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The scooters — 29 from Bird, 23 from Spin and 14 from LimeBike — were removed from sidewalks in the city’s Financial District, South of Market neighborhood and the Mission.\u003c/p>\n\u003cp>“If they were in the middle of the sidewalk or somewhere where people would be walking, potentially — in the path of travel — our inspectors went and observed that, documented it through photographs and then picked them up and brought them to storage,” Gordon said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The scooter companies face a minimum fine of $125 for violating a section of the city’s Public Works Code that bars obstructing the public right of way. The penalties can be appealed through an administrative hearing.\u003c/p>\n\u003cp>A representative for Southern California-based Bird said company officials “look forward to engaging with city officials in a fair process to review the reasons for impounding any of our vehicles that have been confiscated.”\u003c/p>\n\u003cp>The Bird spokesman, Kenneth Baer, added in an email: “Bird respects the DPW’s role in enforcing all parking rules, including the thousands of car parking tickets issued each day. We will continue to build upon Bird’s user education efforts so that our growing user base becomes accustomed to considering their fellow San Franciscans and park safely out of the right of way.”\u003c/p>\n\u003cp>LimeBike spokesman Joe Arellano said in an emailed statement that the company views the city as a partner and seeks to work “to craft solutions that meaningfully address safety and right of way issues, so no scooters will need to be impounded in the future.”\u003c/p>\n\u003cp>Spin said it would have preferred to have handled any parking problems itself. \u003c/p>\n\u003cp>“Had we been notified by Public Works, we would have quickly dispatched our operations team, which is something Spin actively does when notified by our government partners across our 50 markets,” Brian Kyuhoon No, the company’s director of public policy, said in an emailed statement. “We take responsibility for our scooters in San Francisco, and users and members of the public are encouraged to reach out to us directly to address any issue or answer any questions.” \u003c/p>\n\u003cp>No said the company wants to gain “more clarity from Public Works on what constitutes obstruction to help minimize these occurrences.”\u003c/p>\n\u003cp>The three companies distributed their scooters in the second half of March, acting after Board of Supervisors member Aaron Peskin introduced legislation directing the San Francisco Municipal Transportation Agency to develop regulations and a permit process for companies operating the devices.\u003c/p>\n\u003cp>The three firms have launched with an identical price structure. Riders use smartphone apps pay $1 to unlock a scooter and 15 cents a minute for their rides. The scooters are equipped with GPS to allow the companies to track them, and they’re dockless, meaning they can be left anywhere. \u003c/p>\n\u003cp>In response to a request for information from the SFMTA on March 28, Spin said it planned to launch its service with 200 scooters in the South of Market area this month and would add more “as our operations capabilities grow.” Bird said it began with 100 machines and planned to add more when usage statistics showed scooters “are being used on average at least three times per vehicle per day.” LimeBike does not appear to have shared information on its fleet size.\u003c/p>\n\u003cp>The Board of Supervisors’ Land Use and Transportation Committee is scheduled to consider Peskin’s regulation measure on Monday. SFMTA spokesman Paul Rose said Thursday that the agency is already working on a scooter permit process and expects to have it in place by May 1.\u003c/p>\n\u003cp>Critics of the scooter companies, with Peskin and city pedestrian advocates at the forefront, have raised concerns not only about sidewalk obstruction but also that most users appear to ignore a prohibition against riding on the sidewalk and don’t wear helmets as required by state law.\u003c/p>\n\u003cp>The companies have responded that they’re trying their best to educate users about legal requirements and scooter etiquette through their apps and other outreach efforts. All three firms have said their scooters have met with an enthusiastic public response and offer a way for the city to reduce traffic congestion and achieve long-term goals for reducing emissions of greenhouse gases.\u003c/p>\n\u003cp>San Francisco Mayor Mark Farrell told KQED Thursday that while he agrees with encouraging different modes of transportation, “We can’t have scooters, bicycles just willy-nilly throughout the city. What we really need is partners in the private sector willing to work with the city. We’ll design a permit system, and we’ll design it so residents have access to these types of transportation modes, but also so that it doesn’t litter the city and we have control over it.”\u003c/p>\n\u003cp>On Thursday, Bird spokesman Baer suggested in an interview that if the city was experiencing problems with misplaced scooters and other infractions, it ought to begin citing violators.\u003c/p>\n\u003cp>On Friday, the city did just that. And Gordon, of DPW, said the enforcement effort will be ongoing.\u003c/p>\n\u003cp>“Today, we went out and hauled a lot of them away,” she said. “Now we’re going to go complaint by complaint to do the confiscation of the scooters. So if someone calls 311 or calls our department and says, ‘There’s a scooter lying on the sidewalk at Mariposa near Bryant Street,’ we will send an inspector to see if it is indeed causing a potential hazard, and then we will take it away.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Updates\u003c/strong>\u003cbr>\n\u003cem>\u003cstrong>4:30 p.m.\u003c/strong> Post updated to include statement from LimeBike.\u003cbr>\n\u003cstrong>4:40 p.m.\u003c/strong> Post updated to include statement from Spin.\u003c/em>\u003c/p>\n\n",
