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"disqusTitle": "The Numbers Behind Bay Area Vote to Raise Bridge Tolls",
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"content": "\u003cp>\u003cstrong>Update, July 10, 11:20 a.m.:\u003c/strong> The table below has been updated with final county election numbers reported to the state. \u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>First:\u003c/strong> Marin County's recent returns show it to have had the highest voter turnout in the region -- 55.9 percent -- and to have expressed stronger support for Regional Measure 3 than was first apparent. The latest tally shows Marin to hove joined San Francisco and Santa Clara counties in approving the toll hikes by 60 percent or more.\u003c/li>\n\u003cli>\u003cstrong>Second:\u003c/strong> The nearly final returns indicate that Regional Measure 3 would have passed -- by an eyelash -- without the lopsided support from Santa Clara and San Francisco counties. Subtracting those two counties from the total, the vote from the seven remaining counties was something like 50.3 percent yes. That figure is subject to future tweaking as the last votes are counted.\u003c/li>\n\u003cli>\u003cstrong>Third:\u003c/strong> One large-ish chunk of votes is still not reflected in the vote totals: Sonoma County has not reported vote totals since June 6, the day after the election. Based on Sonoma's much higher than average turnout in the 2014 primary and overall regional turnout this year -- close to 42 percent -- the county could still have 35,000 to 40,000 votes to report. At last report, Sonoma had voted 52.8 percent yes for the toll hikes.\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>Original post:\u003c/em>\u003c/p>\n\u003cp>[dropcap]W[/dropcap]e can't say we've heard of anyone -- or anyone else -- who's still sitting on the edge of their seats waiting for the final results of the nine-county vote on Regional Measure 3. That's the measure to raise tolls on Bay Area bridges by three bucks between now and 2025 to pay for transit and highway projects.\u003c/p>\n\u003cp>Since I \u003cem>am\u003c/em> sitting on the edge of my seat, I can tell you that as of 5:30 p.m. Wednesday the measure is ahead with a tally of 783,791 yes (54.9 percent), and 642,492 no (45.1 percent). That tally isn't final. But the roughly 141,000-vote margin means that unless someone somewhere has been hoarding a couple of BART trains packed with \"no\" ballots, the bridge toll has passed. Period.\u003c/p>\n\u003cp>The measure got a yes vote in seven of nine counties, with Contra Costa and Solano counties voting no by large margins. The size of the winning majority is due to relatively high turnout and overwhelming support in San Francisco and Santa Clara counties. Together, voters in those two counties approved RM3 by just over 146,000 votes.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"//datawrapper.dwcdn.net/91Wa3/21/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"600\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>A couple of observations on the numbers as they stand now:\u003c/p>\n\u003cp>\u003cstrong>1. Uncounted ballots:\u003c/strong> It's unknown how many votes are left to count regionwide -- but we can guess. So far, elections offices in the nine counties have reported counting 1.52 million ballots, representing 39.1 percent of the region's 3.9 million registered voters. If you assume that the total nine-county turnout gets to 40 percent, that would mean there are at most 80,000 votes left to count.\u003c/p>\n\u003cp>\u003cstrong>2. Turnout:\u003c/strong> The current 39.1 percent participation of registered voters doesn't sound like anything to write home about. The statewide turnout for the 2016 presidential election, by contrast, was 75 percent. But masses of voters ignore the primaries -- especially off-year primaries, when no presidential candidates appear on the ballot. In 2014, for instance, turnout in the nine Bay Area counties was an aggregate 30 percent (statewide, the figure was 25 percent). So, the prospect of 40 percent participation after all votes are counted? That's a raging torrent of turnout.\u003c/p>\n\u003cp>\u003cstrong>3. Turnout hotspots:\u003c/strong> San Francisco, thanks to a contentious mayor's race, will probably wind up with close to 53 percent turnout -- the highest in the Bay Area and the only county to come close to exceeding 50 percent. Santa Clara and Marin counties are next, with turnout in the low 40s.\u003c/p>\n\u003cp>\u003cstrong>4. Turnout deadspots:\u003c/strong> The race for lowest turnout county is still too close to call. San Mateo and Sonoma counties still report lower than 30 percent turnout -- but they have been slow to count ballots and report results, and it's likely to be the end of the week before we have a better picture of their close-to-final numbers.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"//datawrapper.dwcdn.net/h6hRL/7/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"600\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cstrong>5. The \"no\" counties:\u003c/strong> The result in the \"no\" counties was in line with their voting history on past transportation measures. Solano County gave the weakest support for Regional Measure 1 in 1988, which standardized tolls on the Bay Area's seven state-owned bridge at $1. While the rest of the seven counties that voted in that election gave better than two-thirds support, Solano voted 58 percent \"yes.\" In 2004, Solano County voted 59 percent no on the $1 toll increase proposed by Regional Measure 2. In 2016, the county's voters also rejected a half-cent sales tax increase for local transportation projects and gave less than 60 percent support to BART's $3.5 billion bond measure (it needed two-thirds to pass -- and got it because of strong support in the other two BART counties -- Alameda and San Francisco). The result on Regional Measure 3: 70 percent \"no.\"\u003c/p>\n\u003cp>Contra Costa County's support for transportation measures has also trended down. Voters supported Regional Measure 1 with a 68 percent yes vote, but gave just 51 percent support to Regional Measure 2. The county's voters also rejected a half-cent transportation sales tax in 2016. The Measure 3 result: 55 percent \"no.\"\u003c/p>\n\u003cp>\u003cstrong>6. The \"super yes\" counties:\u003c/strong> The strong support for the bridge toll increase in Santa Clara and San Francisco counties bears out their past strong support for transportation measures. San Francisco gave 69 percent support to both RM1 and RM2 -- and 65 percent to RM3. City voters also enthusiastically supported the 2016 BART bond measure (though in the same election they soundly rejected a sales tax increase that would have been split between transportation and homeless services). Santa Clara County has given strong support to all three regional measures and to countywide sales taxes for BART and other transportation project.\u003c/p>\n\u003cp>\u003cstrong>7. Counterfactual: What if the \"super yes\" counties had been less \"yes\"?\u003c/strong> Some Regional Measure 3 critics say that the strong support in Santa Clara and San Francisco counties suggests the vote was unfairly stacked against counties that were less enthusiastic about the new tolls. If you took those two counties out of the mix, they point out, the measure would have lost.\u003c/p>\n\u003cp>OK, but: The two counties are home to roughly 2.8 million residents. There's no reason to exclude them simply because they've voted in large numbers for toll increases. It might be more realistic to look at how the regionwide results might look if San Francisco and Santa Clara hadn't voted so strongly in favor of RM3. What if voters there had voted yes at the same rate as the county with the median result?\u003c/p>\n\u003cp>Alameda County, which voted 53.9 percent \"yes,\" proved to be the median of the nine counties in this election (four counties gave stronger support, four counties expressed lower support). If Santa Clara and San Francisco had voted yes at Alameda's 53.9 percent rate, the measure would still have passed with a 51.3 percent yes vote.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>And if the \"super yes\" counties had voted for RM3 at the lowest rate of the five other yes counties -- Napa's 50.7 percent -- the toll increase would still have passed, though only with 50.08 percent of the vote.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, July 10, 11:20 a.m.:\u003c/strong> The table below has been updated with final county election numbers reported to the state. \u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>First:\u003c/strong> Marin County's recent returns show it to have had the highest voter turnout in the region -- 55.9 percent -- and to have expressed stronger support for Regional Measure 3 than was first apparent. The latest tally shows Marin to hove joined San Francisco and Santa Clara counties in approving the toll hikes by 60 percent or more.\u003c/li>\n\u003cli>\u003cstrong>Second:\u003c/strong> The nearly final returns indicate that Regional Measure 3 would have passed -- by an eyelash -- without the lopsided support from Santa Clara and San Francisco counties. Subtracting those two counties from the total, the vote from the seven remaining counties was something like 50.3 percent yes. That figure is subject to future tweaking as the last votes are counted.\u003c/li>\n\u003cli>\u003cstrong>Third:\u003c/strong> One large-ish chunk of votes is still not reflected in the vote totals: Sonoma County has not reported vote totals since June 6, the day after the election. Based on Sonoma's much higher than average turnout in the 2014 primary and overall regional turnout this year -- close to 42 percent -- the county could still have 35,000 to 40,000 votes to report. At last report, Sonoma had voted 52.8 percent yes for the toll hikes.\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>Original post:\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">W\u003c/span>\u003c/p>\u003cp>e can't say we've heard of anyone -- or anyone else -- who's still sitting on the edge of their seats waiting for the final results of the nine-county vote on Regional Measure 3. That's the measure to raise tolls on Bay Area bridges by three bucks between now and 2025 to pay for transit and highway projects.\u003c/p>\n\u003cp>Since I \u003cem>am\u003c/em> sitting on the edge of my seat, I can tell you that as of 5:30 p.m. Wednesday the measure is ahead with a tally of 783,791 yes (54.9 percent), and 642,492 no (45.1 percent). That tally isn't final. But the roughly 141,000-vote margin means that unless someone somewhere has been hoarding a couple of BART trains packed with \"no\" ballots, the bridge toll has passed. Period.\u003c/p>\n\u003cp>The measure got a yes vote in seven of nine counties, with Contra Costa and Solano counties voting no by large margins. The size of the winning majority is due to relatively high turnout and overwhelming support in San Francisco and Santa Clara counties. Together, voters in those two counties approved RM3 by just over 146,000 votes.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"//datawrapper.dwcdn.net/91Wa3/21/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"600\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>A couple of observations on the numbers as they stand now:\u003c/p>\n\u003cp>\u003cstrong>1. Uncounted ballots:\u003c/strong> It's unknown how many votes are left to count regionwide -- but we can guess. So far, elections offices in the nine counties have reported counting 1.52 million ballots, representing 39.1 percent of the region's 3.9 million registered voters. If you assume that the total nine-county turnout gets to 40 percent, that would mean there are at most 80,000 votes left to count.\u003c/p>\n\u003cp>\u003cstrong>2. Turnout:\u003c/strong> The current 39.1 percent participation of registered voters doesn't sound like anything to write home about. The statewide turnout for the 2016 presidential election, by contrast, was 75 percent. But masses of voters ignore the primaries -- especially off-year primaries, when no presidential candidates appear on the ballot. In 2014, for instance, turnout in the nine Bay Area counties was an aggregate 30 percent (statewide, the figure was 25 percent). So, the prospect of 40 percent participation after all votes are counted? That's a raging torrent of turnout.\u003c/p>\n\u003cp>\u003cstrong>3. Turnout hotspots:\u003c/strong> San Francisco, thanks to a contentious mayor's race, will probably wind up with close to 53 percent turnout -- the highest in the Bay Area and the only county to come close to exceeding 50 percent. Santa Clara and Marin counties are next, with turnout in the low 40s.\u003c/p>\n\u003cp>\u003cstrong>4. Turnout deadspots:\u003c/strong> The race for lowest turnout county is still too close to call. San Mateo and Sonoma counties still report lower than 30 percent turnout -- but they have been slow to count ballots and report results, and it's likely to be the end of the week before we have a better picture of their close-to-final numbers.