\">The California Dream series\u003c/a> is a statewide media collaboration of CALmatters, KPBS, KPCC, KQED and Capital Public Radio with support from the Corporation for Public Broadcasting, the James Irvine Foundation and the College Futures Foundation.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "BART to Get New Zoning and Development Power — If Brown Signs Bill",
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"content": "\u003cp>\u003cstrong>Updated 7:50 a.m. Wednesday\u003c/strong>\u003c/p>\n\u003cp>The state Assembly has passed \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB2923\" rel=\"noopener\" target=\"_blank\">AB 2923\u003c/a>, a fiercely debated measure that gives BART the authority to set zoning standards and approve development on agency-owned property throughout the Bay Area. \u003c/p>\n\u003cp>By a vote of 44-25 late Tuesday afternoon, the bill by Assemblymember David Chiu, D-San Francisco, now goes to Gov. Jerry Brown for his signature.\u003c/p>\n\u003cp>Under the measure, BART's own \u003ca href=\"https://www.bart.gov/about/business/tod/guidelines\" rel=\"noopener\" target=\"_blank\">transit-oriented development guidelines\u003c/a> would govern residential and mixed-used projects on property the agency currently owns within a half-mile of station entrances. Most of that property is used for parking. The bill would affect an estimated 250 acres in all.\u003c/p>\n\u003cp>The bill gives the BART board until July 2020 to formally adopt its guidelines. The affected cities would be required to bring their own zoning laws into compliance with the BART standards or allow the agency's rules to govern development on its property. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Among the key amendments from the original legislation is one that limits the height of the BART developments to one story or 15 feet above the current maximum height limits within half a mile. AB 2923 contains a sunset provision under which it would expire in 2029. \u003c/p>\n\u003cp>The Assembly vote, which was to approve the amended form of the bill passed by the state Senate last week, was preceded by a series of sharply divergent pleas: on one side, that the state needs to act urgently to relieve the housing crisis in the Bay Area and beyond; on the other, that Chiu's measure usurps local control guaranteed by the state Constitution and hands authority to an agency that has shown it's not fit to exercise it. \u003c/p>\n\u003caside class=\"alignright\">\n\u003ch4>How They Voted: AB 2923\u003c/h4>\n\u003cp>\u003cem>How Bay Area members of the Assembly voted on bill to give zoning authority to BART:\u003c/em>\u003cbr>\n \u003cbr>\n\u003cstrong>Aye:\u003c/strong> Berman, Bonta, Chiu, Chu, Grayson, Kalra, Low, Mullin, Thurmond, Ting, Wood.\u003cbr>\n \u003cbr>\n\u003cstrong>No:\u003c/strong> Baker, Frazier, Levine\u003cbr>\n \u003cbr>\n\u003cstrong>Not voting:\u003c/strong> Aguilar-Curry, Quirk\u003cbr>\n\u003c/p>\u003c/aside>\n\u003cp>Democrat Jim Frazier of Oakley and Republican Catherine Baker of Dublin both argued that BART has encountered few obstacles in getting cities to cooperate with development plans in their district and that in fact many cities they represent have done more than their share to meet state-mandated housing goals. \u003c/p>\n\u003cp>They both attacked BART in urging a no vote on the bill. Frazier pointed to what he called poor planning by the transit agency in preparing for ridership at its newly opened, and popular, Antioch station.\u003c/p>\n\u003cp>Despite \"the best local advice and statistics,\" Frazier said, \"BART's new station was opened without providing adequate parking or adequate public safety for the volume of riders we knew we would see but that they ignored.\" \u003c/p>\n\u003cp>Baker told colleagues that \"BART is drowning in its own problems\" and shouldn't be entrusted with more responsibility for housing development. \u003c/p>\n\u003cp>\"Let me tell you a little bit about the agency to which a yes vote will give control over housing,\" she said. \"Right now, BART is in the headlines for stabbings, for crimes -- they have a crime crisis.\" \u003c/p>\n\u003cp>That drew an objection from Assemblymember Tony Thurmond, D-Richmond, who asked the chair to direct her comments to the merits of the bill. The chair declined, and Baker continued with a litany of the agency's woes, including maintenance, delays in getting its new cars into service and widespread fare evasion. \u003c/p>\n\u003cp>But rebutting that view were members Tim Grayson, a Democratic former mayor of Concord, and Rob Bonta, D-Alameda.\u003c/p>\n\u003cp>“You don’t have to like BART or feel good on BART to understand that this state is facing a housing crisis,\" Grayson said. He added that while serving as a local official, he worked alongside BART when the agency sought to make capital improvements at its downtown Concord station. \u003c/p>\n\u003cp>\"They could easily have come up with their own plans and rammed it through,\" Grayson said. \"But instead, they reached out, they collaborated, they sought for advice and input from our City Council.\" \u003c/p>\n\u003cp>Bonta, pointing to a transit-oriented development at BART's Fruitvale station that has taken nearly 25 years to complete, said AB 2923 was needed to streamline housing construction. \u003c/p>\n\u003cp>“We’ve seen some great communities built around BART stations in my district, but it takes too long,\" Bonta said.\u003c/p>\n\u003cp>AB 2923 won wide support from planning, transportation and pro-development groups, who were joined by conservation-oriented organizations like Greenbelt Alliance. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Some 17 Bay Area cities registered opposition to the bill, as did the League of California Cities. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Updated 7:50 a.m. Wednesday\u003c/strong>\u003c/p>\n\u003cp>The state Assembly has passed \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB2923\" rel=\"noopener\" target=\"_blank\">AB 2923\u003c/a>, a fiercely debated measure that gives BART the authority to set zoning standards and approve development on agency-owned property throughout the Bay Area. \u003c/p>\n\u003cp>By a vote of 44-25 late Tuesday afternoon, the bill by Assemblymember David Chiu, D-San Francisco, now goes to Gov. Jerry Brown for his signature.\u003c/p>\n\u003cp>Under the measure, BART's own \u003ca href=\"https://www.bart.gov/about/business/tod/guidelines\" rel=\"noopener\" target=\"_blank\">transit-oriented development guidelines\u003c/a> would govern residential and mixed-used projects on property the agency currently owns within a half-mile of station entrances. Most of that property is used for parking. The bill would affect an estimated 250 acres in all.\u003c/p>\n\u003cp>The bill gives the BART board until July 2020 to formally adopt its guidelines. The affected cities would be required to bring their own zoning laws into compliance with the BART standards or allow the agency's rules to govern development on its property. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Among the key amendments from the original legislation is one that limits the height of the BART developments to one story or 15 feet above the current maximum height limits within half a mile. AB 2923 contains a sunset provision under which it would expire in 2029. \u003c/p>\n\u003cp>The Assembly vote, which was to approve the amended form of the bill passed by the state Senate last week, was preceded by a series of sharply divergent pleas: on one side, that the state needs to act urgently to relieve the housing crisis in the Bay Area and beyond; on the other, that Chiu's measure usurps local control guaranteed by the state Constitution and hands authority to an agency that has shown it's not fit to exercise it. \u003c/p>\n\u003caside class=\"alignright\">\n\u003ch4>How They Voted: AB 2923\u003c/h4>\n\u003cp>\u003cem>How Bay Area members of the Assembly voted on bill to give zoning authority to BART:\u003c/em>\u003cbr>\n \u003cbr>\n\u003cstrong>Aye:\u003c/strong> Berman, Bonta, Chiu, Chu, Grayson, Kalra, Low, Mullin, Thurmond, Ting, Wood.\u003cbr>\n \u003cbr>\n\u003cstrong>No:\u003c/strong> Baker, Frazier, Levine\u003cbr>\n \u003cbr>\n\u003cstrong>Not voting:\u003c/strong> Aguilar-Curry, Quirk\u003cbr>\n\u003c/p>\u003c/aside>\n\u003cp>Democrat Jim Frazier of Oakley and Republican Catherine Baker of Dublin both argued that BART has encountered few obstacles in getting cities to cooperate with development plans in their district and that in fact many cities they represent have done more than their share to meet state-mandated housing goals. \u003c/p>\n\u003cp>They both attacked BART in urging a no vote on the bill. Frazier pointed to what he called poor planning by the transit agency in preparing for ridership at its newly opened, and popular, Antioch station.\u003c/p>\n\u003cp>Despite \"the best local advice and statistics,\" Frazier said, \"BART's new station was opened without providing adequate parking or adequate public safety for the volume of riders we knew we would see but that they ignored.\" \u003c/p>\n\u003cp>Baker told colleagues that \"BART is drowning in its own problems\" and shouldn't be entrusted with more responsibility for housing development. \u003c/p>\n\u003cp>\"Let me tell you a little bit about the agency to which a yes vote will give control over housing,\" she said. \"Right now, BART is in the headlines for stabbings, for crimes -- they have a crime crisis.\" \u003c/p>\n\u003cp>That drew an objection from Assemblymember Tony Thurmond, D-Richmond, who asked the chair to direct her comments to the merits of the bill. The chair declined, and Baker continued with a litany of the agency's woes, including maintenance, delays in getting its new cars into service and widespread fare evasion. \u003c/p>\n\u003cp>But rebutting that view were members Tim Grayson, a Democratic former mayor of Concord, and Rob Bonta, D-Alameda.