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"title": "S.F. Scooter Battle: City Crews Seize 66 Mini-Vehicles From Sidewalks | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 4:40 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>San Francisco Public Works crews, responding to complaints about electric stand-up scooters blocking some city sidewalks, impounded 66 of the mini-vehicles Friday morning.\u003c/p>\n\u003cp>Public Works spokeswoman Rachel Gordon said that the department was responding to “numerous complaints” in launching the enforcement action.\u003c/p>\n\u003cp>Rental scooters from all three companies that distributed hundreds of the motorized machines in the city in late March were seized, Gordon said. The scooters — 29 from Bird, 23 from Spin and 14 from LimeBike — were removed from sidewalks in the city’s Financial District, South of Market neighborhood and the Mission.\u003c/p>\n\u003cp>“If they were in the middle of the sidewalk or somewhere where people would be walking, potentially — in the path of travel — our inspectors went and observed that, documented it through photographs and then picked them up and brought them to storage,” Gordon said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The scooter companies face a minimum fine of $125 for violating a section of the city’s Public Works Code that bars obstructing the public right of way. The penalties can be appealed through an administrative hearing.\u003c/p>\n\u003cp>A representative for Southern California-based Bird said company officials “look forward to engaging with city officials in a fair process to review the reasons for impounding any of our vehicles that have been confiscated.”\u003c/p>\n\u003cp>The Bird spokesman, Kenneth Baer, added in an email: “Bird respects the DPW’s role in enforcing all parking rules, including the thousands of car parking tickets issued each day. We will continue to build upon Bird’s user education efforts so that our growing user base becomes accustomed to considering their fellow San Franciscans and park safely out of the right of way.”\u003c/p>\n\u003cp>LimeBike spokesman Joe Arellano said in an emailed statement that the company views the city as a partner and seeks to work “to craft solutions that meaningfully address safety and right of way issues, so no scooters will need to be impounded in the future.”\u003c/p>\n\u003cp>Spin said it would have preferred to have handled any parking problems itself. \u003c/p>\n\u003cp>“Had we been notified by Public Works, we would have quickly dispatched our operations team, which is something Spin actively does when notified by our government partners across our 50 markets,” Brian Kyuhoon No, the company’s director of public policy, said in an emailed statement. “We take responsibility for our scooters in San Francisco, and users and members of the public are encouraged to reach out to us directly to address any issue or answer any questions.” \u003c/p>\n\u003cp>No said the company wants to gain “more clarity from Public Works on what constitutes obstruction to help minimize these occurrences.”\u003c/p>\n\u003cp>The three companies distributed their scooters in the second half of March, acting after Board of Supervisors member Aaron Peskin introduced legislation directing the San Francisco Municipal Transportation Agency to develop regulations and a permit process for companies operating the devices.\u003c/p>\n\u003cp>The three firms have launched with an identical price structure. Riders use smartphone apps pay $1 to unlock a scooter and 15 cents a minute for their rides. The scooters are equipped with GPS to allow the companies to track them, and they’re dockless, meaning they can be left anywhere. \u003c/p>\n\u003cp>In response to a request for information from the SFMTA on March 28, Spin said it planned to launch its service with 200 scooters in the South of Market area this month and would add more “as our operations capabilities grow.” Bird said it began with 100 machines and planned to add more when usage statistics showed scooters “are being used on average at least three times per vehicle per day.” LimeBike does not appear to have shared information on its fleet size.\u003c/p>\n\u003cp>The Board of Supervisors’ Land Use and Transportation Committee is scheduled to consider Peskin’s regulation measure on Monday. SFMTA spokesman Paul Rose said Thursday that the agency is already working on a scooter permit process and expects to have it in place by May 1.\u003c/p>\n\u003cp>Critics of the scooter companies, with Peskin and city pedestrian advocates at the forefront, have raised concerns not only about sidewalk obstruction but also that most users appear to ignore a prohibition against riding on the sidewalk and don’t wear helmets as required by state law.\u003c/p>\n\u003cp>The companies have responded that they’re trying their best to educate users about legal requirements and scooter etiquette through their apps and other outreach efforts. All three firms have said their scooters have met with an enthusiastic public response and offer a way for the city to reduce traffic congestion and achieve long-term goals for reducing emissions of greenhouse gases.\u003c/p>\n\u003cp>San Francisco Mayor Mark Farrell told KQED Thursday that while he agrees with encouraging different modes of transportation, “We can’t have scooters, bicycles just willy-nilly throughout the city. What we really need is partners in the private sector willing to work with the city. We’ll design a permit system, and we’ll design it so residents have access to these types of transportation modes, but also so that it doesn’t litter the city and we have control over it.”\u003c/p>\n\u003cp>On Thursday, Bird spokesman Baer suggested in an interview that if the city was experiencing problems with misplaced scooters and other infractions, it ought to begin citing violators.\u003c/p>\n\u003cp>On Friday, the city did just that. And Gordon, of DPW, said the enforcement effort will be ongoing.\u003c/p>\n\u003cp>“Today, we went out and hauled a lot of them away,” she said. “Now we’re going to go complaint by complaint to do the confiscation of the scooters. So if someone calls 311 or calls our department and says, ‘There’s a scooter lying on the sidewalk at Mariposa near Bryant Street,’ we will send an inspector to see if it is indeed causing a potential hazard, and then we will take it away.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Updates\u003c/strong>\u003cbr>\n\u003cem>\u003cstrong>4:30 p.m.