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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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"title": "10-Plus Things to Know: Regional Measure 3, the Proposed Bay Area Bridge Toll Increase | KQED",
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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",
"title": "DeSaulnier Rips Trump White House for 'Punitive' Transportation Funding Decisions",
"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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"excerpt": "East Bay congressman says administration is giving preference to rural communities at the expense of urban and suburban commuters.",
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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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"slug": "a-bad-week-for-whales",
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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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"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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"content": "\u003cp>Caltrain says a pilot program that aims to improve on-time performance by allowing bike commuters to board ahead of other passengers is working — and that it will expand the program next month.\u003c/p>\n\u003cp>The Peninsula transit agency launched the “Bikes Board First” pilot last month, targeting San Francisco-bound trains during the morning rush hour at three stations: Mountain View, Palo Alto and Redwood City.\u003c/p>\n\u003cp>In a presentation prepared for Thursday’s meeting of Caltrain’s Bicycle Advisory Committee, the agency says the program produced a marked improvement at two of the three pilot stations.\u003c/p>\n\u003cp>Average “dwell times” — the period trains spent idling during station stops — dropped a cumulative 2 minutes for eight Mountain View runs.\u003c/p>\n\u003cp>Caltrain spokesman Dan Lieberman described Mountain View as a “bike-intensive station” prone to longer delays than the other stations in the pilot. The dwell time on one usually slow-boarding run, the northbound 8:04 a.m. train, dropped from 2 minutes and 16 seconds to an average of 1 minute and 4 seconds.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The improvement at Redwood City was less dramatic — a cumulative 26-second cut in dwell times for nine trains. And the overall dwell time for 10 runs measured at Palo Alto actually increased by a total of 17 seconds.\u003c/p>\n\u003cp>“In general, it seems like a positive direction trend and one we want to keep going,” Lieberman said.\u003c/p>\n\u003cp>To do that, the agency will expand the Bikes Board First pilot to northbound trains at Sunnyvale and Hillsdale stations and to southbound trains at San Francisco’s 22nd Street station. The program is scheduled to begin at the three stations June 11.\u003c/p>\n\u003cp>Like the first round of the Bikes Board First effort, agency employees will be on hand at the three new locations to try to make sure cyclists have first crack at arriving trains.\u003c/p>\n\u003cp>No boarding help will be on hand at Mountain View, Palo Alto and Redwood City, Lieberman said.\u003c/p>\n\u003cp>“We’re hoping that the cultural shift has sunk in,” he said. “We will revisit that depending on how it goes. Hopefully people have gotten the message and that will stick.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Caltrain says bicycle commuters account for about 6,000 trips every weekday — about 10 percent of its daily ridership. \u003c/p>\n\n",
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"content": "\u003cp>https://www.instagram.com/p/BinoVT6Acpd/\u003c/p>\n\u003cp>Never have so many waited so breathlessly to get an update on a hole in the ground.\u003c/p>\n\u003cp>But this isn’t just a hole in the ground. It’s Elon Musk’s hole in the ground.\u003c/p>\n\u003cp>Musk is going to make an announcement of some kind Thursday evening about \u003ca href=\"https://www.boringcompany.com/\" target=\"_blank\" rel=\"noopener\">The Boring Company\u003c/a>, the firm he launched in 2016 to develop an underground transportation system, and what it will do next in Los Angeles.\u003c/p>\n\u003cp>What the company has done so far is burrow a 2-mile-long tunnel (see the Instagram video above) under the L.A. suburb of Hawthorne. The bore, which took about 15 months to dig, is a proof of concept for a tunnel network to facilitate ultra-high-speed travel and bypass the metropolis’s infamously congested freeways.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Exactly what that transportation system would look like? That’s anyone’s guess, at this point. Musk has talked about some version of his \u003ca href=\"http://www.spacex.com/hyperloop\" target=\"_blank\" rel=\"noopener\">Hyperloop\u003c/a> system — well, not a system yet, because no one’s developed more than a test version yet — that envisions moving people and goods at near supersonic speeds through a network of sealed, near-vacuum tubes.\u003c/p>\n\u003cp>A scaled-down and lower-speed version of the system might involve sleds \u003ca href=\"https://youtu.be/u5V_VzRrSBI\" target=\"_blank\" rel=\"noopener\">that could carry\u003c/a> Musk-built Teslas (and perhaps other makes) through the Musk-bored tunnels at speeds of more than 150 mph.\u003c/p>\n\u003cp>The tunnels could also carry high-speed transit pods like the ones The Boring Company depicts in \u003ca href=\"https://vimeo.com/259707751\" target=\"_blank\" rel=\"noopener\">a video\u003c/a> that looks like an ultrasterilized version of “Blade Runner” L.A. (Musk \u003ca href=\"https://www.wired.com/story/elon-musk-awkward-dislike-mass-transit/\" target=\"_blank\" rel=\"noopener\">isn’t a fan\u003c/a> of the current, nonsterilized version of public transit.)\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://player.vimeo.com/video/259707751\" width=\"100%\" height=\"500\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>As is often the case with Musk’s entrepreneurial visions, however, the tunnels could lend themselves to something much grander — a blindingly fast Hyerloop trip from L.A.’s Skid Row, say, to an offshore spaceport. (What would be flying from the spaceport? Musk-designed and -manufactured \u003ca href=\"http://www.spacex.com/\" target=\"_blank\" rel=\"noopener\">SpaceX\u003c/a> rockets.)