\u003c/p>\n\u003cp>“You don’t have to like BART or feel good on BART to understand that this state is facing a housing crisis,\" Grayson said. He added that while serving as a local official, he worked alongside BART when the agency sought to make capital improvements at its downtown Concord station. \u003c/p>\n\u003cp>\"They could easily have come up with their own plans and rammed it through,\" Grayson said. \"But instead, they reached out, they collaborated, they sought for advice and input from our City Council.\" \u003c/p>\n\u003cp>Bonta, pointing to a transit-oriented development at BART's Fruitvale station that has taken nearly 25 years to complete, said AB 2923 was needed to streamline housing construction. \u003c/p>\n\u003cp>“We’ve seen some great communities built around BART stations in my district, but it takes too long,\" Bonta said.\u003c/p>\n\u003cp>AB 2923 won wide support from planning, transportation and pro-development groups, who were joined by conservation-oriented organizations like Greenbelt Alliance. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Some 17 Bay Area cities registered opposition to the bill, as did the League of California Cities. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Update 2:15 p.m. Monday:\u003c/strong> BART says its crews were successful in replacing a switch on its eBART line, between Pittsburg-Bay Point and Antioch. The agency says service has returned to normal.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> BART and its eastern Contra Costa County patrons are suffering through a major service disruption on the brand-new eBART line.\u003c/p>\n\u003cp>The transit agency says the problem involves a track switch near the Pittsburg Center Station.\u003c/p>\n\u003cp>Pittsburg Center is midway between Antioch, eBART's eastern terminus, and Pittsburg-Bay Point, where passengers transfer to BART's main line through Contra Costa County to Oakland and on to San Francisco. The agency inaugurated the $520 million line on May 25.\u003c/p>\n\u003cp>BART said the switching problem was reported at 5 a.m.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Early morning commuters reported soon afterward via Twitter that it was taking nearly an hour to get from Antioch to Pittsburg-Bay Point, a trip that normally takes 14 minutes.\u003c/p>\n\u003cp>BART spokesman Jim Allison said in a recorded announcement that as of 10:30 a.m., westbound travelers were still facing delays of 20 to 30 minutes.\u003c/p>\n\u003cp>He said crews were at work replacing the switching equipment, but had no estimate for when normal service would be restored.\u003c/p>\n\u003cp>The eBART breakdown was just one of several equipment issues that slowed travel on the system Monday morning. At midmorning, the agency reported 20-minute delays in all directions on the South Fremont-Warm Springs line because of an equipment problem near the South Hayward Station.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Other delays included one of 10 minutes, between Daly City and Dublin-Pleasanton because of an equipment problem at Daly City; and another of 10 minutes, between downtown San Francisco and Millbrae and San Francisco International Airport because of police activity.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update 2:15 p.m. Monday:\u003c/strong> BART says its crews were successful in replacing a switch on its eBART line, between Pittsburg-Bay Point and Antioch. The agency says service has returned to normal.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> BART and its eastern Contra Costa County patrons are suffering through a major service disruption on the brand-new eBART line.\u003c/p>\n\u003cp>The transit agency says the problem involves a track switch near the Pittsburg Center Station.\u003c/p>\n\u003cp>Pittsburg Center is midway between Antioch, eBART's eastern terminus, and Pittsburg-Bay Point, where passengers transfer to BART's main line through Contra Costa County to Oakland and on to San Francisco. The agency inaugurated the $520 million line on May 25.\u003c/p>\n\u003cp>BART said the switching problem was reported at 5 a.m.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Early morning commuters reported soon afterward via Twitter that it was taking nearly an hour to get from Antioch to Pittsburg-Bay Point, a trip that normally takes 14 minutes.\u003c/p>\n\u003cp>BART spokesman Jim Allison said in a recorded announcement that as of 10:30 a.m., westbound travelers were still facing delays of 20 to 30 minutes.\u003c/p>\n\u003cp>He said crews were at work replacing the switching equipment, but had no estimate for when normal service would be restored.\u003c/p>\n\u003cp>The eBART breakdown was just one of several equipment issues that slowed travel on the system Monday morning. At midmorning, the agency reported 20-minute delays in all directions on the South Fremont-Warm Springs line because of an equipment problem near the South Hayward Station.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Other delays included one of 10 minutes, between Daly City and Dublin-Pleasanton because of an equipment problem at Daly City; and another of 10 minutes, between downtown San Francisco and Millbrae and San Francisco International Airport because of police activity.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The Twin Peaks Tunnel reopened on Saturday in San Francisco. The tunnel, which connects Muni riders from the Castro Station to the West Portal station, has been closed for two months due to renovations. Outside, residents were excited to see the trains up and running again.\u003c/p>\n\u003cp>\"It doubled my commute when they were doing the construction,\" said Denise Hum, who lives near the West Portal station. \"It went from, like, 20 minutes to about 45 depending on the day, so the tunnel reopening is great.\"\u003c/p>\n\u003cp>Since renovations on the tunnel began back in June, riders of the K, L and M-line trains have been forced to take shuttle buses between the two stations, or seek other forms of transportation. But a shortage of bus operators resulted in major service gaps and long delays.\u003c/p>\n\u003cp>San Francisco Municipal Transit Authority spokesman Paul Rose said now that the projects are complete, operators can return to their normal routes around the city.\u003c/p>\n\u003cp>\"So that means about 70 operators going back into service and filling some of those runs that were previously unfilled during the construction process,\" he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Rose also said with that between the finished renovation and the new Muni trains, riders can expect a faster, quieter ride.\u003c/p>\n\u003cp>Richard Ullman, who was riding the L-train to the San Francisco Giants game, says the ride on Muni is much better than it was when he used to live in the city.\u003c/p>\n\u003cp>\"Mass transit is the only way to go in San Francisco,\" Ullman said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>During the renovation project \u003ca href=\"https://www.kqed.org/news/11686567/worker-dies-after-twin-peaks-tunnel-project-construction-accident\" target=\"_blank\" rel=\"noopener\">a worker died\u003c/a> after \u003ca href=\"https://www.kqed.org/news/11686976/muni-chief-downplays-safety-concerns-in-sf-tunnel-project-after-worker-death\" target=\"_blank\" rel=\"noopener\">a construction accident\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Twin Peaks Tunnel reopened on Saturday in San Francisco. The tunnel, which connects Muni riders from the Castro Station to the West Portal station, has been closed for two months due to renovations. Outside, residents were excited to see the trains up and running again.\u003c/p>\n\u003cp>\"It doubled my commute when they were doing the construction,\" said Denise Hum, who lives near the West Portal station. \"It went from, like, 20 minutes to about 45 depending on the day, so the tunnel reopening is great.\"\u003c/p>\n\u003cp>Since renovations on the tunnel began back in June, riders of the K, L and M-line trains have been forced to take shuttle buses between the two stations, or seek other forms of transportation. But a shortage of bus operators resulted in major service gaps and long delays.\u003c/p>\n\u003cp>San Francisco Municipal Transit Authority spokesman Paul Rose said now that the projects are complete, operators can return to their normal routes around the city.\u003c/p>\n\u003cp>\"So that means about 70 operators going back into service and filling some of those runs that were previously unfilled during the construction process,\" he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Rose also said with that between the finished renovation and the new Muni trains, riders can expect a faster, quieter ride.\u003c/p>\n\u003cp>Richard Ullman, who was riding the L-train to the San Francisco Giants game, says the ride on Muni is much better than it was when he used to live in the city.\u003c/p>\n\u003cp>\"Mass transit is the only way to go in San Francisco,\" Ullman said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>During the renovation project \u003ca href=\"https://www.kqed.org/news/11686567/worker-dies-after-twin-peaks-tunnel-project-construction-accident\" target=\"_blank\" rel=\"noopener\">a worker died\u003c/a> after \u003ca href=\"https://www.kqed.org/news/11686976/muni-chief-downplays-safety-concerns-in-sf-tunnel-project-after-worker-death\" target=\"_blank\" rel=\"noopener\">a construction accident\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "As Gig Companies Beg for Relief From Pro-labor Supreme Court Ruling, the Lobbying Is Fast and Furious",