\u003c/strong> Post updated to include statement from LimeBike.\u003cbr>\n\u003cstrong>4:40 p.m.\u003c/strong> Post updated to include statement from Spin.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>First came the bikes, now the scooters. (No, not \u003ca href=\"https://www.kqed.org/news/11661957/president-trump-pardons-scooter-libby-former-cheney-chief-of-staff\">this Scooter\u003c/a>.)\u003c/p>\n\u003cp>Have you noticed a \u003ca href=\"http://bit.ly/fioredockless\">proliferation of rental electric scooters\u003c/a> in your neighborhood?\u003c/p>\n\u003cp>Officials in San Francisco are considering ways to rein in rouge scooters that are being distributed around the city by a Southern California company and two Bay Area dockless bike startups.\u003c/p>\n\u003cp>City crews \u003ca href=\"https://www.kqed.org/news/11662092/s-f-scooter-battle-city-crews-seize-66-mini-vehicles-from-sidewalks\" rel=\"noopener\" target=\"_blank\">impounded 66 of the mini-vehicles\u003c/a> on Friday morning.\u003c/p>\n\u003cp>The companies placed the scooters throughout San Francisco without permits. Reports of people riding them dangerously or leaving them on sidewalks are proliferating.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>First came the bikes, now the scooters. (No, not \u003ca href=\"https://www.kqed.org/news/11661957/president-trump-pardons-scooter-libby-former-cheney-chief-of-staff\">this Scooter\u003c/a>.)\u003c/p>\n\u003cp>Have you noticed a \u003ca href=\"http://bit.ly/fioredockless\">proliferation of rental electric scooters\u003c/a> in your neighborhood?\u003c/p>\n\u003cp>Officials in San Francisco are considering ways to rein in rouge scooters that are being distributed around the city by a Southern California company and two Bay Area dockless bike startups.\u003c/p>\n\u003cp>City crews \u003ca href=\"https://www.kqed.org/news/11662092/s-f-scooter-battle-city-crews-seize-66-mini-vehicles-from-sidewalks\" rel=\"noopener\" target=\"_blank\">impounded 66 of the mini-vehicles\u003c/a> on Friday morning.\u003c/p>\n\u003cp>The companies placed the scooters throughout San Francisco without permits. Reports of people riding them dangerously or leaving them on sidewalks are proliferating.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "NTSB: Tesla Booted From Crash Investigation for Not Following Rules",
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"content": "\u003cp>\u003cstrong>Updated at 3 a.m. ET\u003c/strong>\u003c/p>\n\u003cp>The National Transportation Safety Board, which is looking into the \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\">fatal crash last month\u003c/a> of an SUV using Tesla's Autopilot system, said it is removing the high-tech automaker from the probe for improperly disclosing details of the investigation.\u003c/p>\n\u003cp>Tesla says it withdrew from the investigation.\u003c/p>\n\u003cp>The NTSB is examining last month's crash of a 2017 Tesla Model X near Mountain View. The vehicle crashed into a concrete lane divider, killing the driver, Walter Huang.\u003c/p>\n\u003cp>Earlier this week, \u003ca href=\"https://www.kqed.org/news/11659115/tesla-says-vehicle-in-deadly-crash-was-on-autopilot\" target=\"_blank\" rel=\"noopener\">Tesla blamed Huang for the accident\u003c/a>, which the NTSB contends runs counter to agency protocols.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>As \u003ca href=\"https://www.bloomberg.com/news/articles/2018-04-12/tesla-withdraws-from-ntsb-crash-probe-over-autopilot-data-flap\" target=\"_blank\" rel=\"noopener\">Bloomberg notes\u003c/a>, \"The NTSB guards the integrity of its investigations closely, demanding that participants adhere to rules about what information they can release and their expected cooperation. These so-called parties to investigations must sign legal agreements laying out their responsibilities.\"\u003c/p>\n\u003cp>\"Tesla violated the party agreement by releasing investigative information before it was vetted and confirmed by the NTSB,\" the agency said in a \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20180412.aspx\" target=\"_blank\" rel=\"noopener\">statement\u003c/a>. \"Such releases of incomplete information often lead to speculation and incorrect assumptions about the probable cause of a crash.\"\u003c/p>\n\u003cp>\"It is unfortunate that Tesla, by its actions, did not abide by the party agreement,\" said NTSB Chairman Robert Sumwalt. \"We decided to revoke Tesla's party status and informed Mr. Musk in a phone call last evening and \u003ca href=\"http://link.email.dynect.net/link.php?DynEngagement=true&H=oGJ1pkZyysOST8btnWeAdWfazdP60O3PLkuOZioW2RiI0IVhceklyikuuz730yACd%2BvEm0h%2B113mSmdgAw4ydO/suCeYKBzFnZcYcVV9wFyhwIiDVPNWUXsWB7zNOf9z&G=0&R=https://goo.gl/gZofXm&I=20180412174102.0000002a26a4%40mail6-94-usnbn1&X=MHwxMDQ2NzU4OjVhY2Y5YTJkYzdiZjIyZTQ3NTEzMTllNTs%3D&S=aToOg89TnPzHZ7NglVgNSTnTz0lqFtcgJ5Y1HLJiKOA\" target=\"_blank\" rel=\"noopener\">via letter \u003c/a>today. While we understand the demand for information that parties face during an NTSB investigation, uncoordinated releases of incomplete information do not further transportation safety or serve the public interest.\"\u003c/p>\n\u003cp>In a statement emailed to NPR, a Tesla spokesperson said the company decided to withdraw from the agreement of its own accord.\u003c/p>\n\u003cp>\"Last week, in a conversation with the NTSB, we were told that if we made additional statements before their 12-24 month investigative process is complete, we would no longer be a party to the investigation agreement. On Tuesday, we chose to withdraw from the agreement and issued a statement to correct misleading claims that had been made about Autopilot — claims which made it seem as though Autopilot creates safety problems when the opposite is true,\" the statement said.\u003c/p>\n\u003cp>\"It's been clear in our conversations with the NTSB that they're more concerned with press headlines than actually promoting safety,\" Tesla said. \"Among other things, they repeatedly released partial bits of incomplete information to the media in violation of their own rules, at the same time that they were trying to prevent us from telling all the facts.