\u003c/p>\n\u003cp>https://twitter.com/elonmusk/status/996691566851801088\u003c/p>\n\u003cp>In addition to the Los Angeles project, Musk and his boring concern have proposed longer-distance tunnels in Chicago and in the Baltimore-Washington area.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Musk announcement will be at 7 p.m. Thursday evening. Musk has tweeted it will be streamed live somewhere — The Boring Company site, perhaps. We’ll update if we see the details before he goes live.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Exactly what that transportation system would look like? That’s anyone’s guess, at this point. Musk has talked about some version of his \u003ca href=\"http://www.spacex.com/hyperloop\" target=\"_blank\" rel=\"noopener\">Hyperloop\u003c/a> system — well, not a system yet, because no one’s developed more than a test version yet — that envisions moving people and goods at near supersonic speeds through a network of sealed, near-vacuum tubes.\u003c/p>\n\u003cp>A scaled-down and lower-speed version of the system might involve sleds \u003ca href=\"https://youtu.be/u5V_VzRrSBI\" target=\"_blank\" rel=\"noopener\">that could carry\u003c/a> Musk-built Teslas (and perhaps other makes) through the Musk-bored tunnels at speeds of more than 150 mph.\u003c/p>\n\u003cp>The tunnels could also carry high-speed transit pods like the ones The Boring Company depicts in \u003ca href=\"https://vimeo.com/259707751\" target=\"_blank\" rel=\"noopener\">a video\u003c/a> that looks like an ultrasterilized version of “Blade Runner” L.A. (Musk \u003ca href=\"https://www.wired.com/story/elon-musk-awkward-dislike-mass-transit/\" target=\"_blank\" rel=\"noopener\">isn’t a fan\u003c/a> of the current, nonsterilized version of public transit.)\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://player.vimeo.com/video/259707751\" width=\"100%\" height=\"500\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>As is often the case with Musk’s entrepreneurial visions, however, the tunnels could lend themselves to something much grander — a blindingly fast Hyerloop trip from L.A.’s Skid Row, say, to an offshore spaceport. (What would be flying from the spaceport? Musk-designed and -manufactured \u003ca href=\"http://www.spacex.com/\" target=\"_blank\" rel=\"noopener\">SpaceX\u003c/a> rockets.)\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cp>A woman named Katherine said she was raped by an Uber driver in 2016. Another, named Lauren, said a driver entered her apartment, then raped her last year.\u003c/p>\n\u003cp>Until now, their claims — and many more like them — could not be made public or filed in court. Uber previously required that such complaints be resolved in mandatory arbitration — out of court and behind closed doors.\u003c/p>\n\u003cp>On Tuesday, the ride-hailing company \u003ca href=\"https://www.uber.com/newsroom/turning-the-lights-on/\">announced \u003c/a>that it's changing its policies to allow customers, employees and drivers who are sexually harassed or assaulted to take their complaints to court and to speak publicly about their experiences.\u003c/p>\n\u003cp>Last month, Katherine and Lauren were among 14 female victims who sent an \u003ca href=\"http://www.wigdorlaw.com/wp-content/uploads/2018/04/Uber-Sexual-Assault-Victims-Open-Letter-to-Uber-s-Board-of-Directors.pdf\">open letter\u003c/a> to Uber's board, pointing to the company's own sexual harassment problems and the #MeToo movement.\u003c/p>\n\u003cp>\"Silencing our stories deprives customers and potential investors from the knowledge that our horrific experiences are part of a widespread problem at Uber,\" they wrote.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The women's demand — and Uber's response — highlight the significance of mandatory arbitration agreements, which are increasingly common. The provisions are usually in the fine print — and most people who sign the agreements don't know they have signed away their right to sue.\u003c/p>\n\u003cp>Tony West, Uber's chief legal officer, says the change came after months of introspection at the company, which is trying to reform its culture.\u003c/p>\n\u003cp>\"We're focused on transparency, integrity and accountability at the center and core of everything we do,\" and this policy change was part of that, he says.\u003c/p>\n\u003cp>Jeanne Christensen, the attorney representing the women who wrote the letter, says the change caught her by surprise. She says Uber had fought hard, until very recently, to keep the women's claims under wraps.\u003c/p>\n\u003cp>\"We wrote the open letter since we were getting, by all indications, that Uber was going to do more of the same and try to get this into arbitration,\" she says.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://www.npr.org/player/embed/611230115/611389779\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Christensen had already filed a \u003ca href=\"http://www.wigdorlaw.com/wp-content/uploads/2018/03/Uber-Amended-Complaint-Filed.pdf\">lawsuit on behalf of nine female passengers\u003c/a> seeking to remove the arbitration requirement and compel Uber to adopt safety measures, including fingerprinting all its drivers.\u003c/p>\n\u003cp>\"What's happening is more and more riders are becoming aware of the dangers that are associated with this — and it's really just because of our litigation. It's not because Uber has proactively messaged to women that this is a safety concern,\" Christensen says.\u003c/p>\n\u003cp>It's worth noting the limits of Uber's policy reversal. For one thing, it is \u003cem>not \u003c/em>allowing victims to bring cases jointly as a class, but only individually. Worker and victim advocates say that limits claims because many victims don't have the resources to pursue cases alone.\u003c/p>\n\u003cp>And the change applies only to sexual harassment and assault. Uber still requires mandatory arbitration in other disputes, such as those involving payment or discrimination.\u003c/p>\n\u003cp>\"Anything else that is not sexual assault or sexual harassment, those will be typically subject to arbitration and ... Uber is like most other companies in that regard,\" West says.\u003c/p>\n\u003cp>But just how far companies can go in enforcing mandatory arbitration agreements is playing out in courts.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In a separate case, thousands of Uber drivers claim they should receive the legal rights and benefits as employees, instead of being classified as independent contractors. That case awaits a key ruling from the Supreme Court.