"title": "As Gig Companies Beg for Relief From Pro-labor Supreme Court Ruling, the Lobbying Is Fast and Furious",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>For four years, Edhuar Arellano has left his house at 7 a.m. on weekdays to drive customers around the Bay Area for Lyft and Uber. Most days, he doesn’t get home to Santa Clara until 11 p.m. On weekends, he delivers pizzas to make ends meet.\u003c/p>\n\u003cp>Like a lot of drivers plugging in to ride-hailing apps for work, he likes the flexibility the gig economy has offered. But given the choice, Arellano says he wishes he could just become an employee. That would get him paid vacation, benefits, overtime, his own health insurance and perhaps more say over his working conditions.\u003c/p>\n\u003cp>“We need to accept whatever they want,” said the 55-year-old father of two grown children. “I can’t control anything.”\u003c/p>\n\u003cp>That quandary is behind a ferocious battle quietly playing out in the Capitol in the final days of the legislative session, which ends Aug. 31. Lobbyists for ride-hailing companies and the California Chamber of Commerce are scrambling to delay until next year (and the next governor’s administration) a far-reaching California Supreme Court decision that could grant Arellano’s wish — and, \u003ca href=\"https://www.sacbee.com/opinion/op-ed/soapbox/article216475550.html\" rel=\"noopener\" target=\"_blank\">businesses fear\u003c/a>, undermine the entire gig economy.\u003c/p>\n\u003cp>The \u003ca href=\"https://law.justia.com/cases/california/supreme-court/2018/s222732.html\" rel=\"noopener\" target=\"_blank\">April ruling\u003c/a>, involving the nationwide delivery company Dynamex Operations West Inc. and its contract drivers, established a new test for enforcement of California wage laws, and made it much harder for companies in California to claim that independent contractors are not actually employees.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Though the ruling only applies to California, the state’s labor force is so huge that it has already had national impact. Shortly after the decision, U.S. Sen. Bernie Sanders of Vermont introduced \u003ca href=\"https://www.sanders.senate.gov/download/workplace-democracy-act-2018?inline=file\" rel=\"noopener\" target=\"_blank\">a bill\u003c/a> to make a version of California’s new rule the federal standard, a move that only added urgency to employers’ calls for state lawmakers to hit the pause button on implementing the ruling.\u003c/p>\n\u003cp>“Businesses are very concerned. The key is who’s going to be sued here in the near future,” said Allan Zaremberg, president of the California Chamber, which represents 50,000 businesses.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://e.infogram.com/d3482afb-4cce-4719-9ee0-195a3f5eed9c?src=embed\" title=\"Who are the gig workers?\" height=\"800\" scrolling=\"no\" frameborder=\"0\" style=\"border:none;\" allowfullscreen=\"allowfullscreen\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>They should be, says labor leader Caitlin Vega, who has been similarly lobbying Capitol Democrats to refrain from meddling and let the Supreme Court decision move forward.\u003c/p>\n\u003cp>“Companies have made so much money already at the expense of workers,” Vega, the legislative director of the California Labor Federation, said Tuesday during a harried break between Capitol meetings. “We really see the Dynamex decision as core to rebuilding the middle class.”\u003c/p>\n\u003cp>State and federal labor laws give employees a wide range of worker protections, from overtime pay and minimum wages to the right to unionize. But those rights don’t extend to independent contractors, whose ranks have grown dramatically in the gig economy.\u003c/p>\n\u003cp>Apps such as Uber, TaskRabbit and DoorDash, which match customers and services online and in real time, have given workers an unprecedented ability to freelance but they also have blurred traditional employer-employee relationships and, labor advocates say, invited exploitation.\u003c/p>\n\u003cp>Some 2 million people, from Lyft drivers to construction workers, consider themselves independent contractors in California. In 2017, according to \u003ca href=\"https://www.bls.gov/opub/ted/2018/independent-contractors-made-up-6-point-9-percent-of-employment-in-may-2017.htm#tab-2\" rel=\"noopener\" target=\"_blank\">the Bureau of Labor Statistics\u003c/a>, about one-in-14 workers was an independent contractor nationally.\u003c/p>\n\u003cp>If state lawmakers don’t rewrite the law or stall its implementation for a few months, as businesses want — which the Legislature can legally do, though the clock is ticking — the Dynamex decision will subject businesses in California to a standard that is tougher than the federal government’s or most states’.\u003c/p>\n\u003cp>Known as the “ABC test,” the standard requires companies to prove that people working for them as independent contractors are:\u003c/p>\n\u003cul>\n\u003cli>A) Free from the company’s control when they’re on the job;\u003c/li>\n\u003cli>B) Doing work that falls outside the company’s normal business;\u003c/li>\n\u003cli>C) And operating an independent business or trade beyond the job for which they were hired.\u003c/li>\n\u003c/ul>\n\u003cp>That’s a high bar for the many companies whose bottom lines have depended on large numbers of contractors to deliver a particular service. According to the business lobby, in the months since the Dynamex decision, law firms have received 1,200 demands for arbitration and 17 class action lawsuits.\u003c/p>\n\u003cp>Last month, business leaders \u003ca href=\"https://www.theepochtimes.com/gig-firms-ask-california-to-rescue-them-from-court-ruling_2616920.html\" rel=\"noopener\" target=\"_blank\">sent a letter\u003c/a> to members of Gov. Jerry Brown’s administration, warning that the new test would “decimate businesses,” and urging the governor and Legislature to suspend and then limit the court’s ruling to only workers involved in the Dynamex case. The letter also asked that the decision not apply to other contractors for the next two years.\u003c/p>\n\u003cp>Not all those contractors are in tech, Chamber head Zaremberg points out. Emergency room doctors and accountants, for example, could also be impacted. Emergency hospitals and trauma centers contract their doctors through medical groups, and doctors generally work at a combination of hospitals and community clinics.\u003c/p>\n\u003cp>Dr. Aimee Mullen, president of the California chapter of American College of Emergency Physicians, confirms that ER doctors are among those uncertain about their contractor status.\u003c/p>\n\u003cp>“A lot of our members use that model. It’s choice. They like flexibility. They like working at multiple hospitals,” Mullen said.\u003c/p>\n\u003cp>The California Labor Federation’s Vega contends that, disruptive though it may be, the Dynamex ruling is the right one, particularly on worker exploitation. The core group affected tends to be low-income and immigrant workers, she said.\u003c/p>\n\u003cp>“The Dynamex decision was a victory for working people — truck drivers who are cheated out of wages, warehouse workers forced to risk their health and gig economy workers who want to be treated with dignity and respect,” \u003ca href=\"https://www.sacbee.com/opinion/op-ed/soapbox/article216805820.html\" rel=\"noopener\" target=\"_blank\">Vega wrote\u003c/a> in a Sacramento Bee op-ed.\u003c/p>\n\u003cp>Some workers see room for hybrid solutions. Edward Escobar, a San Francisco ride-hail driver of four years and founder of the Alliance for Independent Workers, a group formed by drivers three years ago, says he has seen a big decrease in how much these companies compensate drivers without a commensurate increase in control over working conditions.\u003c/p>\n\u003cp>Escobar believes gig companies are trying to have it both ways, and should give their workers either true independence or full employment. His proposal: Let workers choose their own classification, with wage and benefit protection for those who choose to be employees, and more control for contractors over which rides to take and what prices to set.\u003c/p>\n\u003cp>“These tech titans have been taking advantage of these gray areas,” Escobar said.\u003c/p>\n\u003cp>Assembly Speaker Anthony Rendon (D-Paramount) said earlier this month that while the Legislature is eager to delve into workforce issues, leaders do not have adequate time to act on it before the session ends next week.\u003c/p>\n\u003cp>“The Dynamex decision strikes at the core of what the future of work looks like in our society,” Rendon said in a statement. “From the decline of union membership to court rulings like the Janus decision, we’ve seen the continual erosion of workers’ rights. If the Legislature is to take action, we must do so thoughtfully with that in mind. That will not happen in the last three weeks of the legislative session.”\u003c/p>\n\u003cp>Nor are the stakes likely to be lowered for workers like Arellano.\u003c/p>\n\u003cp>“If I don’t work, I have no money,” said the Lyft and Uber driver. “Everything is so expensive in Santa Clara and the Bay Area.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"https://calmatters.org/\" rel=\"noopener\" target=\"_blank\">CALmatters.org\u003c/a> is a nonprofit, nonpartisan media venture explaining California’s policies and politics.\u003c/em>\u003c/p>\n\n",