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>As \u003ca href=\"https://www.wsj.com/articles/tesla-withdraws-from-ntsb-agreement-in-fatal-crash-probe-1523547055\" target=\"_blank\" rel=\"noopener\">The Wall Street Journal\u003c/a> writes:\u003c/p>\n\u003cblockquote>\u003cp>\"Removals from NTSB party agreements are rare. The agency in 2014 revoked party status for \u003ca href=\"http://quotes.wsj.com/UPS\" target=\"_blank\" rel=\"noopener\">United Parcel Service\u003c/a> Inc. and a pilots union in the probe of a crash of one of the package-delivery company's cargo planes after public comments were made by each side about circumstances surrounding the accident.\u003c/p>\u003c/blockquote>\n\u003cblockquote>\u003cp>For Tesla, a departure from the NTSB agreement risks diminishing the car maker's influence over and insight into an investigation that could ultimately reach critical conclusions about one of the company's signature products.\"\u003c/p>\u003c/blockquote>\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=NTSB%3A+Tesla+Booted+From+Crash+Investigation+For+Not+Following+Rules&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"excerpt": "Safety board is examining last month's crash of a 2017 Tesla Model X near Mountain View. Vehicle crashed into a concrete lane divider, killing the driver.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Updated at 3 a.m. ET\u003c/strong>\u003c/p>\n\u003cp>The National Transportation Safety Board, which is looking into the \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\">fatal crash last month\u003c/a> of an SUV using Tesla's Autopilot system, said it is removing the high-tech automaker from the probe for improperly disclosing details of the investigation.\u003c/p>\n\u003cp>Tesla says it withdrew from the investigation.\u003c/p>\n\u003cp>The NTSB is examining last month's crash of a 2017 Tesla Model X near Mountain View. The vehicle crashed into a concrete lane divider, killing the driver, Walter Huang.\u003c/p>\n\u003cp>Earlier this week, \u003ca href=\"https://www.kqed.org/news/11659115/tesla-says-vehicle-in-deadly-crash-was-on-autopilot\" target=\"_blank\" rel=\"noopener\">Tesla blamed Huang for the accident\u003c/a>, which the NTSB contends runs counter to agency protocols.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>As \u003ca href=\"https://www.bloomberg.com/news/articles/2018-04-12/tesla-withdraws-from-ntsb-crash-probe-over-autopilot-data-flap\" target=\"_blank\" rel=\"noopener\">Bloomberg notes\u003c/a>, \"The NTSB guards the integrity of its investigations closely, demanding that participants adhere to rules about what information they can release and their expected cooperation. These so-called parties to investigations must sign legal agreements laying out their responsibilities.\"\u003c/p>\n\u003cp>\"Tesla violated the party agreement by releasing investigative information before it was vetted and confirmed by the NTSB,\" the agency said in a \u003ca href=\"https://www.ntsb.gov/news/press-releases/Pages/NR20180412.aspx\" target=\"_blank\" rel=\"noopener\">statement\u003c/a>. \"Such releases of incomplete information often lead to speculation and incorrect assumptions about the probable cause of a crash.\"\u003c/p>\n\u003cp>\"It is unfortunate that Tesla, by its actions, did not abide by the party agreement,\" said NTSB Chairman Robert Sumwalt. \"We decided to revoke Tesla's party status and informed Mr. Musk in a phone call last evening and \u003ca href=\"http://link.email.dynect.net/link.php?DynEngagement=true&H=oGJ1pkZyysOST8btnWeAdWfazdP60O3PLkuOZioW2RiI0IVhceklyikuuz730yACd%2BvEm0h%2B113mSmdgAw4ydO/suCeYKBzFnZcYcVV9wFyhwIiDVPNWUXsWB7zNOf9z&G=0&R=https://goo.gl/gZofXm&I=20180412174102.0000002a26a4%40mail6-94-usnbn1&X=MHwxMDQ2NzU4OjVhY2Y5YTJkYzdiZjIyZTQ3NTEzMTllNTs%3D&S=aToOg89TnPzHZ7NglVgNSTnTz0lqFtcgJ5Y1HLJiKOA\" target=\"_blank\" rel=\"noopener\">via letter \u003c/a>today. While we understand the demand for information that parties face during an NTSB investigation, uncoordinated releases of incomplete information do not further transportation safety or serve the public interest.\"\u003c/p>\n\u003cp>In a statement emailed to NPR, a Tesla spokesperson said the company decided to withdraw from the agreement of its own accord.\u003c/p>\n\u003cp>\"Last week, in a conversation with the NTSB, we were told that if we made additional statements before their 12-24 month investigative process is complete, we would no longer be a party to the investigation agreement. On Tuesday, we chose to withdraw from the agreement and issued a statement to correct misleading claims that had been made about Autopilot — claims which made it seem as though Autopilot creates safety problems when the opposite is true,\" the statement said.\u003c/p>\n\u003cp>\"It's been clear in our conversations with the NTSB that they're more concerned with press headlines than actually promoting safety,\" Tesla said. \"Among other things, they repeatedly released partial bits of incomplete information to the media in violation of their own rules, at the same time that they were trying to prevent us from telling all the facts.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>As \u003ca href=\"https://www.wsj.com/articles/tesla-withdraws-from-ntsb-agreement-in-fatal-crash-probe-1523547055\" target=\"_blank\" rel=\"noopener\">The Wall Street Journal\u003c/a> writes:\u003c/p>\n\u003cblockquote>\u003cp>\"Removals from NTSB party agreements are rare. The agency in 2014 revoked party status for \u003ca href=\"http://quotes.wsj.com/UPS\" target=\"_blank\" rel=\"noopener\">United Parcel Service\u003c/a> Inc. and a pilots union in the probe of a crash of one of the package-delivery company's cargo planes after public comments were made by each side about circumstances surrounding the accident.\u003c/p>\u003c/blockquote>\n\u003cblockquote>\u003cp>For Tesla, a departure from the NTSB agreement risks diminishing the car maker's influence over and insight into an investigation that could ultimately reach critical conclusions about one of the company's signature products.\"\u003c/p>\u003c/blockquote>\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=NTSB%3A+Tesla+Booted+From+Crash+Investigation+For+Not+Following+Rules&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Uber will start doing annual criminal background checks on U.S. drivers and hire a company that continually monitors criminal arrests as it tries to do a better job of keeping riders safe.