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"//datawrapper.dwcdn.net/h6hRL/7/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"600\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cstrong>5. The \"no\" counties:\u003c/strong> The result in the \"no\" counties was in line with their voting history on past transportation measures. Solano County gave the weakest support for Regional Measure 1 in 1988, which standardized tolls on the Bay Area's seven state-owned bridge at $1. While the rest of the seven counties that voted in that election gave better than two-thirds support, Solano voted 58 percent \"yes.\" In 2004, Solano County voted 59 percent no on the $1 toll increase proposed by Regional Measure 2. In 2016, the county's voters also rejected a half-cent sales tax increase for local transportation projects and gave less than 60 percent support to BART's $3.5 billion bond measure (it needed two-thirds to pass -- and got it because of strong support in the other two BART counties -- Alameda and San Francisco). The result on Regional Measure 3: 70 percent \"no.\"\u003c/p>\n\u003cp>Contra Costa County's support for transportation measures has also trended down. Voters supported Regional Measure 1 with a 68 percent yes vote, but gave just 51 percent support to Regional Measure 2. The county's voters also rejected a half-cent transportation sales tax in 2016. The Measure 3 result: 55 percent \"no.\"\u003c/p>\n\u003cp>\u003cstrong>6. The \"super yes\" counties:\u003c/strong> The strong support for the bridge toll increase in Santa Clara and San Francisco counties bears out their past strong support for transportation measures. San Francisco gave 69 percent support to both RM1 and RM2 -- and 65 percent to RM3. City voters also enthusiastically supported the 2016 BART bond measure (though in the same election they soundly rejected a sales tax increase that would have been split between transportation and homeless services). Santa Clara County has given strong support to all three regional measures and to countywide sales taxes for BART and other transportation project.\u003c/p>\n\u003cp>\u003cstrong>7. Counterfactual: What if the \"super yes\" counties had been less \"yes\"?\u003c/strong> Some Regional Measure 3 critics say that the strong support in Santa Clara and San Francisco counties suggests the vote was unfairly stacked against counties that were less enthusiastic about the new tolls. If you took those two counties out of the mix, they point out, the measure would have lost.\u003c/p>\n\u003cp>OK, but: The two counties are home to roughly 2.8 million residents. There's no reason to exclude them simply because they've voted in large numbers for toll increases. It might be more realistic to look at how the regionwide results might look if San Francisco and Santa Clara hadn't voted so strongly in favor of RM3. What if voters there had voted yes at the same rate as the county with the median result?\u003c/p>\n\u003cp>Alameda County, which voted 53.9 percent \"yes,\" proved to be the median of the nine counties in this election (four counties gave stronger support, four counties expressed lower support). If Santa Clara and San Francisco had voted yes at Alameda's 53.9 percent rate, the measure would still have passed with a 51.3 percent yes vote.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>And if the \"super yes\" counties had voted for RM3 at the lowest rate of the five other yes counties -- Napa's 50.7 percent -- the toll increase would still have passed, though only with 50.08 percent of the vote.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated 3 p.m. Thursday\u003c/em>\u003c/p>\n\u003cp>Federal safety officials say that a Tesla SUV involved in \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\" target=\"_blank\" rel=\"noopener\">a fatal crash\u003c/a> March 23 on U.S. 101 in Mountain View was being operated in the vehicle's semi-autonomous mode and accelerated sharply just before it slammed into a highway barrier.\u003c/p>\n\u003cp>The National Transportation Safety Board's \u003ca href=\"https://www.ntsb.gov/investigations/AccidentReports/Reports/HWY18FH011-preliminary.pdf\" target=\"_blank\" rel=\"noopener\">preliminary report\u003c/a> on the crash gives a second-by-second account of the Model X's behavior as it approached the exit from southbound U.S. 101 to Highway 85.\u003c/p>\n\u003cp>The agency says data retrieved from the vehicle showed that the Tesla-branded \u003ca href=\"https://www.tesla.com/autopilot\" target=\"_blank\" rel=\"noopener\">Autopilot\u003c/a> system was engaged for the 18 minutes and 55 seconds before the crash that killed the driver, 38-year-old Apple software engineer Walter Huang.\u003c/p>\n\u003cp>The report says the system cautioned Huang several times -- twice with visual alerts, once with an audio alert -- that he needed to put his hands on the steering wheel. In the final minute before the crash, Huang's hands were detected on the steering wheel three times for a total of 34 seconds. His hands were not on the wheel, the report says, for the six seconds before impact.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The report also includes this timeline of the final moments before the crash:\u003c/p>\n\u003cp>As the car approached the Highway 85 exit, a high-speed ramp on the left side of southbound U.S. 101, Huang's Model X was following another vehicle and traveling at 65 mph. Seven seconds before the crash, the Tesla's speed dropped slightly and it began to move toward the left -- into the exit lane -- still following the other car. Four seconds before the crash, data showed, the Autopilot system no longer detected the car ahead.\u003c/p>\n\u003cp>As the car entered what highway engineers call the \"gore\" area -- the triangular-shaped zone where the exit lane diverged from U.S. 101 -- the Model X accelerated.\u003c/p>\n\u003cp>Huang neither applied the brakes nor tried to steer the car, the report says, before the Tesla hit a damaged crash attenuator. That's a device installed to protect vehicles from hitting the exposed end of a concrete highway barrier.\u003c/p>\n\u003cp>In its damaged state -- it had been hit by another vehicle 11 days before the Tesla crash -- the attenuator could do nothing to reduce the force of the impact. In \u003ca href=\"https://www.tesla.com/blog/update-last-week%E2%80%99s-accident\" target=\"_blank\" rel=\"noopener\">a statement March 30\u003c/a>, Tesla cited the crash attenuator as a major factor in the severe damage the crash caused.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Asked whether the company could offer any insight into the car's behavior before the crash -- specifically its acceleration before it hurtled into the crash attenuator -- a Tesla spokesperson referred KQED to the March 30 statement and declined comment.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 3 p.m. Thursday\u003c/em>\u003c/p>\n\u003cp>Federal safety officials say that a Tesla SUV involved in \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\" target=\"_blank\" rel=\"noopener\">a fatal crash\u003c/a> March 23 on U.S. 101 in Mountain View was being operated in the vehicle's semi-autonomous mode and accelerated sharply just before it slammed into a highway barrier.\u003c/p>\n\u003cp>The National Transportation Safety Board's \u003ca href=\"https://www.ntsb.gov/investigations/AccidentReports/Reports/HWY18FH011-preliminary.pdf\" target=\"_blank\" rel=\"noopener\">preliminary report\u003c/a> on the crash gives a second-by-second account of the Model X's behavior as it approached the exit from southbound U.S. 101 to Highway 85.\u003c/p>\n\u003cp>The agency says data retrieved from the vehicle showed that the Tesla-branded \u003ca href=\"https://www.tesla.com/autopilot\" target=\"_blank\" rel=\"noopener\">Autopilot\u003c/a> system was engaged for the 18 minutes and 55 seconds before the crash that killed the driver, 38-year-old Apple software engineer Walter Huang.\u003c/p>\n\u003cp>The report says the system cautioned Huang several times -- twice with visual alerts, once with an audio alert -- that he needed to put his hands on the steering wheel. In the final minute before the crash, Huang's hands were detected on the steering wheel three times for a total of 34 seconds. His hands were not on the wheel, the report says, for the six seconds before impact.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The report also includes this timeline of the final moments before the crash:\u003c/p>\n\u003cp>As the car approached the Highway 85 exit, a high-speed ramp on the left side of southbound U.S. 101, Huang's Model X was following another vehicle and traveling at 65 mph. Seven seconds before the crash, the Tesla's speed dropped slightly and it began to move toward the left -- into the exit lane -- still following the other car. Four seconds before the crash, data showed, the Autopilot system no longer detected the car ahead.\u003c/p>\n\u003cp>As the car entered what highway engineers call the \"gore\" area -- the triangular-shaped zone where the exit lane diverged from U.S. 101 -- the Model X accelerated.\u003c/p>\n\u003cp>Huang neither applied the brakes nor tried to steer the car, the report says, before the Tesla hit a damaged crash attenuator. That's a device installed to protect vehicles from hitting the exposed end of a concrete highway barrier.\u003c/p>\n\u003cp>In its damaged state -- it had been hit by another vehicle 11 days before the Tesla crash -- the attenuator could do nothing to reduce the force of the impact. In \u003ca href=\"https://www.tesla.com/blog/update-last-week%E2%80%99s-accident\" target=\"_blank\" rel=\"noopener\">a statement March 30\u003c/a>, Tesla cited the crash attenuator as a major factor in the severe damage the crash caused.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Asked whether the company could offer any insight into the car's behavior before the crash -- specifically its acceleration before it hurtled into the crash attenuator -- a Tesla spokesperson referred KQED to the March 30 statement and declined comment.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "It's Official: Bridge Toll Hike Wins 55 Percent 'Yes' Vote",
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"headTitle": "The California Report | KQED News",
"content": "\u003cp>\u003cstrong>Update, 11:15 a.m. Tuesday, July 10:\u003c/strong> With the Regional Measure 3 count completed, the toll increased prevailed by a 55 to 45 percent. See the table below for final county-by-county results. \u003c/p>\n\u003cp>\u003cstrong>Update, 2:30 p.m. Saturday, June 16:\u003c/strong> With the marathon count nearly finished -- the regional vote tally now stands at 808,814 yes (55 percent), 661,226 no (45 percent). For county-by-county results, see table below. \u003c/p>\n\u003cp>\u003cstrong>Original post (June 6):\u003c/strong> Regional Measure 3, \u003ca href=\"https://www.kqed.org/news/11671240/10-things-to-know-regional-measure-3-the-proposed-bay-area-bridge-toll-increase\" target=\"_blank\" rel=\"noopener\">the proposal\u003c/a> to increase tolls on Bay Area bridges to pay for what proponents promise will be congestion-busting transit and transportation projects, appears to be on the way to passing as returns trickle in.\u003c/p>\n\u003cp>At 10 a.m. Friday, with all 4,816 Bay Area precincts counted and elections officials in the nine counties that voted on the measure continuing to tally mail-in and provisional ballots, the count stood at 54.2 percent yes and 45.8 percent no. The measure needed a simple majority of the vote across the region to pass.\u003c/p>\n\u003cp>Under terms of the measure, tolls on the Bay Area's seven state-owned bridges will rise $1 next Jan. 1. A second $1 increase will take effect Jan. 1, 2022, and a third on Jan. 1, 2025. That will bring the toll to $8 on the Antioch, Benicia, Carquinez, Richmond-San Rafael, San Mateo and Dumbarton bridges. The toll will range from $7 to $9 on the Bay Bridge.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The proposal secured lopsided majorities in San Francisco, with a 64.7 percent yes vote, and Santa Clara County, where the measure was winning 60.6 percent support. In Alameda County, which has the highest number of registered voters in the region and is home to many bridge commuters, RM3 was passing with 53.1 percent of the vote.\u003c/p>\n\u003cp>Big \"no\" votes were recorded in Solano County, where 70 percent turned thumbs-down on the toll increases, and Contra Costa County, where 56 percent voted against.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"//datawrapper.dwcdn.net/91Wa3/21/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"600\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Two prominent Contra Costa elected officials -- Rep. Mark DeSaulnier and Assemblyman Tim Grayson -- both opposed the measure. DeSaulnier argued that the selection process for the $4.5 billion list of 35 transit and highway initiatives lacked long-term vision. He and Grayson contended that East Bay drivers would get too few benefits in exchange for the estimated $750 a year they'll pay once the full toll increase is in place.\u003c/p>\n\u003cp>Carl Guardino, CEO of the Silicon Valley Leadership Group and one of the leaders of the Regional Measure 3 campaign, said \"you never grow overconfident\" before you see the final results of a vote.\u003c/p>\n\u003cp>But with the measure apparently headed for passage, Guardino said the effort had been buoyed up by what he called the \"vision\" of voters in the region.\u003c/p>\n\u003cp>\"I hate tolls. I just hate traffic more,\" Guardino said. \"And that's the trade-off that hardworking people who already are cash-strapped in this region had to make. We are betting on each other to make this region better together, and there aren't a lot of regions in this country where we can say that.