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"excerpt": "Lobbyists for ride-hailing companies and the California Chamber of Commerce are scrambling to delay until next year a far-reaching California Supreme Court decision that businesses fear could undermine the entire gig economy.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>For four years, Edhuar Arellano has left his house at 7 a.m. on weekdays to drive customers around the Bay Area for Lyft and Uber. Most days, he doesn’t get home to Santa Clara until 11 p.m. On weekends, he delivers pizzas to make ends meet.\u003c/p>\n\u003cp>Like a lot of drivers plugging in to ride-hailing apps for work, he likes the flexibility the gig economy has offered. But given the choice, Arellano says he wishes he could just become an employee. That would get him paid vacation, benefits, overtime, his own health insurance and perhaps more say over his working conditions.\u003c/p>\n\u003cp>“We need to accept whatever they want,” said the 55-year-old father of two grown children. “I can’t control anything.”\u003c/p>\n\u003cp>That quandary is behind a ferocious battle quietly playing out in the Capitol in the final days of the legislative session, which ends Aug. 31. Lobbyists for ride-hailing companies and the California Chamber of Commerce are scrambling to delay until next year (and the next governor’s administration) a far-reaching California Supreme Court decision that could grant Arellano’s wish — and, \u003ca href=\"https://www.sacbee.com/opinion/op-ed/soapbox/article216475550.html\" rel=\"noopener\" target=\"_blank\">businesses fear\u003c/a>, undermine the entire gig economy.\u003c/p>\n\u003cp>The \u003ca href=\"https://law.justia.com/cases/california/supreme-court/2018/s222732.html\" rel=\"noopener\" target=\"_blank\">April ruling\u003c/a>, involving the nationwide delivery company Dynamex Operations West Inc. and its contract drivers, established a new test for enforcement of California wage laws, and made it much harder for companies in California to claim that independent contractors are not actually employees.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Though the ruling only applies to California, the state’s labor force is so huge that it has already had national impact. Shortly after the decision, U.S. Sen. Bernie Sanders of Vermont introduced \u003ca href=\"https://www.sanders.senate.gov/download/workplace-democracy-act-2018?inline=file\" rel=\"noopener\" target=\"_blank\">a bill\u003c/a> to make a version of California’s new rule the federal standard, a move that only added urgency to employers’ calls for state lawmakers to hit the pause button on implementing the ruling.\u003c/p>\n\u003cp>“Businesses are very concerned. The key is who’s going to be sued here in the near future,” said Allan Zaremberg, president of the California Chamber, which represents 50,000 businesses.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://e.infogram.com/d3482afb-4cce-4719-9ee0-195a3f5eed9c?src=embed\" title=\"Who are the gig workers?\" height=\"800\" scrolling=\"no\" frameborder=\"0\" style=\"border:none;\" allowfullscreen=\"allowfullscreen\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>They should be, says labor leader Caitlin Vega, who has been similarly lobbying Capitol Democrats to refrain from meddling and let the Supreme Court decision move forward.\u003c/p>\n\u003cp>“Companies have made so much money already at the expense of workers,” Vega, the legislative director of the California Labor Federation, said Tuesday during a harried break between Capitol meetings. “We really see the Dynamex decision as core to rebuilding the middle class.”\u003c/p>\n\u003cp>State and federal labor laws give employees a wide range of worker protections, from overtime pay and minimum wages to the right to unionize. But those rights don’t extend to independent contractors, whose ranks have grown dramatically in the gig economy.\u003c/p>\n\u003cp>Apps such as Uber, TaskRabbit and DoorDash, which match customers and services online and in real time, have given workers an unprecedented ability to freelance but they also have blurred traditional employer-employee relationships and, labor advocates say, invited exploitation.\u003c/p>\n\u003cp>Some 2 million people, from Lyft drivers to construction workers, consider themselves independent contractors in California. In 2017, according to \u003ca href=\"https://www.bls.gov/opub/ted/2018/independent-contractors-made-up-6-point-9-percent-of-employment-in-may-2017.htm#tab-2\" rel=\"noopener\" target=\"_blank\">the Bureau of Labor Statistics\u003c/a>, about one-in-14 workers was an independent contractor nationally.\u003c/p>\n\u003cp>If state lawmakers don’t rewrite the law or stall its implementation for a few months, as businesses want — which the Legislature can legally do, though the clock is ticking — the Dynamex decision will subject businesses in California to a standard that is tougher than the federal government’s or most states’.\u003c/p>\n\u003cp>Known as the “ABC test,” the standard requires companies to prove that people working for them as independent contractors are:\u003c/p>\n\u003cul>\n\u003cli>A) Free from the company’s control when they’re on the job;\u003c/li>\n\u003cli>B) Doing work that falls outside the company’s normal business;\u003c/li>\n\u003cli>C) And operating an independent business or trade beyond the job for which they were hired.\u003c/li>\n\u003c/ul>\n\u003cp>That’s a high bar for the many companies whose bottom lines have depended on large numbers of contractors to deliver a particular service. According to the business lobby, in the months since the Dynamex decision, law firms have received 1,200 demands for arbitration and 17 class action lawsuits.\u003c/p>\n\u003cp>Last month, business leaders \u003ca href=\"https://www.theepochtimes.com/gig-firms-ask-california-to-rescue-them-from-court-ruling_2616920.html\" rel=\"noopener\" target=\"_blank\">sent a letter\u003c/a> to members of Gov. Jerry Brown’s administration, warning that the new test would “decimate businesses,” and urging the governor and Legislature to suspend and then limit the court’s ruling to only workers involved in the Dynamex case. The letter also asked that the decision not apply to other contractors for the next two years.\u003c/p>\n\u003cp>Not all those contractors are in tech, Chamber head Zaremberg points out. Emergency room doctors and accountants, for example, could also be impacted. Emergency hospitals and trauma centers contract their doctors through medical groups, and doctors generally work at a combination of hospitals and community clinics.\u003c/p>\n\u003cp>Dr. Aimee Mullen, president of the California chapter of American College of Emergency Physicians, confirms that ER doctors are among those uncertain about their contractor status.\u003c/p>\n\u003cp>“A lot of our members use that model. It’s choice. They like flexibility. They like working at multiple hospitals,” Mullen said.\u003c/p>\n\u003cp>The California Labor Federation’s Vega contends that, disruptive though it may be, the Dynamex ruling is the right one, particularly on worker exploitation. The core group affected tends to be low-income and immigrant workers, she said.\u003c/p>\n\u003cp>“The Dynamex decision was a victory for working people — truck drivers who are cheated out of wages, warehouse workers forced to risk their health and gig economy workers who want to be treated with dignity and respect,” \u003ca href=\"https://www.sacbee.com/opinion/op-ed/soapbox/article216805820.html\" rel=\"noopener\" target=\"_blank\">Vega wrote\u003c/a> in a Sacramento Bee op-ed.\u003c/p>\n\u003cp>Some workers see room for hybrid solutions. Edward Escobar, a San Francisco ride-hail driver of four years and founder of the Alliance for Independent Workers, a group formed by drivers three years ago, says he has seen a big decrease in how much these companies compensate drivers without a commensurate increase in control over working conditions.\u003c/p>\n\u003cp>Escobar believes gig companies are trying to have it both ways, and should give their workers either true independence or full employment. His proposal: Let workers choose their own classification, with wage and benefit protection for those who choose to be employees, and more control for contractors over which rides to take and what prices to set.\u003c/p>\n\u003cp>“These tech titans have been taking advantage of these gray areas,” Escobar said.\u003c/p>\n\u003cp>Assembly Speaker Anthony Rendon (D-Paramount) said earlier this month that while the Legislature is eager to delve into workforce issues, leaders do not have adequate time to act on it before the session ends next week.\u003c/p>\n\u003cp>“The Dynamex decision strikes at the core of what the future of work looks like in our society,” Rendon said in a statement. “From the decline of union membership to court rulings like the Janus decision, we’ve seen the continual erosion of workers’ rights. If the Legislature is to take action, we must do so thoughtfully with that in mind. That will not happen in the last three weeks of the legislative session.”\u003c/p>\n\u003cp>Nor are the stakes likely to be lowered for workers like Arellano.\u003c/p>\n\u003cp>“If I don’t work, I have no money,” said the Lyft and Uber driver. “Everything is so expensive in Santa Clara and the Bay Area.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Five months after Uber reached a settlement agreement in a class-action lawsuit filed by women and people of color who worked there as engineers, new details are emerging about the terms of the deal. The plaintiffs, both current and former employees, say they were subjected to harassment and discrimination at Uber.\u003c/p>\n\u003cp>It’s the latest development for a company that has come under fire for its workplace culture in recent years. Uber has seen \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/06/531806891/uber-fires-20-employees-after-sexual-harassment-claim-investigation\">the firing of at least 20 employees\u003c/a> over sexual harassment allegations and the \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/21/533754816/uber-founder-resigns-under-pressure-as-ceo-published-report-says\">departure of its CEO\u003c/a>.\u003c/p>\n\u003cp>The details of the $10 million settlement have not yet received final approval from a federal judge — a session scheduled for Nov. 6. The deal was announced in March and granted preliminary approval by a judge in April, according to a court filing from the settlement administrator.\u003c/p>\n\u003cp>Fifty-six people are set to receive an average payout of nearly $34,000 because they filed specific claims of “incidents of discrimination, harassment, and/or hostile work environment and connecting their experiences to their race, national origin or gender,” court documents state.\u003c/p>\n\u003cp>The amount will be determined using a scoring process, which takes into account the nature of the reported harassment, whom the offender is, whether there was a witness or other documentation and the impact of the harassment on the victim.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>A larger group of 483 people will be paid an average of nearly $11,000 because of other discrimination claims, according to the documents. The original lawsuit was filed by two Latina engineers, Roxana del Toro Lopez and Ana Medina, who say they were systematically discriminated against because of their gender and ethnic background.