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Under+Pressure%2C+Uber+Drops+Arbitration+Requirement+for+Sexual+Assault+Victims&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"excerpt": "Uber says customers, drivers and employees who are sexually harassed or assaulted will no longer have to go to arbitration, which had required them to keep their stories private.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The women's demand — and Uber's response — highlight the significance of mandatory arbitration agreements, which are increasingly common. The provisions are usually in the fine print — and most people who sign the agreements don't know they have signed away their right to sue.\u003c/p>\n\u003cp>Tony West, Uber's chief legal officer, says the change came after months of introspection at the company, which is trying to reform its culture.\u003c/p>\n\u003cp>\"We're focused on transparency, integrity and accountability at the center and core of everything we do,\" and this policy change was part of that, he says.\u003c/p>\n\u003cp>Jeanne Christensen, the attorney representing the women who wrote the letter, says the change caught her by surprise. She says Uber had fought hard, until very recently, to keep the women's claims under wraps.\u003c/p>\n\u003cp>\"We wrote the open letter since we were getting, by all indications, that Uber was going to do more of the same and try to get this into arbitration,\" she says.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://www.npr.org/player/embed/611230115/611389779\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Christensen had already filed a \u003ca href=\"http://www.wigdorlaw.com/wp-content/uploads/2018/03/Uber-Amended-Complaint-Filed.pdf\">lawsuit on behalf of nine female passengers\u003c/a> seeking to remove the arbitration requirement and compel Uber to adopt safety measures, including fingerprinting all its drivers.\u003c/p>\n\u003cp>\"What's happening is more and more riders are becoming aware of the dangers that are associated with this — and it's really just because of our litigation. It's not because Uber has proactively messaged to women that this is a safety concern,\" Christensen says.\u003c/p>\n\u003cp>It's worth noting the limits of Uber's policy reversal. For one thing, it is \u003cem>not \u003c/em>allowing victims to bring cases jointly as a class, but only individually. Worker and victim advocates say that limits claims because many victims don't have the resources to pursue cases alone.\u003c/p>\n\u003cp>And the change applies only to sexual harassment and assault. Uber still requires mandatory arbitration in other disputes, such as those involving payment or discrimination.\u003c/p>\n\u003cp>\"Anything else that is not sexual assault or sexual harassment, those will be typically subject to arbitration and ... Uber is like most other companies in that regard,\" West says.\u003c/p>\n\u003cp>But just how far companies can go in enforcing mandatory arbitration agreements is playing out in courts.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In a separate case, thousands of Uber drivers claim they should receive the legal rights and benefits as employees, instead of being classified as independent contractors. That case awaits a key ruling from the Supreme Court.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Under+Pressure%2C+Uber+Drops+Arbitration+Requirement+for+Sexual+Assault+Victims&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"order": 9
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"id": "fresh-air",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"order": 18
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
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"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
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"source": "American Public Media"
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"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"rss": "https://rss.art19.com/masters-of-scale"
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},
"mindshift": {
"id": "mindshift",
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"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"meta": {
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"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
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"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"order": 11
},
"link": "/podcasts/onourwatch",
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},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
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},
"link": "/radio/program/on-the-media",
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"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
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},
"pbs-newshour": {
"id": "pbs-newshour",
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"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
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},
"link": "/radio/program/pbs-newshour",
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"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
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},
"perspectives": {
"id": "perspectives",
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"order": 14
},
"link": "/perspectives",
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"planet-money": {
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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},
"link": "/radio/program/planet-money",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
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"rss": "https://feeds.npr.org/510289/podcast.xml"
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},
"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"order": 5
},
"link": "/podcasts/politicalbreakdown",
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"amazon": "https://music.amazon.com/podcasts/e0c2d153-ad36-4c8d-901d-f1da6a724824/political-breakdown",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
"meta": {
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"source": "Possible"
},
"link": "/radio/program/possible",
"subscribe": {
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
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