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Elections official could take until the end of the week or longer before they tally the mail ballots cast in the contest. Although it's unknown how many votes are outstanding -- the total is likely to be in the hundreds of thousands -- it would likely take a surge of \"no\" votes in counties that appear to have supported the measure for it to lose.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 11:15 a.m. Tuesday, July 10:\u003c/strong> With the Regional Measure 3 count completed, the toll increased prevailed by a 55 to 45 percent. See the table below for final county-by-county results. \u003c/p>\n\u003cp>\u003cstrong>Update, 2:30 p.m. Saturday, June 16:\u003c/strong> With the marathon count nearly finished -- the regional vote tally now stands at 808,814 yes (55 percent), 661,226 no (45 percent). For county-by-county results, see table below. \u003c/p>\n\u003cp>\u003cstrong>Original post (June 6):\u003c/strong> Regional Measure 3, \u003ca href=\"https://www.kqed.org/news/11671240/10-things-to-know-regional-measure-3-the-proposed-bay-area-bridge-toll-increase\" target=\"_blank\" rel=\"noopener\">the proposal\u003c/a> to increase tolls on Bay Area bridges to pay for what proponents promise will be congestion-busting transit and transportation projects, appears to be on the way to passing as returns trickle in.\u003c/p>\n\u003cp>At 10 a.m. Friday, with all 4,816 Bay Area precincts counted and elections officials in the nine counties that voted on the measure continuing to tally mail-in and provisional ballots, the count stood at 54.2 percent yes and 45.8 percent no. The measure needed a simple majority of the vote across the region to pass.\u003c/p>\n\u003cp>Under terms of the measure, tolls on the Bay Area's seven state-owned bridges will rise $1 next Jan. 1. A second $1 increase will take effect Jan. 1, 2022, and a third on Jan. 1, 2025. That will bring the toll to $8 on the Antioch, Benicia, Carquinez, Richmond-San Rafael, San Mateo and Dumbarton bridges. The toll will range from $7 to $9 on the Bay Bridge.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The proposal secured lopsided majorities in San Francisco, with a 64.7 percent yes vote, and Santa Clara County, where the measure was winning 60.6 percent support. In Alameda County, which has the highest number of registered voters in the region and is home to many bridge commuters, RM3 was passing with 53.1 percent of the vote.\u003c/p>\n\u003cp>Big \"no\" votes were recorded in Solano County, where 70 percent turned thumbs-down on the toll increases, and Contra Costa County, where 56 percent voted against.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"//datawrapper.dwcdn.net/91Wa3/21/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"600\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Two prominent Contra Costa elected officials -- Rep. Mark DeSaulnier and Assemblyman Tim Grayson -- both opposed the measure. DeSaulnier argued that the selection process for the $4.5 billion list of 35 transit and highway initiatives lacked long-term vision. He and Grayson contended that East Bay drivers would get too few benefits in exchange for the estimated $750 a year they'll pay once the full toll increase is in place.\u003c/p>\n\u003cp>Carl Guardino, CEO of the Silicon Valley Leadership Group and one of the leaders of the Regional Measure 3 campaign, said \"you never grow overconfident\" before you see the final results of a vote.\u003c/p>\n\u003cp>But with the measure apparently headed for passage, Guardino said the effort had been buoyed up by what he called the \"vision\" of voters in the region.\u003c/p>\n\u003cp>\"I hate tolls. I just hate traffic more,\" Guardino said. \"And that's the trade-off that hardworking people who already are cash-strapped in this region had to make. We are betting on each other to make this region better together, and there aren't a lot of regions in this country where we can say that.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Elections official could take until the end of the week or longer before they tally the mail ballots cast in the contest. Although it's unknown how many votes are outstanding -- the total is likely to be in the hundreds of thousands -- it would likely take a surge of \"no\" votes in counties that appear to have supported the measure for it to lose.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A new poll released by one of the chief proponents for the Bay Area bridge toll increase says that voters are so sick of traffic congestion they’re willing to pay more — maybe a lot more — to fix it.\u003c/p>\n\u003cp>The Bay Area Council poll on transportation issues reported, unsurprisingly, that nearly two-thirds of the 1,000 registered voters surveyed thought it had gotten harder to travel around the region in the past year.\u003c/p>\n\u003cp>Pollsters presented voters with a scenario and a question: “Imagine that you could pay to eliminate traffic from your daily commute or daily routine. How much, if anything, would you pay per day to eliminate traffic entirely?”\u003c/p>\n\u003cp>“Eliminate traffic entirely”? Huh. That seems like a fantasy. But what did the people say?\u003c/p>\n\u003cp>The poll found that 73 percent would pay something to make traffic — and I’m assuming here that most people mean “other drivers” or “anyone who slows down in front of me” — go away.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"//datawrapper.dwcdn.net/yTSTt/1/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"427\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Some 34 percent of respondents suggested they’d pay $6 or more to get congestion out of their lives. Some 4 percent of respondents — probably the people in my East Bay flatlands neighborhood spending $1.5 million and up for two-bedroom bungalows — expressed a willingness to pay $51 or more for a traffic-free existence.\u003c/p>\n\u003cp>Jim Wunderman, president and CEO of the Bay Area Council, said that given the Bay Area’s long history of passing “self-help” tax measures to fund the region’s large-scale transportation needs, he didn’t find the readiness to pay something to ease the pain of gridlock too surprising.\u003c/p>\n\u003cp>“People in the Bay Area — they know a problem when they see it, and they’re willing to pay more in order to fix that problem,” Wunderman said in an interview Monday.\u003c/p>\n\u003cp>That’s a belief that will be put to the test as voters cast ballots on Regional Measure 3, \u003ca href=\"https://www.kqed.org/news/11671240/10-things-to-know-regional-measure-3-the-proposed-bay-area-bridge-toll-increase\" target=\"_blank\" rel=\"noopener\">the bridge toll proposal\u003c/a> that voters have been casting ballots on for the past month. The measure would increase tolls on the region’s seven state-owned bridges to raise $4.5 billion over the next 25 years for three dozen major transit and highway investment. Tolls would go up in three $1 steps, with automotive tolls on most bridges reaching $8 on Jan. 1, 2025; the top toll on the Bay Bridge would be $9, charged during weekday commute hours.\u003c/p>\n\u003cp>The Bay Area Council — a business and development policy group that includes most of the region’s major companies as well as some transit agencies, local utilities, universities and media companies (though not KQED) — is an architect and major backer of the proposal.\u003c/p>\n\u003cp>Wunderman said that although Regional Measure 3 has drawn support from hundreds of local elected officials, from major newspapers and transportation advocates, the vote could be close.\u003c/p>\n\u003cp>“I think the measure passes muster with the people who think about transportation policy,” Wunderman said. “The voters are another question. As I voted, you get to this thing on the ballot called Regional Measure 3. If you’re not prepared for it and you haven’t heard much about it, what you see is that it’s an increase in the bridge tolls, and people are reluctant. So I don’t think it’s a big winner. … How will people vote? I hope wisdom proves in our favor. We’ll see.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Among the poll’s other findings:\u003c/p>\n\u003cul>\n\u003cli>68 percent of those surveyed said their primary mode of transportation was driving alone. The next two highest modes: 8 percent said they carpool, and 7 percent said they take BART.\u003c/li>\n\u003cli>66 percent of respondents said they believe government and public agencies should play the lead role in improving traffic and transportation in the Bay Area.\u003c/li>\n\u003cli>42 percent said housing, including cost and affordability issues, was their top concern. Traffic and congestion came in second, with 18 percent.\u003c/li>\n\u003c/ul>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A new poll released by one of the chief proponents for the Bay Area bridge toll increase says that voters are so sick of traffic congestion they’re willing to pay more — maybe a lot more — to fix it.\u003c/p>\n\u003cp>The Bay Area Council poll on transportation issues reported, unsurprisingly, that nearly two-thirds of the 1,000 registered voters surveyed thought it had gotten harder to travel around the region in the past year.\u003c/p>\n\u003cp>Pollsters presented voters with a scenario and a question: “Imagine that you could pay to eliminate traffic from your daily commute or daily routine. How much, if anything, would you pay per day to eliminate traffic entirely?”\u003c/p>\n\u003cp>“Eliminate traffic entirely”? Huh. That seems like a fantasy. But what did the people say?\u003c/p>\n\u003cp>The poll found that 73 percent would pay something to make traffic — and I’m assuming here that most people mean “other drivers” or “anyone who slows down in front of me” — go away.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"//datawrapper.dwcdn.net/yTSTt/1/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"427\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Some 34 percent of respondents suggested they’d pay $6 or more to get congestion out of their lives. Some 4 percent of respondents — probably the people in my East Bay flatlands neighborhood spending $1.5 million and up for two-bedroom bungalows — expressed a willingness to pay $51 or more for a traffic-free existence.\u003c/p>\n\u003cp>Jim Wunderman, president and CEO of the Bay Area Council, said that given the Bay Area’s long history of passing “self-help” tax measures to fund the region’s large-scale transportation needs, he didn’t find the readiness to pay something to ease the pain of gridlock too surprising.\u003c/p>\n\u003cp>“People in the Bay Area — they know a problem when they see it, and they’re willing to pay more in order to fix that problem,” Wunderman said in an interview Monday.\u003c/p>\n\u003cp>That’s a belief that will be put to the test as voters cast ballots on Regional Measure 3, \u003ca href=\"https://www.kqed.org/news/11671240/10-things-to-know-regional-measure-3-the-proposed-bay-area-bridge-toll-increase\" target=\"_blank\" rel=\"noopener\">the bridge toll proposal\u003c/a> that voters have been casting ballots on for the past month. The measure would increase tolls on the region’s seven state-owned bridges to raise $4.5 billion over the next 25 years for three dozen major transit and highway investment. Tolls would go up in three $1 steps, with automotive tolls on most bridges reaching $8 on Jan. 1, 2025; the top toll on the Bay Bridge would be $9, charged during weekday commute hours.\u003c/p>\n\u003cp>The Bay Area Council — a business and development policy group that includes most of the region’s major companies as well as some transit agencies, local utilities, universities and media companies (though not KQED) — is an architect and major backer of the proposal.\u003c/p>\n\u003cp>Wunderman said that although Regional Measure 3 has drawn support from hundreds of local elected officials, from major newspapers and transportation advocates, the vote could be close.\u003c/p>\n\u003cp>“I think the measure passes muster with the people who think about transportation policy,” Wunderman said. “The voters are another question. As I voted, you get to this thing on the ballot called Regional Measure 3. If you’re not prepared for it and you haven’t heard much about it, what you see is that it’s an increase in the bridge tolls, and people are reluctant. So I don’t think it’s a big winner. … How will people vote? I hope wisdom proves in our favor. We’ll see.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Among the poll’s other findings:\u003c/p>\n\u003cul>\n\u003cli>68 percent of those surveyed said their primary mode of transportation was driving alone. The next two highest modes: 8 percent said they carpool, and 7 percent said they take BART.\u003c/li>\n\u003cli>66 percent of respondents said they believe government and public agencies should play the lead role in improving traffic and transportation in the Bay Area.\u003c/li>\n\u003cli>42 percent said housing, including cost and affordability issues, was their top concern. Traffic and congestion came in second, with 18 percent.\u003c/li>\n\u003c/ul>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>By all accounts, people in eastern Contra Costa County love the brand-new eBART line from Pittsburg-Bay Point to Antioch. In its first week of operation, the service has far exceeded its projected ridership.