\u003c/p>\n\u003cp>Court filings say 487 class members were contacted about participating in the case. Nobody objected, and two opted out. The terms of the deal were reported Tuesday \u003ca href=\"https://www.bloomberg.com/news/articles/2018-08-21/uber-harassment-settlement-56-workers-to-split-1-9-million\">by Bloomberg\u003c/a>.\u003c/p>\n\u003cp>“We agree with the plaintiff’s motion which states that ‘the class has responded extremely favorably to the settlement’ with amounts that are ‘fair, reasonable, and adequate,’ ” Uber said in a statement to NPR.\u003c/p>\n\u003cp>Uber has stressed that it is working to change. The company says it is taking actions on the issues highlighted by this lawsuit, including putting in place a new salary and equity structure and changing the performance review process.\u003c/p>\n\u003cp>“Moving forward, it’s time to move in a new direction,” CEO Dara Khosrowshahi said in a recent \u003ca href=\"https://www.youtube.com/watch?v=WMZyw5lPKgE\">TV commercial\u003c/a>. “This begins with new leadership and a new culture. … One of our core values as a company is to always to the right thing. And if there are times when we fall short, we commit to being open, taking responsibility for the problem and fixing it.”\u003c/p>\n\u003cp>Last year, the company conducted an investigation into more than 200 complaints of sexual harassment and workplace misconduct, as \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/06/531806891/uber-fires-20-employees-after-sexual-harassment-claim-investigation\">NPR’s Yuki Noguchi reported\u003c/a>. The 20 employees it fired included senior executives.\u003c/p>\n\u003cp>That investigation received attention, Noguchi said, “in part because Silicon Valley already has a reputation for attracting and catering to male tech talent, but not to women. So, in a way, Uber is a test case for how serious the tech industry is about fixing its gender-diversity problems.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Months before the investigation concluded, a former Uber engineer named Susan Fowler \u003ca href=\"https://www.susanjfowler.com/blog/2017/2/19/reflecting-on-one-very-strange-year-at-uber\">published a blog post\u003c/a> saying her new manager had propositioned her for sex the day she joined his team. When she went to report the situation to human resources, she says she was told that “they wouldn’t feel comfortable giving him anything other than a warning and a stern talking-to.” \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Details+Of+Uber+Harassment+Settlement+Released&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Five months after Uber reached a settlement agreement in a class-action lawsuit filed by women and people of color who worked there as engineers, new details are emerging about the terms of the deal. The plaintiffs, both current and former employees, say they were subjected to harassment and discrimination at Uber.\u003c/p>\n\u003cp>It’s the latest development for a company that has come under fire for its workplace culture in recent years. Uber has seen \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/06/531806891/uber-fires-20-employees-after-sexual-harassment-claim-investigation\">the firing of at least 20 employees\u003c/a> over sexual harassment allegations and the \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/21/533754816/uber-founder-resigns-under-pressure-as-ceo-published-report-says\">departure of its CEO\u003c/a>.\u003c/p>\n\u003cp>The details of the $10 million settlement have not yet received final approval from a federal judge — a session scheduled for Nov. 6. The deal was announced in March and granted preliminary approval by a judge in April, according to a court filing from the settlement administrator.\u003c/p>\n\u003cp>Fifty-six people are set to receive an average payout of nearly $34,000 because they filed specific claims of “incidents of discrimination, harassment, and/or hostile work environment and connecting their experiences to their race, national origin or gender,” court documents state.\u003c/p>\n\u003cp>The amount will be determined using a scoring process, which takes into account the nature of the reported harassment, whom the offender is, whether there was a witness or other documentation and the impact of the harassment on the victim.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>A larger group of 483 people will be paid an average of nearly $11,000 because of other discrimination claims, according to the documents. The original lawsuit was filed by two Latina engineers, Roxana del Toro Lopez and Ana Medina, who say they were systematically discriminated against because of their gender and ethnic background.\u003c/p>\n\u003cp>Court filings say 487 class members were contacted about participating in the case. Nobody objected, and two opted out. The terms of the deal were reported Tuesday \u003ca href=\"https://www.bloomberg.com/news/articles/2018-08-21/uber-harassment-settlement-56-workers-to-split-1-9-million\">by Bloomberg\u003c/a>.\u003c/p>\n\u003cp>“We agree with the plaintiff’s motion which states that ‘the class has responded extremely favorably to the settlement’ with amounts that are ‘fair, reasonable, and adequate,’ ” Uber said in a statement to NPR.\u003c/p>\n\u003cp>Uber has stressed that it is working to change. The company says it is taking actions on the issues highlighted by this lawsuit, including putting in place a new salary and equity structure and changing the performance review process.\u003c/p>\n\u003cp>“Moving forward, it’s time to move in a new direction,” CEO Dara Khosrowshahi said in a recent \u003ca href=\"https://www.youtube.com/watch?v=WMZyw5lPKgE\">TV commercial\u003c/a>. “This begins with new leadership and a new culture. … One of our core values as a company is to always to the right thing. And if there are times when we fall short, we commit to being open, taking responsibility for the problem and fixing it.”\u003c/p>\n\u003cp>Last year, the company conducted an investigation into more than 200 complaints of sexual harassment and workplace misconduct, as \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/06/531806891/uber-fires-20-employees-after-sexual-harassment-claim-investigation\">NPR’s Yuki Noguchi reported\u003c/a>. The 20 employees it fired included senior executives.\u003c/p>\n\u003cp>That investigation received attention, Noguchi said, “in part because Silicon Valley already has a reputation for attracting and catering to male tech talent, but not to women. So, in a way, Uber is a test case for how serious the tech industry is about fixing its gender-diversity problems.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Months before the investigation concluded, a former Uber engineer named Susan Fowler \u003ca href=\"https://www.susanjfowler.com/blog/2017/2/19/reflecting-on-one-very-strange-year-at-uber\">published a blog post\u003c/a> saying her new manager had propositioned her for sex the day she joined his team. When she went to report the situation to human resources, she says she was told that “they wouldn’t feel comfortable giving him anything other than a warning and a stern talking-to.” \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Details+Of+Uber+Harassment+Settlement+Released&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Looks for Solutions After Another Steep Drop in Weekend Ridership",
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"content": "\u003cp>BART is considering strategies for improving its night and weekend ridership, which have been on a downward spiral for the past three years.\u003c/p>\n\u003cp>The agency's \u003ca href=\"http://www.bart.gov/about/reports/ridership\" target=\"_blank\" rel=\"noopener\">ridership reports\u003c/a> show weekend patronage fell for the third straight year in the fiscal year ending June 30 -- 6.2 percent on Saturdays and 5.1 percent on Sundays.\u003c/p>\n\u003cp>That weekend decline slowed a little from the previous year, when Saturdays dropped 6.6 percent and Sundays 7.2 percent.\u003c/p>\n\u003cp>Weekday ridership also fell, declining 1.9 percent to about 415,000 passengers a day. BART says weekday peak hour ridership has held its own, though, increasing 1 percent in the past year.\u003c/p>\n\u003cp>\"We're still concerned about the fact that we're heading in a downward direction,\" said BART spokeswoman Alicia Trost. \"We want to increase ridership expressly in those off-peak periods because that's when we have capacity. We don't have a lot of capacity at the peak. So what we want to do is focus on getting more riders to ride BART at night and on the weekends.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Trost cited the public's increased reliance on rideshare services such as Lyft and Uber as one major reason for the decline.\u003c/p>\n\u003cp>\"When people are traveling as a group, it may be cheaper to get into a ride share instead of on BART,\" Trost said.\u003c/p>\n\u003cp>Trost acknowledged evening and weekend riders would like to see trains arrive more frequently than they currently do. A typical wait-time can be 20 minutes between trains at night or on the weekends.\u003c/p>\n\u003cp>But adding more service outside peak hours is hard, Trost said, in part because BART is performing critical maintenance late at night and on weekends.\u003c/p>\n\u003cp>\"We can't provide train service more frequently because we do need to focus on rebuilding the system, and we do that on the weekends when it doesn't impact so many riders,\" Trost said.\u003c/p>\n\u003cfigure id=\"attachment_11687889\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11687889\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-800x388.png\" alt=\"A screenshot from BART's BARTable website, advertising interesting places to go on BART.\" width=\"800\" height=\"388\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-800x388.