\u003c/p>\n\u003cp>The move announced Thursday is one of several actions taken by the ride-hailing company under new CEO Dara Khosrowshahi, who said that the changes aren’t just being done to polish the company’s image, which has been tarnished by driver misbehavior and a long string of other embarrassing failings.\u003c/p>\n\u003cp>“The first thing that we want to do is really change Uber’s substance, and the image may follow,” he said in an interview with The Associated Press. “The announcements that we’re making are just a step along the way of making Uber fundamentally safer for drivers and riders.”\u003c/p>\n\u003cp>Other safety features include buttons in the Uber app that allow riders to call 911 in an emergency, as well as app refinements that make it easier for riders to share their whereabouts with friends or loved ones.\u003c/p>\n\u003cp>Since it began operating in 2009, Uber has been dogged by reports of drivers accosting passengers, including lawsuits alleging sexual assaults. Last year, the company was fined $8.9 million by Colorado for allowing people with serious criminal or motor vehicle offenses to work as drivers. The state’s Public Utilities Commission said it found nearly 60 people were allowed to drive in the state despite having previous felony convictions or major traffic violations, including drunken driving.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Khosrowshahi, formerly CEO of the Expedia travel booking site, replaced hard-charging co-founder Travis Kalanick in August and faced problems almost from the start. Most recently, he has had to grapple with his company’s autonomous vehicle program after one of its SUVs struck and killed a pedestrian last month in Tempe, Arizona.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11651103\">The Human Cost of Uber and Lyft: Life in the Dying Taxi Industry\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11651103\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2018/02/Mark-1-e1519088151805-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Khosrowshahi said the company’s exponentially fast growth prevented steps like the annual background checks from being done sooner. “I can’t change the past, but I can change the things that we do going forward,” he said.\u003c/p>\n\u003cp>Uber does 15 million trips per day worldwide, and its drivers “reflect the good and the bad and the random events of the world,” Khosrowshahi said.\u003c/p>\n\u003cp>It was bad policy for Uber to do just one background check for drivers and never follow up, said Thomas Mauriello, a senior lecturer of forensic science at the University of Maryland and former Defense Department agent who was involved in background checks. But he sees the changes as positive, potentially catching bad behavior after a driver is hired on.\u003c/p>\n\u003cp>“Any check is better than no check,” he said. “Nobody should think that any check they do is going to be 100 percent foolproof and get all information.”\u003c/p>\n\u003cp>Some governments now require background checks after drivers are hired, but the company’s policy makes it uniform nationwide, Uber said.\u003c/p>\n\u003cp>Uber will conduct its annual background checks through a company called Checkr starting in the next few weeks. It still does not intend to do FBI fingerprint background checks, saying its check of court records and other databases is robust, fair and “stacks up well against the alternatives.”\u003c/p>\n\u003cp>A company, which Uber would not identify, has been hired to continually check arrest data, and that also will begin in a few weeks, Uber said.\u003c/p>\n\u003cp>Most governments do not require annual background checks on taxi drivers, but they continually monitor arrest records and check them against drivers’ names, said John Boit, spokesman for the Taxicab, Limousine and Paratransit Association.\u003c/p>\n\u003cp>Mauriello says that may be true because the FBI database includes only felonies. Many sex crimes and traffic violations that could disqualify driver candidates are misdemeanors and not in the database, he said.\u003c/p>\n\u003cp>The app changes, which will take several weeks to become active, will roll out first in the U.S. and then move to other countries. Riders will see a shield that they can touch, sending the app to another screen with safety tips, instructions on how to easily share ride information with others, and a button to call 911. When the 911 button is pressed, riders will immediately get their location to relay to dispatchers, helping riders traveling in unfamiliar areas.\u003c/p>\n\u003cp>Uber has been testing its new features with Denver’s 911 system, which automatically sends the rider’s location, as well as driver and car information, to the dispatch center. Uber says location information from smartphones is better than what’s used by 911 centers, which rely on triangulation off multiple cellular telephone towers.\u003c/p>\n\u003cp>Evelyn Bailey, executive director of the National Association of State 911 Administrators, said there’s no proof yet that smartphones provide closer location information than wireless carriers, but it’s under study by the Federal Communications Commission. She said Uber’s two-step calling through the app may not be intuitive for people, and she would prefer they call 911 with the keypad.\u003c/p>\n\u003cp>She also said Uber’s system has great potential, although she would like to see test results before passing judgment. “If in fact it does deliver what it promises, then that could be very beneficial to the calling public,” she said. “But if it doesn’t, then I think that’s a problem.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Uber says people can always call 911 from the keypad.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber will start doing annual criminal background checks on U.S. drivers and hire a company that continually monitors criminal arrests as it tries to do a better job of keeping riders safe.\u003c/p>\n\u003cp>The move announced Thursday is one of several actions taken by the ride-hailing company under new CEO Dara Khosrowshahi, who said that the changes aren’t just being done to polish the company’s image, which has been tarnished by driver misbehavior and a long string of other embarrassing failings.