\u003c/p>\n\u003cp>But here's something they don't like: The 1,012-space parking lot at the new Antioch station has been filling up in a hurry every weekday. That has led late-comers to try parking just about any old where so they can catch the new train. \u003c/p>\n\u003cp>This week, \"any old where\" has included nearby bicycle lanes and roadsides with tall, dry -- and potentially very combustible -- grass. \u003c/p>\n\u003cp>BART held a meeting Friday to discuss short- and long-term steps it can take to provide more space for commuters and how to deal with illegal and potentially dangerous parking. \u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said that among the questions raised at the meeting are whether it's possible to find under-used parking nearby. Among others who have floated that idea is a local resident who posted a video suggesting using a partially empty shopping mall parking lot:\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/WAsfTEVM1Oc\" frameborder=\"0\" allow=\"autoplay; encrypted-media\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Trost said BART is also evaluating whether it could build additional parking on unused portions of its Antioch property. Among the factors the agency would need to address is how much parking could be provided, how quickly and at what cost.\u003c/p>\n\u003cp>In the short term, though, BART is going to do what it can to shut down outlaw parking around the Antioch property.\u003c/p>\n\u003cp>\"We are going to be blocking off the illegal spaces people were discovering this week,\" Trost said. She added that many of the impromptu roadside parking areas pose a high fire danger.\u003c/p>\n\u003cp>\"People were parking on top of tall, dry grass,\" she said. \"Hot engines can spark a fire, so that is an extreme danger.\" \u003c/p>\n\u003cp>Many drivers chose to leave their vehicles in bike lanes around the stations, prompting Antioch police to write dozens of parking citations this week. \u003c/p>\n\u003cp>Trost said that by putting those areas out of bounds, commuters will be prompted to drive to either the new Pittsburg Center station or the Pittsburg-Bay Point station. She said the Pittsburg Center parking lot, which has 245 stalls, did not fill up during eBART's first week. And she said that Pittsburg-Bay Point had spaces open until after 10 each morning, a situation she called \"completely unheard of.\" \u003c/p>\n\u003cp>\"A lot of people who were driving to Pittsburg-Bay Point are going to Antioch,\" Trost said. \"So the idea is it will smooth out. People are going to figure out if they just cannot get to Antioch early enough\" they can try the other stations. \u003c/p>\n\u003cp>Of the 1,000-plus parking stalls, 225 are set aside for monthly and daily passholders and for those using the Scoop carpool app. There are very long waiting lists to get reserved parking at the station, but Trost says the Scoop option has been very lightly used so far. \u003c/p>\n\u003cp>So far, the parking woes have not put a dent in eBART ridership. The service was projected to record about 5,600 trips a day -- the total of entries and exits at the Pittsburg Center and Antioch stations. The total trips for eBART for the first three workdays this week ranged as high as 7,441, or 33 percent over the initial projection. \u003c/p>\n\u003cp>Trost said that the strong first-week ridership on the new line has been matched by a decline at Pittsburg-Bay Point, the old end of the system's Yellow Line. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"//datawrapper.dwcdn.net/lWzPF/2/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"241\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/WAsfTEVM1Oc\" frameborder=\"0\" allow=\"autoplay; encrypted-media\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Trost said BART is also evaluating whether it could build additional parking on unused portions of its Antioch property. Among the factors the agency would need to address is how much parking could be provided, how quickly and at what cost.\u003c/p>\n\u003cp>In the short term, though, BART is going to do what it can to shut down outlaw parking around the Antioch property.\u003c/p>\n\u003cp>\"We are going to be blocking off the illegal spaces people were discovering this week,\" Trost said. She added that many of the impromptu roadside parking areas pose a high fire danger.\u003c/p>\n\u003cp>\"People were parking on top of tall, dry grass,\" she said. \"Hot engines can spark a fire, so that is an extreme danger.\" \u003c/p>\n\u003cp>Many drivers chose to leave their vehicles in bike lanes around the stations, prompting Antioch police to write dozens of parking citations this week. \u003c/p>\n\u003cp>Trost said that by putting those areas out of bounds, commuters will be prompted to drive to either the new Pittsburg Center station or the Pittsburg-Bay Point station. She said the Pittsburg Center parking lot, which has 245 stalls, did not fill up during eBART's first week. And she said that Pittsburg-Bay Point had spaces open until after 10 each morning, a situation she called \"completely unheard of.\" \u003c/p>\n\u003cp>\"A lot of people who were driving to Pittsburg-Bay Point are going to Antioch,\" Trost said. \"So the idea is it will smooth out. People are going to figure out if they just cannot get to Antioch early enough\" they can try the other stations. \u003c/p>\n\u003cp>Of the 1,000-plus parking stalls, 225 are set aside for monthly and daily passholders and for those using the Scoop carpool app. There are very long waiting lists to get reserved parking at the station, but Trost says the Scoop option has been very lightly used so far. \u003c/p>\n\u003cp>So far, the parking woes have not put a dent in eBART ridership. The service was projected to record about 5,600 trips a day -- the total of entries and exits at the Pittsburg Center and Antioch stations. The total trips for eBART for the first three workdays this week ranged as high as 7,441, or 33 percent over the initial projection. \u003c/p>\n\u003cp>Trost said that the strong first-week ridership on the new line has been matched by a decline at Pittsburg-Bay Point, the old end of the system's Yellow Line. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"//datawrapper.dwcdn.net/lWzPF/2/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"600\" height=\"241\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>When will Californians get to ride in fully autonomous vehicles -- cars navigating the roads with no driver behind the wheel and, perhaps, no wheel to be behind?\u003c/p>\n\u003cp>That's's coming -- though \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M215/K278/215278591.PDF\" target=\"_blank\" rel=\"noopener\">a decision\u003c/a> from state regulators on Thursday suggests there are still a couple of regulatory twists and turns ahead before you take your first ride in a truly driverless vehicle.\u003c/p>\n\u003cp>The California Public Utilities Commission on Thursday unveiled a pilot project that will allow companies operating both \"drivered\" and driverless autonomous vehicles to carry passengers. One feature of the pilot that prospective riders are sure to like: Vehicle companies will not be allowed to charge for trips.\u003c/p>\n\u003cp>But the pilot project comes with some strings attached.\u003c/p>\n\u003cp>Most important, autonomous vehicle operators who want to start carrying passengers must obtain permits from the Department of Motor Vehicles.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ca href=\"https://www.dmv.ca.gov/portal/dmv/detail/vr/autonomous/permit\" target=\"_blank\" rel=\"noopener\">More than 50 firms\u003c/a> have gotten DMV clearance to test autonomous vehicle technology on public roads with a driver behind the wheel. In theory, and with the proper CPUC permit, any of those firms could line up now to carry members of the general public.\u003c/p>\n\u003cp>But so far, the DMV says, only two firms have applied for permits to operate fully autonomous/totally driverless vehicles on the state's public roads. The Department of Motor Vehicles won't identify those companies, but \u003ca href=\"https://spectrum.ieee.org/cars-that-think/transportation/self-driving/waymo-filings-give-new-details-on-its-driverless-taxis\" target=\"_blank\" rel=\"noopener\">a report in IEEE Spectrum\u003c/a> last month based on state Public Records Act requests identified the applicants as Alphabet's Waymo and a U.S-Chinese startup called JingChi.ai.\u003c/p>\n\u003cp>A DMV spokesperson said in an email Thursday that two driverless AV applications are under review and there is no timeline for approval.\u003c/p>\n\u003cp>The CPUC's newly approved pilot project also carries another important condition: It's open only to companies registered as transportation charter-party carriers, or TCPs -- firms that own and operate their own fleets\u003c/p>\n\u003cp>That's an important detail in part because it will affect the ability of the big players in the ride-hailing business, Uber and Lyft, to deploy autonomous vehicles to carry passengers. Those firms currently hold permits as transportation network companies (TNCs) whose business model relies on contracting with drivers using their own vehicles to provide service.\u003c/p>\n\u003cp>Requiring operators of drivered AVs to hold a TCP permit also imposes more stringent conditions than those for TNCs. For instance, TCP drivers are barred from consuming or being under the influence of drugs or alcohol while on duty and they're subject to rigorous ongoing review of their driving record.\u003c/p>\n\u003cp>A CPUC spokesperson was unable on Thursday to say how many of the dozens of companies holding DMV permits to test \"drivered\" autonomous vehicles already hold TCP permits.\u003c/p>\n\u003cp>In its filing with the state, Waymo anticipates a driverless rollout that could involve several Silicon Valley towns, including Palo Alto, Mountain View, Los Altos, Los Altos Hills and Sunnyvale. Both DMV regulations and the newly adopted CPUC decision require the company to notify local jurisdictions before launching their vehicles onto the roads.\u003c/p>\n\u003cp>The company's \u003ca href=\"https://assets.documentcloud.org/documents/4458000/Waymo-Driverless-AV-Application.pdf\" target=\"_blank\" rel=\"noopener\">DMV application\u003c/a> lists a fleet of 52 Chrysler Pacifica plug-in electric hybrid minivans. Passengers during the testing period would include Waymo and Alphabet employees and contractors and \"members of the public as passengers ... without any\u003cbr>\nfee charged.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>One indication of Waymo's ambitions for its driverless vehicle services came Thursday, when the company announced \u003ca href=\"https://www.theverge.com/2018/5/31/17412908/waymo-chrysler-pacifica-minvan-self-driving-fleet\" target=\"_blank\" rel=\"noopener\">an agreement\u003c/a> with Fiat Chrysler to purchase 62,000 more of the Pacifica plug-ins. The two companies are reportedly also discussing retail sales of autonomous vehicles to individual customers.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>When will Californians get to ride in fully autonomous vehicles -- cars navigating the roads with no driver behind the wheel and, perhaps, no wheel to be behind?\u003c/p>\n\u003cp>That's's coming -- though \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M215/K278/215278591.PDF\" target=\"_blank\" rel=\"noopener\">a decision\u003c/a> from state regulators on Thursday suggests there are still a couple of regulatory twists and turns ahead before you take your first ride in a truly driverless vehicle.\u003c/p>\n\u003cp>The California Public Utilities Commission on Thursday unveiled a pilot project that will allow companies operating both \"drivered\" and driverless autonomous vehicles to carry passengers. One feature of the pilot that prospective riders are sure to like: Vehicle companies will not be allowed to charge for trips.\u003c/p>\n\u003cp>But the pilot project comes with some strings attached.\u003c/p>\n\u003cp>Most important, autonomous vehicle operators who want to start carrying passengers must obtain permits from the Department of Motor Vehicles.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"https://www.dmv.ca.gov/portal/dmv/detail/vr/autonomous/permit\" target=\"_blank\" rel=\"noopener\">More than 50 firms\u003c/a> have gotten DMV clearance to test autonomous vehicle technology on public roads with a driver behind the wheel. In theory, and with the proper CPUC permit, any of those firms could line up now to carry members of the general public.\u003c/p>\n\u003cp>But so far, the DMV says, only two firms have applied for permits to operate fully autonomous/totally driverless vehicles on the state's public roads. The Department of Motor Vehicles won't identify those companies, but \u003ca href=\"https://spectrum.ieee.org/cars-that-think/transportation/self-driving/waymo-filings-give-new-details-on-its-driverless-taxis\" target=\"_blank\" rel=\"noopener\">a report in IEEE Spectrum\u003c/a> last month based on state Public Records Act requests identified the applicants as Alphabet's Waymo and a U.S-Chinese startup called JingChi.ai.\u003c/p>\n\u003cp>A DMV spokesperson said in an email Thursday that two driverless AV applications are under review and there is no timeline for approval.