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-160x78.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-1020x494.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-1200x582.png 1200w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-1920x931.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-1180x572.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-960x465.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-240x116.png 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-375x182.png 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-520x252.png 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A screenshot from the BARTable website, advertising interesting places to go on BART. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Trost said BART is trying to attract more customers outside regular weekday commute hours by marketing the advantages of public transit to leisure users. At the center of its campaign is the \u003ca href=\"https://bartable.bart.gov/\" target=\"_blank\" rel=\"noopener\">BARTable\u003c/a> website, which provides information about and discounts to BART-friendly destinations, like \u003ca href=\"https://bartable.bart.gov/featured/community-meets-academia-lake-merritts-garden\" target=\"_blank\" rel=\"noopener\">Oakland's Lake Merritt\u003c/a> and the \u003ca href=\"https://bartable.bart.gov/contests-deals/win-tickets-war-roses-cal-shakes-orinda\" target=\"_blank\" rel=\"noopener\">California Shakespeare Theater\u003c/a> in Orinda.\u003c/p>\n\u003cp>And, she added, BART is currently working on an app that would provide discounts to groups traveling to the airport.\u003c/p>\n\u003cp>\"That is directly to compete with those rideshare companies,\" Trost said, adding that BART is hoping to launch the app later this year.\u003c/p>\n\u003cp>Trost cited concerns about public safety as the other major reason for the decline in off-peak ridership.\u003c/p>\n\u003cp>She said BART is working on a safety and security action plan to address public concerns in the wake of incidents like the fatal stabbing last month of \u003ca href=\"https://www.kqed.org/news/11682006/one-killed-one-wounded-in-oakland-bart-stabbing\">Nia Wilson\u003c/a> at MacArthur Station in Oakland, and the \u003ca href=\"https://www.kqed.org/news/11424842/bart-cops-investigating-weekend-train-robbery-in-oakland\">2017 mass robbery by dozens of teens\u003c/a> at the Coliseum Station.\u003c/p>\n\u003cfigure id=\"attachment_11685026\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11685026\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/08/IMG_0565-e1533576572817-800x1067.jpg\" alt=\"\" width=\"800\" height=\"1067\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-800x1067.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-160x213.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-1020x1360.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-900x1200.jpg 900w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-1920x2560.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-1180x1573.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-960x1280.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-240x320.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-375x500.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-520x693.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A sign at the front of Acts Full Gospel Church in East Oakland, for the funeral of Nia Wilson. \u003ccite>(Sandhya Dirks )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"We are trying to get more officer presence at the stations, especially those where the data shows we need it the most,\" Trost said. \"And we're trying to give riders safety tips.\"\u003c/p>\n\u003cp>The decline in ridership on BART reflects national trends, with most big transit systems seeing similar drops.\u003c/p>\n\u003cp>\"Today, ridership declines have spread even to the country’s most transit-intensive cities,\" note the authors of the recent \u003ca href=\"https://www.apta.com/\" target=\"_blank\" rel=\"noopener\">American Public Transportation Association\u003c/a> report, \"\u003ca href=\"https://www.apta.com/resources/reportsandpublications/Documents/APTA-Understanding-Recent-Ridership-Changes.pdf\" target=\"_blank\" rel=\"noopener\">Understanding Recent Ridership Changes\u003c/a>.\"\u003c/p>\n\u003cp>\"Recent nationwide trends, like the emergence of new mobility companies and new technologies, have the potential to reform the current mobility landscape and reduce personal automobile trips. However, public transportation agencies must adapt in order to reinforce the position of public transit as an efficient mode of travel,\" according to the report.\u003c/p>\n\u003cp>Despite the decreases in ridership, people continue to rely on BART for financial and other reasons.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"Depending on the weather and how late it is, if I'm near BART, I take BART,\" said San Francisco resident Jenny Shao, who lives near the downtown area. \"Absent of owning a car, having a ride-share account, or being around people who drive, I have no other option.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART is considering strategies for improving its night and weekend ridership, which have been on a downward spiral for the past three years.\u003c/p>\n\u003cp>The agency's \u003ca href=\"http://www.bart.gov/about/reports/ridership\" target=\"_blank\" rel=\"noopener\">ridership reports\u003c/a> show weekend patronage fell for the third straight year in the fiscal year ending June 30 -- 6.2 percent on Saturdays and 5.1 percent on Sundays.\u003c/p>\n\u003cp>That weekend decline slowed a little from the previous year, when Saturdays dropped 6.6 percent and Sundays 7.2 percent.\u003c/p>\n\u003cp>Weekday ridership also fell, declining 1.9 percent to about 415,000 passengers a day. BART says weekday peak hour ridership has held its own, though, increasing 1 percent in the past year.\u003c/p>\n\u003cp>\"We're still concerned about the fact that we're heading in a downward direction,\" said BART spokeswoman Alicia Trost. \"We want to increase ridership expressly in those off-peak periods because that's when we have capacity. We don't have a lot of capacity at the peak. So what we want to do is focus on getting more riders to ride BART at night and on the weekends.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Trost cited the public's increased reliance on rideshare services such as Lyft and Uber as one major reason for the decline.\u003c/p>\n\u003cp>\"When people are traveling as a group, it may be cheaper to get into a ride share instead of on BART,\" Trost said.\u003c/p>\n\u003cp>Trost acknowledged evening and weekend riders would like to see trains arrive more frequently than they currently do. A typical wait-time can be 20 minutes between trains at night or on the weekends.\u003c/p>\n\u003cp>But adding more service outside peak hours is hard, Trost said, in part because BART is performing critical maintenance late at night and on weekends.\u003c/p>\n\u003cp>\"We can't provide train service more frequently because we do need to focus on rebuilding the system, and we do that on the weekends when it doesn't impact so many riders,\" Trost said.\u003c/p>\n\u003cfigure id=\"attachment_11687889\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11687889\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-800x388.png\" alt=\"A screenshot from BART's BARTable website, advertising interesting places to go on BART.\" width=\"800\" height=\"388\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-800x388.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-160x78.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-1020x494.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-1200x582.png 1200w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-1920x931.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-1180x572.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-960x465.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-240x116.png 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-375x182.png 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/Screen-Shot-2018-08-20-at-15.17.32-520x252.png 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A screenshot from the BARTable website, advertising interesting places to go on BART. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Trost said BART is trying to attract more customers outside regular weekday commute hours by marketing the advantages of public transit to leisure users. At the center of its campaign is the \u003ca href=\"https://bartable.bart.gov/\" target=\"_blank\" rel=\"noopener\">BARTable\u003c/a> website, which provides information about and discounts to BART-friendly destinations, like \u003ca href=\"https://bartable.bart.gov/featured/community-meets-academia-lake-merritts-garden\" target=\"_blank\" rel=\"noopener\">Oakland's Lake Merritt\u003c/a> and the \u003ca href=\"https://bartable.bart.gov/contests-deals/win-tickets-war-roses-cal-shakes-orinda\" target=\"_blank\" rel=\"noopener\">California Shakespeare Theater\u003c/a> in Orinda.\u003c/p>\n\u003cp>And, she added, BART is currently working on an app that would provide discounts to groups traveling to the airport.\u003c/p>\n\u003cp>\"That is directly to compete with those rideshare companies,\" Trost said, adding that BART is hoping to launch the app later this year.\u003c/p>\n\u003cp>Trost cited concerns about public safety as the other major reason for the decline in off-peak ridership.\u003c/p>\n\u003cp>She said BART is working on a safety and security action plan to address public concerns in the wake of incidents like the fatal stabbing last month of \u003ca href=\"https://www.kqed.org/news/11682006/one-killed-one-wounded-in-oakland-bart-stabbing\">Nia Wilson\u003c/a> at MacArthur Station in Oakland, and the \u003ca href=\"https://www.kqed.org/news/11424842/bart-cops-investigating-weekend-train-robbery-in-oakland\">2017 mass robbery by dozens of teens\u003c/a> at the Coliseum Station.