\u003c/p>\n\u003cp>“The first thing that we want to do is really change Uber’s substance, and the image may follow,” he said in an interview with The Associated Press. “The announcements that we’re making are just a step along the way of making Uber fundamentally safer for drivers and riders.”\u003c/p>\n\u003cp>Other safety features include buttons in the Uber app that allow riders to call 911 in an emergency, as well as app refinements that make it easier for riders to share their whereabouts with friends or loved ones.\u003c/p>\n\u003cp>Since it began operating in 2009, Uber has been dogged by reports of drivers accosting passengers, including lawsuits alleging sexual assaults. Last year, the company was fined $8.9 million by Colorado for allowing people with serious criminal or motor vehicle offenses to work as drivers. The state’s Public Utilities Commission said it found nearly 60 people were allowed to drive in the state despite having previous felony convictions or major traffic violations, including drunken driving.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Khosrowshahi, formerly CEO of the Expedia travel booking site, replaced hard-charging co-founder Travis Kalanick in August and faced problems almost from the start. Most recently, he has had to grapple with his company’s autonomous vehicle program after one of its SUVs struck and killed a pedestrian last month in Tempe, Arizona.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11651103\">The Human Cost of Uber and Lyft: Life in the Dying Taxi Industry\u003c/a>\u003c/h3>\n\u003cfigure>\u003ca href=\"https://www.kqed.org/news/11651103\">\u003cimg decoding=\"async\" src=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2018/02/Mark-1-e1519088151805-1180x885.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>Khosrowshahi said the company’s exponentially fast growth prevented steps like the annual background checks from being done sooner. “I can’t change the past, but I can change the things that we do going forward,” he said.\u003c/p>\n\u003cp>Uber does 15 million trips per day worldwide, and its drivers “reflect the good and the bad and the random events of the world,” Khosrowshahi said.\u003c/p>\n\u003cp>It was bad policy for Uber to do just one background check for drivers and never follow up, said Thomas Mauriello, a senior lecturer of forensic science at the University of Maryland and former Defense Department agent who was involved in background checks. But he sees the changes as positive, potentially catching bad behavior after a driver is hired on.\u003c/p>\n\u003cp>“Any check is better than no check,” he said. “Nobody should think that any check they do is going to be 100 percent foolproof and get all information.”\u003c/p>\n\u003cp>Some governments now require background checks after drivers are hired, but the company’s policy makes it uniform nationwide, Uber said.\u003c/p>\n\u003cp>Uber will conduct its annual background checks through a company called Checkr starting in the next few weeks. It still does not intend to do FBI fingerprint background checks, saying its check of court records and other databases is robust, fair and “stacks up well against the alternatives.”\u003c/p>\n\u003cp>A company, which Uber would not identify, has been hired to continually check arrest data, and that also will begin in a few weeks, Uber said.\u003c/p>\n\u003cp>Most governments do not require annual background checks on taxi drivers, but they continually monitor arrest records and check them against drivers’ names, said John Boit, spokesman for the Taxicab, Limousine and Paratransit Association.\u003c/p>\n\u003cp>Mauriello says that may be true because the FBI database includes only felonies. Many sex crimes and traffic violations that could disqualify driver candidates are misdemeanors and not in the database, he said.\u003c/p>\n\u003cp>The app changes, which will take several weeks to become active, will roll out first in the U.S. and then move to other countries. Riders will see a shield that they can touch, sending the app to another screen with safety tips, instructions on how to easily share ride information with others, and a button to call 911. When the 911 button is pressed, riders will immediately get their location to relay to dispatchers, helping riders traveling in unfamiliar areas.\u003c/p>\n\u003cp>Uber has been testing its new features with Denver’s 911 system, which automatically sends the rider’s location, as well as driver and car information, to the dispatch center. Uber says location information from smartphones is better than what’s used by 911 centers, which rely on triangulation off multiple cellular telephone towers.\u003c/p>\n\u003cp>Evelyn Bailey, executive director of the National Association of State 911 Administrators, said there’s no proof yet that smartphones provide closer location information than wireless carriers, but it’s under study by the Federal Communications Commission. She said Uber’s two-step calling through the app may not be intuitive for people, and she would prefer they call 911 with the keypad.\u003c/p>\n\u003cp>She also said Uber’s system has great potential, although she would like to see test results before passing judgment. “If in fact it does deliver what it promises, then that could be very beneficial to the calling public,” she said. “But if it doesn’t, then I think that’s a problem.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Uber says people can always call 911 from the keypad.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Have Ride-Hailing Apps Made Traffic Worse?",
"headTitle": "Have Ride-Hailing Apps Made Traffic Worse? | KQED",