\u003c/p>\n\u003cp>The CPUC's newly approved pilot project also carries another important condition: It's open only to companies registered as transportation charter-party carriers, or TCPs -- firms that own and operate their own fleets\u003c/p>\n\u003cp>That's an important detail in part because it will affect the ability of the big players in the ride-hailing business, Uber and Lyft, to deploy autonomous vehicles to carry passengers. Those firms currently hold permits as transportation network companies (TNCs) whose business model relies on contracting with drivers using their own vehicles to provide service.\u003c/p>\n\u003cp>Requiring operators of drivered AVs to hold a TCP permit also imposes more stringent conditions than those for TNCs. For instance, TCP drivers are barred from consuming or being under the influence of drugs or alcohol while on duty and they're subject to rigorous ongoing review of their driving record.\u003c/p>\n\u003cp>A CPUC spokesperson was unable on Thursday to say how many of the dozens of companies holding DMV permits to test \"drivered\" autonomous vehicles already hold TCP permits.\u003c/p>\n\u003cp>In its filing with the state, Waymo anticipates a driverless rollout that could involve several Silicon Valley towns, including Palo Alto, Mountain View, Los Altos, Los Altos Hills and Sunnyvale. Both DMV regulations and the newly adopted CPUC decision require the company to notify local jurisdictions before launching their vehicles onto the roads.\u003c/p>\n\u003cp>The company's \u003ca href=\"https://assets.documentcloud.org/documents/4458000/Waymo-Driverless-AV-Application.pdf\" target=\"_blank\" rel=\"noopener\">DMV application\u003c/a> lists a fleet of 52 Chrysler Pacifica plug-in electric hybrid minivans. Passengers during the testing period would include Waymo and Alphabet employees and contractors and \"members of the public as passengers ... without any\u003cbr>\nfee charged.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>One indication of Waymo's ambitions for its driverless vehicle services came Thursday, when the company announced \u003ca href=\"https://www.theverge.com/2018/5/31/17412908/waymo-chrysler-pacifica-minvan-self-driving-fleet\" target=\"_blank\" rel=\"noopener\">an agreement\u003c/a> with Fiat Chrysler to purchase 62,000 more of the Pacifica plug-ins. The two companies are reportedly also discussing retail sales of autonomous vehicles to individual customers.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Regional Measure 3 on the June 5 ballot is your chance to weigh in on \u003ca href=\"http://bit.ly/fioremeasure3\">funding numerous highway and transit projects\u003c/a> throughout the Bay Area.\u003c/p>\n\u003cp>The transportation measure would help pay for everything from new BART cars and ferry boats to improved bike and pedestrian access to transit.\u003c/p>\n\u003cp>In order to fund 35 different projects, state-owned Bay Area bridge tolls would increase a total of $3 by 2025.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Regional Measure 3 on the June 5 ballot is your chance to weigh in on \u003ca href=\"http://bit.ly/fioremeasure3\">funding numerous highway and transit projects\u003c/a> throughout the Bay Area.\u003c/p>\n\u003cp>The transportation measure would help pay for everything from new BART cars and ferry boats to improved bike and pedestrian access to transit.\u003c/p>\n\u003cp>In order to fund 35 different projects, state-owned Bay Area bridge tolls would increase a total of $3 by 2025.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "10-Plus Things to Know: Regional Measure 3, the Proposed Bay Area Bridge Toll Increase",
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"content": "\u003cp>\u003cstrong>Update 10:35 a.m. Wednesday, June 6: \u003c/strong>Although ballots are still being counted in all nine Bay Area counties, Regional Measure 3 appears to have won with about 54 percent of voters supporting the increase in bridge tolls. See: \u003ca href=\"https://www.kqed.org/news/11672904/bay-area-bridge-toll-increase-appears-headed-for-passage\" rel=\"noopener\" target=\"_blank\">It's Not Quite Official, But Bridge Toll Hike Appears to Have Passed\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Original post: \u003c/strong>\u003c/p>\n\u003cp>[dropcap]Q[/dropcap]uestions and answers about Regional Measure 3, the transportation measure that voters in all nine Bay Area counties are voting on for the June 5 primary.\u003c/p>\n\u003cp>\u003cstrong>1. What would Measure 3 do?\u003c/strong> The measure would increase tolls on the region's seven state-owned bridges to raise funds for 35 transportation projects aimed at long-term reduction of traffic congestion. As a reminder, the seven bridges are, from north/east to south/west: the Antioch Bridge, the Benicia-Martinez Bridge, the Carquinez Bridge, the Richmond-San Rafael Bridge, the San Francisco-Oakland Bay Bridge, the San Mateo Bridge and the Dumbarton Bridge. (The Golden Gate Bridge is owned by a separate district that sets tolls independently of the state bridges.)\u003c/p>\n\u003cp>\u003cstrong>2. When would tolls be raised? How much?\u003c/strong> Tolls would increase a total of $3 in three stages: $1 on Jan.1, 2019; $1 on Jan. 1, 2022; $1 on Jan. 1, 2025. The toll increases would be added to existing tolls, which are currently $5 except on the Bay Bridge, where tolls are $6 for peak hours (weekdays from 6 a.m.-10 a.m. and 3 p.m.-7 p.m.), $5 on weekends and $4 at all other hours. That means that in 2025, tolls would be set at $8 on all the state bridges except the Bay Bridge, where the toll would be between $7 and $9. The measure also includes a provision that would allow the Bay Area Toll Authority, the agency that administers bridge revenue, to adjust future tolls for inflation after the year 2025.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>3. Would carpoolers/legal HOV users continue to get a break on tolls? How about people who use two bridges?\u003c/strong> Yes and yes. Those eligible to legally use HOV or \"carpool\" lanes -- cars carrying two or three people, depending on the corridor, and those with white or green zero-emission vehicle stickers -- would continue to get a 50 percent discount on the increased tolls. People who must pay two tolls a day -- for instance, someone commuting westbound across the Bay Bridge in the morning and east/northbound through the Carquinez or Benicia bridges in the evening -- would get a 50 percent discount on the second toll.\u003c/p>\n\u003cp>\u003cstrong>4. How much would the higher tolls cost the \"average\" bridge commuter?\u003c/strong> Most estimates suggest commuters would pay an extra $750 a year once the full increase is implemented in 2025. Parsing the arithmetic a little, that estimate assumes a commuter paying the added $3 toll 250 days of the year (every weekday for 50 weeks, say).\u003c/p>\n\u003cp>\u003cstrong>5. How much money would Measure 3 raise and how would it be spent?\u003c/strong> The toll increases would raise an estimated $4.45 billion over 25 years. That money would be used to pay for 35 highway and transit projects throughout the nine counties and provide incremental operating support for some Bay Area transit agencies.\u003c/p>\n\u003cp>The complete list of projects is shown in the table below. The Metropolitan Transportation Commission -- which, as one of the architects of the measure, is a major supporter -- produced this useful and not overtly political map: \u003ca href=\"http://2b0kd44aw6tb3js4ja3jprp6-wpengine.netdna-ssl.com/wp-content/uploads/2018/01/RM3-Project-Map-1.18.18.pdf\" target=\"_blank\" rel=\"noopener\">Regional Measure 3 Projects\u003c/a>.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"//datawrapper.dwcdn.net/8qBWO/3/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"100%\" height=\"2000\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cstrong>6. What’s the split between highway and transit funding in the measure?\u003c/strong> $2.765 billion transit; $1.475 billion highways. In addition, the measure provides Bay Area transit agencies with up to $60 million in annual operating support -- money to pay for items like salaries and fuel, for instance. The biggest recipient of that money would be the San Francisco Bay Ferry system, which would get as much as $35 million a year. Other beneficiaries would include the new Transbay Transit Center and regional express bus services.\u003c/p>\n\u003cp>\u003cstrong>7. Must all of the nine counties vote \"yes\" for Regional Measure 3 to pass? What vote percentage does the measure need?\u003c/strong> No. Regional Measure 3 will pass if it secures a simple majority (50 percent plus one vote) in the aggregate vote of the nine Bay Area counties.\u003c/p>\n\u003cp>\u003cstrong>8. Is Regional Measure 3 connected to the state’s higher gasoline tax?\u003c/strong> No. The increased fuel taxes and vehicle fees enacted in 2017 go to the state and are reserved for other infrastructure and transportation projects.\u003c/p>\n\u003cp>\u003cstrong>9. What assurance do voters have that money from the increased tolls will be spent as the measure specifies? \u003c/strong> The measure includes two provisions for independent oversight of the new toll revenue. First, the measure requires creation of an 18-member oversight board, with two members appointed by each Board of Supervisors in the nine-county region. Gov. Jerry Brown also signed \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB1041\" rel=\"noopener\" target=\"_blank\">a bill\u003c/a> last week designed to prevent conflicts of interest by barring current and former members and staff of the Metropolitan Transportation Commission and Bay Area Toll Authority from serving on the oversight panel. The new law would also block those who have contracted with MTC and BATA from serving on the oversight board within a year of having worked for the agencies. \u003c/p>\n\u003cp>Second, the measure creates a new position, BART inspector general, to \"ensure that the district makes effective use of bridge toll revenue and other revenue and operates efficiently, effectively, and in compliance with applicable federal and state laws.\"\u003c/p>\n\u003cp>\u003cstrong>10. Who supports Regional Measure 3, and why?\u003c/strong> The measure enjoys broad support from some of the region's most influential business and planning groups; from hundreds of state and local elected officials; from labor groups; from transit agencies; from transportation advocates, including cycling and pedestrian organizations; and environmentalists.\u003c/p>\n\u003cp>The principal reason: They say the Bay Area's regional congestion crisis requires urgent ongoing action, and the projects in Regional Measure 3 are a crucial part of the response. They point to the transit emphasis in the project list -- about two-thirds of the dollars raised would go to mass transportation -- and a series of major interchange projects that, along with new HOV and express lanes, will significantly reduce congestion. In support, they emphasize the results of Regional Measure 1 (1988) and Regional Measure 2 (2004). The first measure raised tolls for bridge improvements and paid for the new Benicia bridge and new suspension span for the westbound Carquinez Strait crossing between Vallejo and Crockett. The second measure raised tolls again and expanded the use of the resulting revenue to benefit highway projects like the fourth bore of the Caldecott Tunnel and several transit projects, including chipping in for BART's Warm Springs extension and Oakland Airport connector.\u003c/p>\n\u003cp>\u003cstrong>11. Who opposes Regional Measure 3, and why?\u003c/strong> A handful of local legislators -- most notably, Rep. Mark DeSaulnier, D-Concord, oppose the measure. So do taxpayer groups such as the Howard Jarvis Taxpayers Association and taxpayers groups in Alameda, Contra Costa and Solano counties and in Silicon Valley. Republican Party county committees throughout the Bay Area also urge a \"no\" vote on the measure. A Marin County transportation advocacy group, the Transportation Defense and Education Fund (TransDEF), is also opposed.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Among the chief reasons cited for opposing the measure: Higher bridge tolls amount to a regressive tax that will hit lower- and middle-income workers, who are already struggling with skyrocketing housing costs. DeSaulnier also criticizes the Legislature's and Metropolitan Transportation Commission's process in developing its master project list and says that those who will pay the bulk of the new tolls -- commuters from Alameda and Contra Costa counties -- will see little congestion relief from them. Assemblymemeber Tim Grayson, also a Democrat from Concord, is among those who say the measure delivers a disproportionate share of benefits to South Bay communities that have comparatively few bridge commuters. TransDEF activist David Schonbrunn is a longtime critic of the MTC who says the agency has failed in its mission to reduce congestion; he advocates a publicly sponsored program to encourage widespread carpooling.\u003c/p>\n\n",