\u003c/p>\n\u003cfigure id=\"attachment_11685026\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11685026\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/08/IMG_0565-e1533576572817-800x1067.jpg\" alt=\"\" width=\"800\" height=\"1067\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-800x1067.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-160x213.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-1020x1360.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-900x1200.jpg 900w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-1920x2560.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-1180x1573.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-960x1280.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-240x320.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-375x500.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/08/IMG_0565-e1533576572817-520x693.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A sign at the front of Acts Full Gospel Church in East Oakland, for the funeral of Nia Wilson. \u003ccite>(Sandhya Dirks )\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"We are trying to get more officer presence at the stations, especially those where the data shows we need it the most,\" Trost said. \"And we're trying to give riders safety tips.\"\u003c/p>\n\u003cp>The decline in ridership on BART reflects national trends, with most big transit systems seeing similar drops.\u003c/p>\n\u003cp>\"Today, ridership declines have spread even to the country’s most transit-intensive cities,\" note the authors of the recent \u003ca href=\"https://www.apta.com/\" target=\"_blank\" rel=\"noopener\">American Public Transportation Association\u003c/a> report, \"\u003ca href=\"https://www.apta.com/resources/reportsandpublications/Documents/APTA-Understanding-Recent-Ridership-Changes.pdf\" target=\"_blank\" rel=\"noopener\">Understanding Recent Ridership Changes\u003c/a>.\"\u003c/p>\n\u003cp>\"Recent nationwide trends, like the emergence of new mobility companies and new technologies, have the potential to reform the current mobility landscape and reduce personal automobile trips. However, public transportation agencies must adapt in order to reinforce the position of public transit as an efficient mode of travel,\" according to the report.\u003c/p>\n\u003cp>Despite the decreases in ridership, people continue to rely on BART for financial and other reasons.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"Depending on the weather and how late it is, if I'm near BART, I take BART,\" said San Francisco resident Jenny Shao, who lives near the downtown area. \"Absent of owning a car, having a ride-share account, or being around people who drive, I have no other option.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Attorney Says BART Murder Suspect Menaced Riders Twice in Days Before Nia Wilson Attack",
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"content": "\u003cp>A legal claim filed against BART on Friday says that murder suspect John Lee Cowell twice menaced patrons of the transit system in the days leading up to \u003ca href=\"https://www.kqed.org/news/11682006/one-killed-one-wounded-in-oakland-bart-stabbing\" rel=\"noopener\" target=\"_blank\">the fatal knife attack on Nia Wilson\u003c/a>, 18, at Oakland’s MacArthur station.\u003c/p>\n\u003cp>The claim filed by San Francisco attorney Robert Arns on behalf of Wilson’s family accuses BART of a systematic failure to protect riders from violent crime through inadequate staffing, lack of prompt action on passenger complaints, and allowing rampant fare evasion among other alleged shortcomings. The legal claim is a likely prelude to a lawsuit. \u003c/p>\n\u003cp>The claim’s most explosive allegation revolves around Cowell, 27, a Concord resident with a violent criminal history. \u003c/p>\n\u003cp>Arns’ filing says that about a week before the attack that killed Nia Wilson and seriously wounded her sister, Lahtifa, a passenger “encountered Cowell brandishing a knife in a BART train car. Fearful for her life, the rider exited the car at the next station. Upon finding no BART personnel present, she called the police and reported the incident.”\u003c/p>\n\u003cp>Arns said in a media briefing Friday that the episode occurred near MacArthur station.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The claim says that several days later, another BART patron came across Cowell in a stairwell at the Civic Center BART station. Cowell was “exhibiting erratic behavior and threatening to slit BART passengers’ throats,” according to the claim.\u003c/p>\n\u003cp>It says the rider “attempted to find a station agent to report the threat, but was unable to find one in the station.” \u003c/p>\n\u003cp>Those episodes are recounted as part of the claim’s larger argument that BART violated several sections of California law, failing to ensure proper staffing or impose measures that would effectively shut would-be fare evaders out of the 47-station, 120-mile system.\u003c/p>\n\u003cp>“If BART had taken appropriate steps to provide safe transportation for its passengers, it could have prevented Cowell from entering BART and allegedly causing the death of Nia Wilson,” the claim says.\u003c/p>\n\u003cp>A BART spokeswoman declined comment on the allegations.\u003c/p>\n\u003cp>“We at BART express our deepest condolences to the family and friends of Nia Wilson,” spokeswoman Anna Duckworth said in an email. “We have not yet been served and we can’t comment on pending litigation, but we can say that safety is our top priority and we remain committed to do all we can to ensure a safe trip for our riders.”\u003c/p>\n\u003cp>The transit agency \u003ca href=\"https://www.mercurynews.com/2018/07/30/lawyer-its-a-free-for-all-for-criminals-on-bart/\" rel=\"noopener\" target=\"_blank\">is facing at least six lawsuits\u003c/a> arising from crimes committed against passengers over the past year and a half. \u003c/p>\n\u003cp>In BART’s most recent quarterly performance report, issued last week, the agency’s Police Department reported a continuing increase in serious crime on the system to a rate more than double that recorded just two years ago. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>BART police said they recorded 3.87 “crimes against persons” per 1 million riders in the agency’s fourth fiscal quarter, from April 1 through June 30. “Crimes against persons” include homicide, rape, robbery, and aggravated assault. For the fiscal year ending June 30, 2016, the rate stood at 1.8. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A legal claim filed against BART on Friday says that murder suspect John Lee Cowell twice menaced patrons of the transit system in the days leading up to \u003ca href=\"https://www.kqed.org/news/11682006/one-killed-one-wounded-in-oakland-bart-stabbing\" rel=\"noopener\" target=\"_blank\">the fatal knife attack on Nia Wilson\u003c/a>, 18, at Oakland’s MacArthur station.\u003c/p>\n\u003cp>The claim filed by San Francisco attorney Robert Arns on behalf of Wilson’s family accuses BART of a systematic failure to protect riders from violent crime through inadequate staffing, lack of prompt action on passenger complaints, and allowing rampant fare evasion among other alleged shortcomings. The legal claim is a likely prelude to a lawsuit. \u003c/p>\n\u003cp>The claim’s most explosive allegation revolves around Cowell, 27, a Concord resident with a violent criminal history. \u003c/p>\n\u003cp>Arns’ filing says that about a week before the attack that killed Nia Wilson and seriously wounded her sister, Lahtifa, a passenger “encountered Cowell brandishing a knife in a BART train car. Fearful for her life, the rider exited the car at the next station. Upon finding no BART personnel present, she called the police and reported the incident.”\u003c/p>\n\u003cp>Arns said in a media briefing Friday that the episode occurred near MacArthur station.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The claim says that several days later, another BART patron came across Cowell in a stairwell at the Civic Center BART station. Cowell was “exhibiting erratic behavior and threatening to slit BART passengers’ throats,” according to the claim.\u003c/p>\n\u003cp>It says the rider “attempted to find a station agent to report the threat, but was unable to find one in the station.” \u003c/p>\n\u003cp>Those episodes are recounted as part of the claim’s larger argument that BART violated several sections of California law, failing to ensure proper staffing or impose measures that would effectively shut would-be fare evaders out of the 47-station, 120-mile system.\u003c/p>\n\u003cp>“If BART had taken appropriate steps to provide safe transportation for its passengers, it could have prevented Cowell from entering BART and allegedly causing the death of Nia Wilson,” the claim says.\u003c/p>\n\u003cp>A BART spokeswoman declined comment on the allegations.\u003c/p>\n\u003cp>“We at BART express our deepest condolences to the family and friends of Nia Wilson,” spokeswoman Anna Duckworth said in an email. “We have not yet been served and we can’t comment on pending litigation, but we can say that safety is our top priority and we remain committed to do all we can to ensure a safe trip for our riders.”\u003c/p>\n\u003cp>The transit agency \u003ca href=\"https://www.mercurynews.com/2018/07/30/lawyer-its-a-free-for-all-for-criminals-on-bart/\" rel=\"noopener\" target=\"_blank\">is facing at least six lawsuits\u003c/a> arising from crimes committed against passengers over the past year and a half. \u003c/p>\n\u003cp>In BART’s most recent quarterly performance report, issued last week, the agency’s Police Department reported a continuing increase in serious crime on the system to a rate more than double that recorded just two years ago. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>BART police said they recorded 3.87 “crimes against persons” per 1 million riders in the agency’s fourth fiscal quarter, from April 1 through June 30. “Crimes against persons” include homicide, rape, robbery, and aggravated assault. For the fiscal year ending June 30, 2016, the rate stood at 1.8. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Air District OKs Expansion of Oil Processing at Phillips 66 Refinery in Rodeo",