"content": "\u003cp>\u003cem>Bay Curious Host Olivia Allen-Price sat down with KALW transportation reporter Eli Wirtschafter to see if our Bay Area traffic woes can be blamed on ride-hailing apps. The following is a lightly edited transcript.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>OAP: Is traffic actually getting worse and could Lyft and Uber be to blame?\u003c/strong>\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>EW: Big question. First of all, we know for sure that traffic has gotten worse in the Bay Area. We live it, and we see it every day. But there’s a lot of other reasons why traffic has increased. The Bay Area is becoming a lot more dense. In the last couple years the economy has been doing really well so people are going to jobs, people are going out at night, a lot of people are moving around. Gas is cheaper than it used to be. So there’s various things that we would expect to increase traffic. But at the same time these two services that started in San Francisco, Uber and Lyft, have become really popular. And there’s a lot of reasons to think that they could be increasing traffic as well.\u003c/p>\n\u003cp>\u003cstrong>OAP: So how might Uber and Lyft be creating more traffic?\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>EW: Well, the first thing is the amount of time those cars are traveling without a passenger. So, when you drive your own car from one place to another, that’s just Point A to Point B. Lyft is going to take you from Point A to Point B and then is going to drive around waiting for someone else to join. So that looks like something that could add to miles traveled on the road.\u003c/p>\n\u003cp>\u003cstrong>OAP: Are there more cars on the road because of services like Uber and Lyft?\u003c/strong>\u003c/p>\n\u003cp>EW: Well, San Francisco was never a major taxi town. Even in 2012, before these services got big, taxis made up only around 1 percent of rides within San Francisco. Now a study by the county of San Francisco estimates 15 percent of trips inside the city are made through Uber and Lyft. That’s huge. That’s much bigger than taxis used to be.\u003c/p>\n\u003cfigure id=\"attachment_11658016\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-large wp-image-11658016\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/GettyImages-696041472-1020x704.jpg\" alt=\"Is Uber making traffic worse?\" width=\"640\" height=\"442\">\u003cfigcaption class=\"wp-caption-text\">Is Uber making traffic worse? \u003ccite>(Spencer Platt/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>OAP: How many Uber and Lyft cars are actually on our streets?\u003c/strong>\u003c/p>\n\u003cp>EW: According to data gathered by the county of San Francisco, on an average weekday there are more than 5,700 Uber or Lyft vehicles in San Francisco during peak hours. On Friday, that goes up to 6,500.\u003c/p>\n\u003cp>\u003cstrong>OAP: What kind of rides are Lyft and Uber replacing? Are people using public transit or their personal cars less?\u003c/strong>\u003c/p>\n\u003cp>EW: The impact on transit is pretty complicated. It seems from a couple of studies, if you’re talking about a shorter trip, people are now more likely to choose not to take the bus and choose to take an Uber or Lyft instead. For a longer trip, it may be that some people are choosing to take public transit more and take Uber and Lyft towards the end of the trip.\u003c/p>\n\u003cp>BART actually did a study of their own riders who use Uber and Lyft, and about the same number said it made them more likely to ride BART as the number who said it made them less likely to ride BART. But I think a more key thing to look at is whether Uber and Lyft are creating rides where before someone wouldn’t have done a ride at all. And we don’t have data on that for San Francisco. But a study based out of UC Davis found that 49 to 61 percent of ride-hailing trips would not have been made by a car at all.\u003c/p>\n\u003cp>\u003cstrong>OAP: Wow. So that would be a lot more cars on the road.\u003c/strong>\u003c/p>\n\u003cp>EW: That would be a lot more cars.\u003c/p>\n\u003cp>\u003cstrong>OAP: And is there a scenario in which Uber and Lyft actually help reduce traffic? Because I imagine you could get to a point where so many people are relying on these services that they wouldn’t have cars of their own, and that could be a good thing.\u003c/strong>\u003c/p>\n\u003cp>EW: Yes, it’s possible. You can imagine ways that they would reduce traffic. If people are circling for parking less and taking those services more, and they’re so efficient that they’re always picking somebody up, that could reduce traffic. If people are taking public transit more and using Uber and Lyft for just the last bit of the journey, that could reduce traffic. The biggest way they could potentially reduce traffic is if people start to use it more as a carpooling service. So both Uber and Lyft have a carpool version of the service. For now they’re not as popular, but both Uber and Lyft are saying they want to increase the number of rides that happen through carpooling. … But you still have to remember, if you take three people out of a bus and put them into an Uber, that’s still increasing the number of vehicles on the road.\u003c/p>\n\u003cfigure id=\"attachment_11658006\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-large wp-image-11658006\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/GettyImages-71345268-1020x680.jpg\" alt=\"Traffic in the Bay Area\" width=\"640\" height=\"427\">\u003cfigcaption class=\"wp-caption-text\">Traffic in the Bay Area \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>OAP: And what can governments do? Can our cities actually help with this problem?\u003c/strong>\u003c/p>\n\u003cp>EW: A lot of transportation planners say if you really want to decrease traffic, the way to do that is to charge people for driving. So right now there’s some talk in San Francisco of imposing some sort of charge for cars entering the city. Another way to do that could be to charge for every mile that people drive and you could put that kind of tax specifically on Uber or Lyft. Right now individual cities don’t have the authority to do that. In California, authority to regulate these companies is held by the state, and they’re not making moves like that. They’re not under the same kind of pressure of traffic as San Francisco.\u003c/p>\n\u003cp>\u003cstrong>OAP: So is there any hope for our listeners who just want some traffic relief? Is there anything that they can look forward to?