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"excerpt": "Questions and answers about proposal to raise bridge tolls by $3 over the next seven years -- and how the new toll revenue would be spent. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update 10:35 a.m. Wednesday, June 6: \u003c/strong>Although ballots are still being counted in all nine Bay Area counties, Regional Measure 3 appears to have won with about 54 percent of voters supporting the increase in bridge tolls. See: \u003ca href=\"https://www.kqed.org/news/11672904/bay-area-bridge-toll-increase-appears-headed-for-passage\" rel=\"noopener\" target=\"_blank\">It's Not Quite Official, But Bridge Toll Hike Appears to Have Passed\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Original post: \u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">Q\u003c/span>\u003c/p>\u003cp>uestions and answers about Regional Measure 3, the transportation measure that voters in all nine Bay Area counties are voting on for the June 5 primary.\u003c/p>\n\u003cp>\u003cstrong>1. What would Measure 3 do?\u003c/strong> The measure would increase tolls on the region's seven state-owned bridges to raise funds for 35 transportation projects aimed at long-term reduction of traffic congestion. As a reminder, the seven bridges are, from north/east to south/west: the Antioch Bridge, the Benicia-Martinez Bridge, the Carquinez Bridge, the Richmond-San Rafael Bridge, the San Francisco-Oakland Bay Bridge, the San Mateo Bridge and the Dumbarton Bridge. (The Golden Gate Bridge is owned by a separate district that sets tolls independently of the state bridges.)\u003c/p>\n\u003cp>\u003cstrong>2. When would tolls be raised? How much?\u003c/strong> Tolls would increase a total of $3 in three stages: $1 on Jan.1, 2019; $1 on Jan. 1, 2022; $1 on Jan. 1, 2025. The toll increases would be added to existing tolls, which are currently $5 except on the Bay Bridge, where tolls are $6 for peak hours (weekdays from 6 a.m.-10 a.m. and 3 p.m.-7 p.m.), $5 on weekends and $4 at all other hours. That means that in 2025, tolls would be set at $8 on all the state bridges except the Bay Bridge, where the toll would be between $7 and $9. The measure also includes a provision that would allow the Bay Area Toll Authority, the agency that administers bridge revenue, to adjust future tolls for inflation after the year 2025.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>3. Would carpoolers/legal HOV users continue to get a break on tolls? How about people who use two bridges?\u003c/strong> Yes and yes. Those eligible to legally use HOV or \"carpool\" lanes -- cars carrying two or three people, depending on the corridor, and those with white or green zero-emission vehicle stickers -- would continue to get a 50 percent discount on the increased tolls. People who must pay two tolls a day -- for instance, someone commuting westbound across the Bay Bridge in the morning and east/northbound through the Carquinez or Benicia bridges in the evening -- would get a 50 percent discount on the second toll.\u003c/p>\n\u003cp>\u003cstrong>4. How much would the higher tolls cost the \"average\" bridge commuter?\u003c/strong> Most estimates suggest commuters would pay an extra $750 a year once the full increase is implemented in 2025. Parsing the arithmetic a little, that estimate assumes a commuter paying the added $3 toll 250 days of the year (every weekday for 50 weeks, say).\u003c/p>\n\u003cp>\u003cstrong>5. How much money would Measure 3 raise and how would it be spent?\u003c/strong> The toll increases would raise an estimated $4.45 billion over 25 years. That money would be used to pay for 35 highway and transit projects throughout the nine counties and provide incremental operating support for some Bay Area transit agencies.\u003c/p>\n\u003cp>The complete list of projects is shown in the table below. The Metropolitan Transportation Commission -- which, as one of the architects of the measure, is a major supporter -- produced this useful and not overtly political map: \u003ca href=\"http://2b0kd44aw6tb3js4ja3jprp6-wpengine.netdna-ssl.com/wp-content/uploads/2018/01/RM3-Project-Map-1.18.18.pdf\" target=\"_blank\" rel=\"noopener\">Regional Measure 3 Projects\u003c/a>.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"//datawrapper.dwcdn.net/8qBWO/3/\" scrolling=\"no\" frameborder=\"0\" allowtransparency=\"true\" width=\"100%\" height=\"2000\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cstrong>6. What’s the split between highway and transit funding in the measure?\u003c/strong> $2.765 billion transit; $1.475 billion highways. In addition, the measure provides Bay Area transit agencies with up to $60 million in annual operating support -- money to pay for items like salaries and fuel, for instance. The biggest recipient of that money would be the San Francisco Bay Ferry system, which would get as much as $35 million a year. Other beneficiaries would include the new Transbay Transit Center and regional express bus services.\u003c/p>\n\u003cp>\u003cstrong>7. Must all of the nine counties vote \"yes\" for Regional Measure 3 to pass? What vote percentage does the measure need?\u003c/strong> No. Regional Measure 3 will pass if it secures a simple majority (50 percent plus one vote) in the aggregate vote of the nine Bay Area counties.\u003c/p>\n\u003cp>\u003cstrong>8. Is Regional Measure 3 connected to the state’s higher gasoline tax?\u003c/strong> No. The increased fuel taxes and vehicle fees enacted in 2017 go to the state and are reserved for other infrastructure and transportation projects.\u003c/p>\n\u003cp>\u003cstrong>9. What assurance do voters have that money from the increased tolls will be spent as the measure specifies? \u003c/strong> The measure includes two provisions for independent oversight of the new toll revenue. First, the measure requires creation of an 18-member oversight board, with two members appointed by each Board of Supervisors in the nine-county region. Gov. Jerry Brown also signed \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB1041\" rel=\"noopener\" target=\"_blank\">a bill\u003c/a> last week designed to prevent conflicts of interest by barring current and former members and staff of the Metropolitan Transportation Commission and Bay Area Toll Authority from serving on the oversight panel. The new law would also block those who have contracted with MTC and BATA from serving on the oversight board within a year of having worked for the agencies. \u003c/p>\n\u003cp>Second, the measure creates a new position, BART inspector general, to \"ensure that the district makes effective use of bridge toll revenue and other revenue and operates efficiently, effectively, and in compliance with applicable federal and state laws.\"\u003c/p>\n\u003cp>\u003cstrong>10. Who supports Regional Measure 3, and why?\u003c/strong> The measure enjoys broad support from some of the region's most influential business and planning groups; from hundreds of state and local elected officials; from labor groups; from transit agencies; from transportation advocates, including cycling and pedestrian organizations; and environmentalists.\u003c/p>\n\u003cp>The principal reason: They say the Bay Area's regional congestion crisis requires urgent ongoing action, and the projects in Regional Measure 3 are a crucial part of the response. They point to the transit emphasis in the project list -- about two-thirds of the dollars raised would go to mass transportation -- and a series of major interchange projects that, along with new HOV and express lanes, will significantly reduce congestion. In support, they emphasize the results of Regional Measure 1 (1988) and Regional Measure 2 (2004). The first measure raised tolls for bridge improvements and paid for the new Benicia bridge and new suspension span for the westbound Carquinez Strait crossing between Vallejo and Crockett. The second measure raised tolls again and expanded the use of the resulting revenue to benefit highway projects like the fourth bore of the Caldecott Tunnel and several transit projects, including chipping in for BART's Warm Springs extension and Oakland Airport connector.\u003c/p>\n\u003cp>\u003cstrong>11. Who opposes Regional Measure 3, and why?\u003c/strong> A handful of local legislators -- most notably, Rep. Mark DeSaulnier, D-Concord, oppose the measure. So do taxpayer groups such as the Howard Jarvis Taxpayers Association and taxpayers groups in Alameda, Contra Costa and Solano counties and in Silicon Valley. Republican Party county committees throughout the Bay Area also urge a \"no\" vote on the measure. A Marin County transportation advocacy group, the Transportation Defense and Education Fund (TransDEF), is also opposed.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Among the chief reasons cited for opposing the measure: Higher bridge tolls amount to a regressive tax that will hit lower- and middle-income workers, who are already struggling with skyrocketing housing costs. DeSaulnier also criticizes the Legislature's and Metropolitan Transportation Commission's process in developing its master project list and says that those who will pay the bulk of the new tolls -- commuters from Alameda and Contra Costa counties -- will see little congestion relief from them. Assemblymemeber Tim Grayson, also a Democrat from Concord, is among those who say the measure delivers a disproportionate share of benefits to South Bay communities that have comparatively few bridge commuters. TransDEF activist David Schonbrunn is a longtime critic of the MTC who says the agency has failed in its mission to reduce congestion; he advocates a publicly sponsored program to encourage widespread carpooling.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "DeSaulnier Rips Trump White House for 'Punitive' Transportation Funding Decisions",
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"headTitle": "The California Report | KQED News",
"content": "\u003cp>East Bay Congressman Mark DeSaulnier says the Trump administration is playing politics with transportation funding -- and doing it at the expense of commuters in the Bay Area and other regions struggling with worsening traffic congestion. \u003c/p>\n\u003cp>In \u003ca href=\"https://assets.documentcloud.org/documents/4482824/Rep-Mark-DeSaulnier-Letter-to-Transportation.pdf\" rel=\"noopener\" target=\"_blank\">a letter\u003c/a> this week to Transportation Secretary Elaine Chao, DeSaulnier said the administration's emphasis on funding rural infrastructure projects suggests it is \"is formulating policy with an intent to reward certain rural regions and punish urban centers based on political factors.\"\u003c/p>\n\u003cp>As an example, DeSaulnier cited the administration's choices in awarding \u003ca href=\"https://www.enotrans.org/article/487-million-tiger-grants-fy-2017-announced/\" rel=\"noopener\" target=\"_blank\">$487 million round\u003c/a> of grants under the Transportation Investment Generating Economic Recovery -- or TIGER -- funding program.\u003c/p>\n\u003cp>Funding was granted to 41 projects in 41 states. About two-thirds went to rural communities. Funding for transit projects was virtually eliminated. California's share of the TIGER funding was slashed. \u003c/p>\n\u003cp>Decisions like that, DeSaulnier argued in his letter, ignore the long-term impact of terrible travel conditions in the nation's cities. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"The strain on workers in our metropolitan areas is a threat to the dynamism and innovative potential of our urban regional economies, which, in turn, drives down the competitiveness of the American economy overall,\" DeSaulnier wrote. \"The Trump Administration appears to be turning its back on workers struggling to maintain jobs and families in these urban regions.\"\u003c/p>\n\u003cp>With about 12.5 percent of the U.S. population and typically the recipient of about 10 percent in TIGER funding, California got just $9 million, or 1.8 percent, of the available cash. \u003c/p>\n\u003cp>That money will go to help pay for the first phase of \u003ca href=\"http://www.stancog.org/pdf/sr-132-west-project-fact-sheet.pdf\" rel=\"noopener\" target=\"_blank\">a new freeway\u003c/a> planned on the west side of Modesto -- incidentally, an area represented by Republican Congressman Jeff Denham. \u003c/p>\n\u003cp>\"They're being very obvious that they're going to punish urban and suburban commuters and they're going to reward people who supported President Trump, and I think that's unconscionable,\" DeSaulnier said in an interview this week. \u003c/p>\n\u003cp>DeSaulnier, D-Concord, chaired the transportation committees in both the state Assemlby and Senate before being elected to Congress. His letter continues a debate with Chao that began with her appearance March 6 before the House Transportation and Infrastructure Committee.\u003c/p>\n\u003cp>https://youtu.be/e-P26FyO3Cw\u003c/p>\n\u003cp>DeSaulnier observed that the administration's \u003ca href=\"https://www.kqed.org/news/11649472/trump-plan-for-gleaming-infrastructure-throws-financial-burden-to-states-cities\" rel=\"noopener\" target=\"_blank\">infrastructure proposal\u003c/a> would end much of the federal support for transit and projects designed to relieve traffic congestions. \u003c/p>\n\u003cp>\"This seems like an attack on suburban commuters,\" DeSaulnier told Chao. \u003c/p>\n\u003cp>\"The question can actually be turned around,\" Chao said. \"For years and years and years, for decades, rural America has been ignored and forgotten.\"\u003c/p>\n\u003cp>She went on to say that communities in regions like the Bay Area have benefited unfairly from federal funding.