"title": "Air District OKs Expansion of Oil Processing at Phillips 66 Refinery in Rodeo",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>\u003cem>Updated Sept. 25, 2018: This story includes a correction.\u003c/em>\u003c/p>\n\u003cp>Regional air regulators have approved a proposal by Phillips 66 to process an extra 61 million gallons of gas oil every year at its refinery in Rodeo.\u003c/p>\n\u003cp>The Bay Area Air Quality Management District informed the Houston-based oil giant Thursday (August 16, 2018) that a unit at the facility can immediately begin processing an additional 4,000 barrels — 168,000 gallons — of the fuel every day.\u003c/p>\n\u003cp>Local environmental groups slammed the company for the expansion and the air district for allowing it.\u003c/p>\n\u003cp>\"The refinery is trying to pretend that the increases are insignificant\" said Sejal Choksi-Chugh, executive director of San Francisco Baykeeper. \"The air board seems to be falling for this ploy at the expense of the community's health and the Bay's water quality.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Choksi-Chugh and Hollin Kretzmann, a staff attorney at the Center for Biological Diversity, say Phillips 66 has long been pressing the air district to change its permits and allow increased refining capacity at its Contra Costa County facility, with a goal of processing heavier Canadian crude oils.\u003c/p>\n\u003cp>Environmentalists have said spills involving heavy tar-sands oil from Canada are more dangerous and harder to clean up.\u003c/p>\n\u003cp>\"At a time when California needs to rapidly move away from fossil fuels, this short-sighted decision will take us in the exact opposite direction,\" Kretzmann said. \"The air district should be fighting to protect our air and health, not bending over backwards to help the oil industry.\"\u003c/p>\n\u003cp>Local air regulators have no power to dictate what kind of oil a refinery blends at their facilities, according to Bay Area Air Quality Management District spokesman Tom Flannigan.\u003c/p>\n\u003cp>Phillips 66 spokesman Dennis Nuss declined to comment on why the company requested the increase.\u003c/p>\n\u003cp>But a note in the air district's \u003ca href=\"http://www.baaqmd.gov/~/media/files/engineering/title-v-permits/a0016/a0016_statementoffindings_unicracker_project_app27954_082018-pdf.pdf?la=en\" target=\"_blank\" rel=\"noopener\">findings\u003c/a> provides a couple of reasons.\u003c/p>\n\u003cp>\"The requested change of conditions will allow the refinery additional flexibility and processing capacity to operate units more efficiently and to more easily recover from planned outages for maintenance,\" the agency said.\u003c/p>\n\u003cp>The district determined that the newly approved 4,000-barrel-a-day increase could create 130 pounds a year in emissions above the refinery's old permit, Flannigan said. The agency concluded that amount was \"insignificant.\"\u003c/p>\n\u003cp>The expansion \"would contribute to regional air pollutant emissions, but ... its contribution would not be cumulatively considerable,\" the district's findings state.\u003c/p>\n\u003cp>The air agency's approval comes as the oil company also pushes to more than \u003ca href=\"https://www.kqed.org/news/11593334/phillips-66-seeks-big-increase-in-tanker-traffic-to-rodeo-refinery\" target=\"_blank\" rel=\"noopener\">double the number of oil tankers\u003c/a> permitted to unload crude oil at its marine terminal.\u003c/p>\n\u003cp>Currently, 59 ships a year are allowed to make crude and gas deliveries at the terminal.\u003c/p>\n\u003cp>Phillips 66 wants to increase that limit to 135. That hike would raise the daily average of oil unloaded at the terminal from about 51,000 barrels to 130,000.\u003c/p>\n\u003cp>The approval process for that is separate from the one granted Thursday, and there's no timetable for its completion, air district spokesman Tom Flannigan said.\u003c/p>\n\u003cp>In September 2016, a \u003ca href=\"https://www.kqed.org/news/11514480/refinery-tanker-firm-cited-for-fumes-that-sickened-scores-in-vallejo\" target=\"_blank\" rel=\"noopener\">crude oil spill\u003c/a> near the Phillips 66 marine terminal caused an overpowering odor that sickened Vallejo residents and led to a set of citations from the air district.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Correction: This story originally reported that the air district's permit approval allowed an increase in crude processing. But the unit involved only process gas oil.\u003c/em>\u003c/p>\n\n",
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"excerpt": "Environmental groups blast the decision to allow increased capacity, saying it could help pave the way for the facility to handle dirtier crude oil. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated Sept. 25, 2018: This story includes a correction.\u003c/em>\u003c/p>\n\u003cp>Regional air regulators have approved a proposal by Phillips 66 to process an extra 61 million gallons of gas oil every year at its refinery in Rodeo.\u003c/p>\n\u003cp>The Bay Area Air Quality Management District informed the Houston-based oil giant Thursday (August 16, 2018) that a unit at the facility can immediately begin processing an additional 4,000 barrels — 168,000 gallons — of the fuel every day.\u003c/p>\n\u003cp>Local environmental groups slammed the company for the expansion and the air district for allowing it.\u003c/p>\n\u003cp>\"The refinery is trying to pretend that the increases are insignificant\" said Sejal Choksi-Chugh, executive director of San Francisco Baykeeper. \"The air board seems to be falling for this ploy at the expense of the community's health and the Bay's water quality.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Choksi-Chugh and Hollin Kretzmann, a staff attorney at the Center for Biological Diversity, say Phillips 66 has long been pressing the air district to change its permits and allow increased refining capacity at its Contra Costa County facility, with a goal of processing heavier Canadian crude oils.\u003c/p>\n\u003cp>Environmentalists have said spills involving heavy tar-sands oil from Canada are more dangerous and harder to clean up.\u003c/p>\n\u003cp>\"At a time when California needs to rapidly move away from fossil fuels, this short-sighted decision will take us in the exact opposite direction,\" Kretzmann said. \"The air district should be fighting to protect our air and health, not bending over backwards to help the oil industry.\"\u003c/p>\n\u003cp>Local air regulators have no power to dictate what kind of oil a refinery blends at their facilities, according to Bay Area Air Quality Management District spokesman Tom Flannigan.\u003c/p>\n\u003cp>Phillips 66 spokesman Dennis Nuss declined to comment on why the company requested the increase.\u003c/p>\n\u003cp>But a note in the air district's \u003ca href=\"http://www.baaqmd.gov/~/media/files/engineering/title-v-permits/a0016/a0016_statementoffindings_unicracker_project_app27954_082018-pdf.pdf?la=en\" target=\"_blank\" rel=\"noopener\">findings\u003c/a> provides a couple of reasons.\u003c/p>\n\u003cp>\"The requested change of conditions will allow the refinery additional flexibility and processing capacity to operate units more efficiently and to more easily recover from planned outages for maintenance,\" the agency said.\u003c/p>\n\u003cp>The district determined that the newly approved 4,000-barrel-a-day increase could create 130 pounds a year in emissions above the refinery's old permit, Flannigan said. The agency concluded that amount was \"insignificant.\"\u003c/p>\n\u003cp>The expansion \"would contribute to regional air pollutant emissions, but ... its contribution would not be cumulatively considerable,\" the district's findings state.\u003c/p>\n\u003cp>The air agency's approval comes as the oil company also pushes to more than \u003ca href=\"https://www.kqed.org/news/11593334/phillips-66-seeks-big-increase-in-tanker-traffic-to-rodeo-refinery\" target=\"_blank\" rel=\"noopener\">double the number of oil tankers\u003c/a> permitted to unload crude oil at its marine terminal.\u003c/p>\n\u003cp>Currently, 59 ships a year are allowed to make crude and gas deliveries at the terminal.\u003c/p>\n\u003cp>Phillips 66 wants to increase that limit to 135. That hike would raise the daily average of oil unloaded at the terminal from about 51,000 barrels to 130,000.\u003c/p>\n\u003cp>The approval process for that is separate from the one granted Thursday, and there's no timetable for its completion, air district spokesman Tom Flannigan said.\u003c/p>\n\u003cp>In September 2016, a \u003ca href=\"https://www.kqed.org/news/11514480/refinery-tanker-firm-cited-for-fumes-that-sickened-scores-in-vallejo\" target=\"_blank\" rel=\"noopener\">crude oil spill\u003c/a> near the Phillips 66 marine terminal caused an overpowering odor that sickened Vallejo residents and led to a set of citations from the air district.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Correction: This story originally reported that the air district's permit approval allowed an increase in crude processing. But the unit involved only process gas oil.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"mindshift": {
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
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"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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"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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"possible": {
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"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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},
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"pri-the-world": {
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"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
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