\u003c/p>\n\u003cp>\"Marin County -- I should not have singled them out because I will probably anger them -- but some of these projects we are talking about are in the richest areas of the country,\" Chao said. \"And we have the rest of the country subsidizing them.\" \u003c/p>\n\u003cp>In his letter, DeSaulnier challenged Chao's assertions, pointing out that the federal Highway Trust Fund has been kept solvent by taxes that predominantly come from urban/suburban residents and businesses and that noted poverty rates are actually higher among urban residents than rural ones.\u003c/p>\n\u003cp>\"Punishing so-called rich, urban areas would instead punish many poor communities located within metropolitan regions that are nevertheless generating much of the country's wealth and economic growth,\" DeSaulnier wrote. \"I am concerned that the flawed framework for understanding urban and rural areas is shaping your policy decisions.\"\u003c/p>\n\u003cp>He ended by pledging to work with Chao on transportation challenged, but added, \"to do so, we must move beyond the inaccurate and counterproductive urban-versus-rural, rich-versus poor framework.\" \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Department of Transportation did not respond to a request for comment on the DeSaulnier's letter. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>East Bay Congressman Mark DeSaulnier says the Trump administration is playing politics with transportation funding -- and doing it at the expense of commuters in the Bay Area and other regions struggling with worsening traffic congestion. \u003c/p>\n\u003cp>In \u003ca href=\"https://assets.documentcloud.org/documents/4482824/Rep-Mark-DeSaulnier-Letter-to-Transportation.pdf\" rel=\"noopener\" target=\"_blank\">a letter\u003c/a> this week to Transportation Secretary Elaine Chao, DeSaulnier said the administration's emphasis on funding rural infrastructure projects suggests it is \"is formulating policy with an intent to reward certain rural regions and punish urban centers based on political factors.\"\u003c/p>\n\u003cp>As an example, DeSaulnier cited the administration's choices in awarding \u003ca href=\"https://www.enotrans.org/article/487-million-tiger-grants-fy-2017-announced/\" rel=\"noopener\" target=\"_blank\">$487 million round\u003c/a> of grants under the Transportation Investment Generating Economic Recovery -- or TIGER -- funding program.\u003c/p>\n\u003cp>Funding was granted to 41 projects in 41 states. About two-thirds went to rural communities. Funding for transit projects was virtually eliminated. California's share of the TIGER funding was slashed. \u003c/p>\n\u003cp>Decisions like that, DeSaulnier argued in his letter, ignore the long-term impact of terrible travel conditions in the nation's cities. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"The strain on workers in our metropolitan areas is a threat to the dynamism and innovative potential of our urban regional economies, which, in turn, drives down the competitiveness of the American economy overall,\" DeSaulnier wrote. \"The Trump Administration appears to be turning its back on workers struggling to maintain jobs and families in these urban regions.\"\u003c/p>\n\u003cp>With about 12.5 percent of the U.S. population and typically the recipient of about 10 percent in TIGER funding, California got just $9 million, or 1.8 percent, of the available cash. \u003c/p>\n\u003cp>That money will go to help pay for the first phase of \u003ca href=\"http://www.stancog.org/pdf/sr-132-west-project-fact-sheet.pdf\" rel=\"noopener\" target=\"_blank\">a new freeway\u003c/a> planned on the west side of Modesto -- incidentally, an area represented by Republican Congressman Jeff Denham. \u003c/p>\n\u003cp>\"They're being very obvious that they're going to punish urban and suburban commuters and they're going to reward people who supported President Trump, and I think that's unconscionable,\" DeSaulnier said in an interview this week. \u003c/p>\n\u003cp>DeSaulnier, D-Concord, chaired the transportation committees in both the state Assemlby and Senate before being elected to Congress. His letter continues a debate with Chao that began with her appearance March 6 before the House Transportation and Infrastructure Committee.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/e-P26FyO3Cw'\n title='//www.youtube.com/embed/e-P26FyO3Cw'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>DeSaulnier observed that the administration's \u003ca href=\"https://www.kqed.org/news/11649472/trump-plan-for-gleaming-infrastructure-throws-financial-burden-to-states-cities\" rel=\"noopener\" target=\"_blank\">infrastructure proposal\u003c/a> would end much of the federal support for transit and projects designed to relieve traffic congestions. \u003c/p>\n\u003cp>\"This seems like an attack on suburban commuters,\" DeSaulnier told Chao. \u003c/p>\n\u003cp>\"The question can actually be turned around,\" Chao said. \"For years and years and years, for decades, rural America has been ignored and forgotten.\"\u003c/p>\n\u003cp>She went on to say that communities in regions like the Bay Area have benefited unfairly from federal funding.\u003c/p>\n\u003cp>\"Marin County -- I should not have singled them out because I will probably anger them -- but some of these projects we are talking about are in the richest areas of the country,\" Chao said. \"And we have the rest of the country subsidizing them.\" \u003c/p>\n\u003cp>In his letter, DeSaulnier challenged Chao's assertions, pointing out that the federal Highway Trust Fund has been kept solvent by taxes that predominantly come from urban/suburban residents and businesses and that noted poverty rates are actually higher among urban residents than rural ones.\u003c/p>\n\u003cp>\"Punishing so-called rich, urban areas would instead punish many poor communities located within metropolitan regions that are nevertheless generating much of the country's wealth and economic growth,\" DeSaulnier wrote. \"I am concerned that the flawed framework for understanding urban and rural areas is shaping your policy decisions.\"\u003c/p>\n\u003cp>He ended by pledging to work with Chao on transportation challenged, but added, \"to do so, we must move beyond the inaccurate and counterproductive urban-versus-rural, rich-versus poor framework.\" \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Department of Transportation did not respond to a request for comment on the DeSaulnier's letter. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Update, 3:30 p.m. Tuesday\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/science/1924639/another-dead-whale-another-confirmed-ship-strike\">Scientists have confirmed\u003c/a> that the endangered fin whale found on the beach in Bolinas died because it was hit by a ship.\u003c/p>\n\u003cp>\u003cstrong>Original Post:\u003c/strong>\u003c/p>\n\u003cp>Two of the three dead whales that washed up in and around San Francisco Bay over the past week were confirmed killed by ship strikes.\u003c/p>\n\u003cp>\u003ca href=\"http://www.marinemammalcenter.org/\">The Marine Mammal Center\u003c/a> posted a photo on Thursday of a third whale, an endangered fin whale, that washed up on the beach near Bolinas, becoming the fifth dead whale in the Bay Area since March.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>https://twitter.com/TMMC/status/999760716025475073\u003c/p>\n\u003cp>Before the necropsy was completed, the Marine Mammal Center tweeted that the whale was “looking like it could have died from an entanglement and then got hit by a ship.”\u003c/p>\n\u003cp>This comes after another endangered fin whale \u003ca href=\"https://www.kqed.org/news/11669242/two-whales-found-dead-in-bay-area\">washed up in the Oakland estuary last Friday\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>On the bright side, I saw a pod of approximately four humpback whales in the bay while commuting by ferry on Thursday.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 3:30 p.m. Tuesday\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/science/1924639/another-dead-whale-another-confirmed-ship-strike\">Scientists have confirmed\u003c/a> that the endangered fin whale found on the beach in Bolinas died because it was hit by a ship.\u003c/p>\n\u003cp>\u003cstrong>Original Post:\u003c/strong>\u003c/p>\n\u003cp>Two of the three dead whales that washed up in and around San Francisco Bay over the past week were confirmed killed by ship strikes.\u003c/p>\n\u003cp>\u003ca href=\"http://www.marinemammalcenter.org/\">The Marine Mammal Center\u003c/a> posted a photo on Thursday of a third whale, an endangered fin whale, that washed up on the beach near Bolinas, becoming the fifth dead whale in the Bay Area since March.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Before the necropsy was completed, the Marine Mammal Center tweeted that the whale was “looking like it could have died from an entanglement and then got hit by a ship.”\u003c/p>\n\u003cp>This comes after another endangered fin whale \u003ca href=\"https://www.kqed.org/news/11669242/two-whales-found-dead-in-bay-area\">washed up in the Oakland estuary last Friday\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>On the bright side, I saw a pod of approximately four humpback whales in the bay while commuting by ferry on Thursday.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Federal safety investigators say the autonomous Uber SUV that struck and killed an Arizona pedestrian in March spotted the woman about six seconds before hitting her, but didn't slow down because the vehicle's built-in emergency braking feature was disabled.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.ntsb.gov/investigations/AccidentReports/Reports/HWY18MH010-prelim.pdf\" target=\"_blank\" rel=\"noopener\">a preliminary report\u003c/a> on the crash, the National Transportation Safety Board said Thursday that emergency braking maneuvers are not enabled while Uber's cars are under computer control. That's a measure designed \"to reduce the potential for erratic vehicle behavior,\" the NTSB said.\u003c/p>\n\u003cp>Instead, Uber's autonomous driving system \"relies on an attentive operator to intervene if the system fails to perform appropriately during testing.\" The system is not designed to alert the driver.\u003c/p>\n\u003cp>In the crash, the driver of the Volvo XC-90 SUV began steering less than a second before impact but didn't brake until less than a second after impact, according to the preliminary report, which does not determine fault.\u003c/p>\n\u003cp>A video of the crash showed the driver looking down just before the vehicle struck and killed 49-year-old Elaine Herzberg in Tempe, Arizona.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San Francisco-based Uber said in a statement it has worked closely with the NTSB and is doing an internal review of its self-driving vehicle program. The company also has brought in former NTSB Chairman Christopher Hart \"to advise us on our overall safety culture, and we look forward to sharing more on the changes we'll make in the coming weeks.\"\u003c/p>\n\u003cp>The NTSB report comes a day after Uber pulled its self-driving cars out of Arizona, eliminating the jobs of about 300 people who served as backup drivers and performed other jobs connected to the vehicles. Uber had suspended testing of its self-driving vehicles in Arizona, Pittsburgh, San Francisco and Toronto while regulators investigated the cause of the March 18 crash.\u003c/p>\n\u003cp>Sensors on the fully autonomous Volvo spotted Herzberg while the car was traveling 43 mph and determined that braking was needed 1.3 seconds before impact, according to the report.\u003c/p>\n\u003cp>Herzberg was pushing a bicycle across a boulevard in the darkness when the crash occurred on a part of the road that had no crosswalk and was not lighted, the report said. The speed limit at the crash site was 45 mph.\u003c/p>\n\u003cp>She was wearing dark clothing and did not look in the direction of the vehicle until just before impact. A toxicology report showed that she tested positive for methamphetamine and marijuana, according to the NTSB.\u003c/p>\n\u003cp>Also, the bicycle had no side reflectors and the front and back reflectors were perpendicular to the Uber SUV.\u003c/p>\n\u003cp>In an interview with the NTSB, Uber's backup driver said she had been monitoring the \"self-driving interface.\" While her personal and business telephones were in the vehicle, she said neither was in use at the time of the crash. The agency said that although the driver was not tested for alcohol or drug use immediately after the incident, police reported she showed no signs of impairment.\u003c/p>\n\u003cp>The agency, which can make safety recommendations to other federal agencies, said information in the preliminary report can change as the investigation progresses and that no conclusions should be drawn from the report.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The NTSB preliminary report doesn't provide \"any decisive findings or conclusions,\" said Daniel Scarpinato, spokesman for Arizona Gov. Doug Ducey. \"We await the more thorough and final investigative report. Uber's self-driving vehicle suspension remains in place.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Federal safety investigators say the autonomous Uber SUV that struck and killed an Arizona pedestrian in March spotted the woman about six seconds before hitting her, but didn't slow down because the vehicle's built-in emergency braking feature was disabled.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.ntsb.gov/investigations/AccidentReports/Reports/HWY18MH010-prelim.pdf\" target=\"_blank\" rel=\"noopener\">a preliminary report\u003c/a> on the crash, the National Transportation Safety Board said Thursday that emergency braking maneuvers are not enabled while Uber's cars are under computer control. That's a measure designed \"to reduce the potential for erratic vehicle behavior,\" the NTSB said.\u003c/p>\n\u003cp>Instead, Uber's autonomous driving system \"relies on an attentive operator to intervene if the system fails to perform appropriately during testing.\" The system is not designed to alert the driver.\u003c/p>\n\u003cp>In the crash, the driver of the Volvo XC-90 SUV began steering less than a second before impact but didn't brake until less than a second after impact, according to the preliminary report, which does not determine fault.\u003c/p>\n\u003cp>A video of the crash showed the driver looking down just before the vehicle struck and killed 49-year-old Elaine Herzberg in Tempe, Arizona.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Francisco-based Uber said in a statement it has worked closely with the NTSB and is doing an internal review of its self-driving vehicle program. The company also has brought in former NTSB Chairman Christopher Hart \"to advise us on our overall safety culture, and we look forward to sharing more on the changes we'll make in the coming weeks.\"\u003c/p>\n\u003cp>The NTSB report comes a day after Uber pulled its self-driving cars out of Arizona, eliminating the jobs of about 300 people who served as backup drivers and performed other jobs connected to the vehicles. Uber had suspended testing of its self-driving vehicles in Arizona, Pittsburgh, San Francisco and Toronto while regulators investigated the cause of the March 18 crash.\u003c/p>\n\u003cp>Sensors on the fully autonomous Volvo spotted Herzberg while the car was traveling 43 mph and determined that braking was needed 1.3 seconds before impact, according to the report.\u003c/p>\n\u003cp>Herzberg was pushing a bicycle across a boulevard in the darkness when the crash occurred on a part of the road that had no crosswalk and was not lighted, the report said. The speed limit at the crash site was 45 mph.\u003c/p>\n\u003cp>She was wearing dark clothing and did not look in the direction of the vehicle until just before impact. A toxicology report showed that she tested positive for methamphetamine and marijuana, according to the NTSB.\u003c/p>\n\u003cp>Also, the bicycle had no side reflectors and the front and back reflectors were perpendicular to the Uber SUV.\u003c/p>\n\u003cp>In an interview with the NTSB, Uber's backup driver said she had been monitoring the \"self-driving interface.\" While her personal and business telephones were in the vehicle, she said neither was in use at the time of the crash. The agency said that although the driver was not tested for alcohol or drug use immediately after the incident, police reported she showed no signs of impairment.\u003c/p>\n\u003cp>The agency, which can make safety recommendations to other federal agencies, said information in the preliminary report can change as the investigation progresses and that no conclusions should be drawn from the report.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The NTSB preliminary report doesn't provide \"any decisive findings or conclusions,\" said Daniel Scarpinato, spokesman for Arizona Gov. Doug Ducey. \"We await the more thorough and final investigative report. Uber's self-driving vehicle suspension remains in place.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>At 6-foot-7, first-term state Sen. Scott Wiener (D-San Francisco) certainly stands out in a crowd, though he often comes off as reserved and soft-spoken. But he’s the first to say people shouldn’t be fooled by his quiet disposition.\u003c/p>\n\u003cp>“I think at times people underestimate my passion because I am mellow in my demeanor,” he said. “I don’t raise my voice, I don’t yell at people, I don’t bounce off the walls. ”\u003c/p>\n\u003cp>Still, the former San Francisco supervisor has been making a name for himself in the state Capitol, taking on high-profile issues and sparking fierce policy debates.\u003c/p>\n\u003cp>For instance, Wiener started a statewide conversation this year when he introduced \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180SB827\">Senate Bill 827\u003c/a>. It would have pushed more high-density housing developments near transit stops. The bill generated fierce opposition from local governments and even some housing advocates.\u003c/p>\n\u003cp>Dean Preston, with the group \u003ca href=\"http://www.tenantstogether.org/\">Tenants Together,\u003c/a> said Wiener failed to consult with communities that would have been affected by the bill.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Sen. Wiener has some strong ideas about what the housing landscape would look like,” Preston said. “But he appears to be completely unconcerned with displacement and gentrification in our urban areas in California.”\u003c/p>\n\u003cp>Other critics have said Wiener moved too fast on a proposal that would have radically altered California’s housing landscape.\u003c/p>\n\u003cp>The measure was \u003ca href=\"https://www.kqed.org/news/11663113/californias-most-controversial-housing-bill-in-years-just-died-heres-what-to-take-away-from-that\" target=\"_blank\" rel=\"noopener\">ultimately defeated\u003c/a> in its first committee hearing, with several Democrats voting against it. But Wiener makes no apologies for coming out aggressively on housing.\u003c/p>\n\u003cp>“You have to be willing to challenge the status quo,” Wiener said, “and the status quo in California is badly damaging our state.”\u003c/p>\n\u003cp>He points to the \u003ca href=\"http://www.sfexaminer.com/mission-district-school-plans-open-gym-homeless-students-families-overnight/\">more than 2,000 homeless San Francisco Unified school students\u003c/a> and an estimated \u003ca href=\"https://k-12daily.org/politics-education/homeless-youth-bill-may-improve-rural-school-services\">15,000 unaccompanied kids who live on California’s streets\u003c/a>.\u003c/p>\n\u003cp>“That really makes me mad,” he said. “It makes me mad that California has decided that views and parking are more important than children having a home to live in.”\u003c/p>\n\u003cp>In the race for governor, Wiener has endorsed Lt. Gov. Gavin Newsom. But he gives credit to both Newsom and former Los Angeles Mayor Antonio Villaraigosa for their plans to build 3.5 million homes if they are elected. Still, Wiener says those should be in high-density developments, not just single-family lots.\u003c/p>\n\u003cp>“We have to get at low-density zoning in our job centers near transit,” Wiener said. “That’s a hard conversation because for those of us who are lucky enough to live in these areas, it’s tempting to say I don’t want more people here.”\u003c/p>\n\u003cp>Wiener plans to try putting his bill forward again. But he knows there will always be people who oppose it.\u003c/p>\n\u003cp>Friend and fellow San Francisco representative, Assemblyman David Chiu (D-San Francisco), said Wiener will likely be ready for the battle.\u003c/p>\n\u003cp>“The Scott Wiener I know is a fighter,” Chiu said. “He’s willing to push the envelope, but also knows how to negotiate and mediate and figure out how to strike the deal when it needs to be struck.”\u003c/p>\n\u003cp>Wiener said he needs to act fast on his priorities. He points out he’s limited to 12 years in the Senate, and he has a lot he wants to take on.\u003c/p>\n\u003cp>“We really do have a poverty problem, which is driven in part by our housing crisis,” he said. “These things are all real. And if you’re not willing to break glass and sometimes shake people to say we need to do something about this, then you’re not going to get it done.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>He said there’s a lot of pressure to nibble around the edges with housing. But he said now is the time for California to fundamentally change how it approaches the issue.\u003c/p>\n\n",
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"title": "After Housing Bill's Defeat, Scott Wiener Vows to Keep Pushing | KQED",
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"headline": "After Housing Bill's Defeat, Scott Wiener Vows to Keep Pushing",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>At 6-foot-7, first-term state Sen. Scott Wiener (D-San Francisco) certainly stands out in a crowd, though he often comes off as reserved and soft-spoken. But he’s the first to say people shouldn’t be fooled by his quiet disposition.\u003c/p>\n\u003cp>“I think at times people underestimate my passion because I am mellow in my demeanor,” he said. “I don’t raise my voice, I don’t yell at people, I don’t bounce off the walls. ”\u003c/p>\n\u003cp>Still, the former San Francisco supervisor has been making a name for himself in the state Capitol, taking on high-profile issues and sparking fierce policy debates.\u003c/p>\n\u003cp>For instance, Wiener started a statewide conversation this year when he introduced \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180SB827\">Senate Bill 827\u003c/a>. It would have pushed more high-density housing developments near transit stops. The bill generated fierce opposition from local governments and even some housing advocates.\u003c/p>\n\u003cp>Dean Preston, with the group \u003ca href=\"http://www.tenantstogether.org/\">Tenants Together,\u003c/a> said Wiener failed to consult with communities that would have been affected by the bill.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Sen. Wiener has some strong ideas about what the housing landscape would look like,” Preston said. “But he appears to be completely unconcerned with displacement and gentrification in our urban areas in California.”\u003c/p>\n\u003cp>Other critics have said Wiener moved too fast on a proposal that would have radically altered California’s housing landscape.\u003c/p>\n\u003cp>The measure was \u003ca href=\"https://www.kqed.org/news/11663113/californias-most-controversial-housing-bill-in-years-just-died-heres-what-to-take-away-from-that\" target=\"_blank\" rel=\"noopener\">ultimately defeated\u003c/a> in its first committee hearing, with several Democrats voting against it. But Wiener makes no apologies for coming out aggressively on housing.\u003c/p>\n\u003cp>“You have to be willing to challenge the status quo,” Wiener said, “and the status quo in California is badly damaging our state.”\u003c/p>\n\u003cp>He points to the \u003ca href=\"http://www.sfexaminer.com/mission-district-school-plans-open-gym-homeless-students-families-overnight/\">more than 2,000 homeless San Francisco Unified school students\u003c/a> and an estimated \u003ca href=\"https://k-12daily.org/politics-education/homeless-youth-bill-may-improve-rural-school-services\">15,000 unaccompanied kids who live on California’s streets\u003c/a>.\u003c/p>\n\u003cp>“That really makes me mad,” he said. “It makes me mad that California has decided that views and parking are more important than children having a home to live in.”\u003c/p>\n\u003cp>In the race for governor, Wiener has endorsed Lt. Gov. Gavin Newsom. But he gives credit to both Newsom and former Los Angeles Mayor Antonio Villaraigosa for their plans to build 3.5 million homes if they are elected. Still, Wiener says those should be in high-density developments, not just single-family lots.\u003c/p>\n\u003cp>“We have to get at low-density zoning in our job centers near transit,” Wiener said. “That’s a hard conversation because for those of us who are lucky enough to live in these areas, it’s tempting to say I don’t want more people here.”\u003c/p>\n\u003cp>Wiener plans to try putting his bill forward again. But he knows there will always be people who oppose it.\u003c/p>\n\u003cp>Friend and fellow San Francisco representative, Assemblyman David Chiu (D-San Francisco), said Wiener will likely be ready for the battle.\u003c/p>\n\u003cp>“The Scott Wiener I know is a fighter,” Chiu said. “He’s willing to push the envelope, but also knows how to negotiate and mediate and figure out how to strike the deal when it needs to be struck.”\u003c/p>\n\u003cp>Wiener said he needs to act fast on his priorities. He points out he’s limited to 12 years in the Senate, and he has a lot he wants to take on.\u003c/p>\n\u003cp>“We really do have a poverty problem, which is driven in part by our housing crisis,” he said. “These things are all real. And if you’re not willing to break glass and sometimes shake people to say we need to do something about this, then you’re not going to get it done.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>He said there’s a lot of pressure to nibble around the edges with housing. But he said now is the time for California to fundamentally change how it approaches the issue.\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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"onourwatch": {
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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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"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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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": {
"id": "reveal",
"title": "Reveal",
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