\u003c/strong>\u003c/p>\n\u003cp>Well, I hope they have lots of things they can look forward to, but for traffic relief they’re going to have to hold out for a world where people are carpooling more. There is a hopeful case for when driverless cars come along, our whole network is going to be so smart that people are going to be carpooling all the time and there aren’t going to be more cars on the road than there have to be. I’m worried that the reality is going to be the opposite. As driverless cars come in, it costs even less to have a car out on the road than it does now. I wish I had good news for listeners, but I don’t feel like I do.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Bay Curious Host Olivia Allen-Price sat down with KALW transportation reporter Eli Wirtschafter to see if our Bay Area traffic woes can be blamed on ride-hailing apps. The following is a lightly edited transcript.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>OAP: Is traffic actually getting worse and could Lyft and Uber be to blame?\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>EW: Big question. First of all, we know for sure that traffic has gotten worse in the Bay Area. We live it, and we see it every day. But there’s a lot of other reasons why traffic has increased. The Bay Area is becoming a lot more dense. In the last couple years the economy has been doing really well so people are going to jobs, people are going out at night, a lot of people are moving around. Gas is cheaper than it used to be. So there’s various things that we would expect to increase traffic. But at the same time these two services that started in San Francisco, Uber and Lyft, have become really popular. And there’s a lot of reasons to think that they could be increasing traffic as well.\u003c/p>\n\u003cp>\u003cstrong>OAP: So how might Uber and Lyft be creating more traffic?\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>EW: Well, the first thing is the amount of time those cars are traveling without a passenger. So, when you drive your own car from one place to another, that’s just Point A to Point B. Lyft is going to take you from Point A to Point B and then is going to drive around waiting for someone else to join. So that looks like something that could add to miles traveled on the road.\u003c/p>\n\u003cp>\u003cstrong>OAP: Are there more cars on the road because of services like Uber and Lyft?\u003c/strong>\u003c/p>\n\u003cp>EW: Well, San Francisco was never a major taxi town. Even in 2012, before these services got big, taxis made up only around 1 percent of rides within San Francisco. Now a study by the county of San Francisco estimates 15 percent of trips inside the city are made through Uber and Lyft. That’s huge. That’s much bigger than taxis used to be.\u003c/p>\n\u003cfigure id=\"attachment_11658016\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-large wp-image-11658016\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/GettyImages-696041472-1020x704.jpg\" alt=\"Is Uber making traffic worse?\" width=\"640\" height=\"442\">\u003cfigcaption class=\"wp-caption-text\">Is Uber making traffic worse? \u003ccite>(Spencer Platt/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>OAP: How many Uber and Lyft cars are actually on our streets?\u003c/strong>\u003c/p>\n\u003cp>EW: According to data gathered by the county of San Francisco, on an average weekday there are more than 5,700 Uber or Lyft vehicles in San Francisco during peak hours. On Friday, that goes up to 6,500.\u003c/p>\n\u003cp>\u003cstrong>OAP: What kind of rides are Lyft and Uber replacing? Are people using public transit or their personal cars less?\u003c/strong>\u003c/p>\n\u003cp>EW: The impact on transit is pretty complicated. It seems from a couple of studies, if you’re talking about a shorter trip, people are now more likely to choose not to take the bus and choose to take an Uber or Lyft instead. For a longer trip, it may be that some people are choosing to take public transit more and take Uber and Lyft towards the end of the trip.\u003c/p>\n\u003cp>BART actually did a study of their own riders who use Uber and Lyft, and about the same number said it made them more likely to ride BART as the number who said it made them less likely to ride BART. But I think a more key thing to look at is whether Uber and Lyft are creating rides where before someone wouldn’t have done a ride at all. And we don’t have data on that for San Francisco. But a study based out of UC Davis found that 49 to 61 percent of ride-hailing trips would not have been made by a car at all.\u003c/p>\n\u003cp>\u003cstrong>OAP: Wow. So that would be a lot more cars on the road.\u003c/strong>\u003c/p>\n\u003cp>EW: That would be a lot more cars.\u003c/p>\n\u003cp>\u003cstrong>OAP: And is there a scenario in which Uber and Lyft actually help reduce traffic? Because I imagine you could get to a point where so many people are relying on these services that they wouldn’t have cars of their own, and that could be a good thing.\u003c/strong>\u003c/p>\n\u003cp>EW: Yes, it’s possible. You can imagine ways that they would reduce traffic. If people are circling for parking less and taking those services more, and they’re so efficient that they’re always picking somebody up, that could reduce traffic. If people are taking public transit more and using Uber and Lyft for just the last bit of the journey, that could reduce traffic. The biggest way they could potentially reduce traffic is if people start to use it more as a carpooling service. So both Uber and Lyft have a carpool version of the service. For now they’re not as popular, but both Uber and Lyft are saying they want to increase the number of rides that happen through carpooling. … But you still have to remember, if you take three people out of a bus and put them into an Uber, that’s still increasing the number of vehicles on the road.\u003c/p>\n\u003cfigure id=\"attachment_11658006\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-large wp-image-11658006\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/GettyImages-71345268-1020x680.jpg\" alt=\"Traffic in the Bay Area\" width=\"640\" height=\"427\">\u003cfigcaption class=\"wp-caption-text\">Traffic in the Bay Area \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>OAP: And what can governments do? Can our cities actually help with this problem?\u003c/strong>\u003c/p>\n\u003cp>EW: A lot of transportation planners say if you really want to decrease traffic, the way to do that is to charge people for driving. So right now there’s some talk in San Francisco of imposing some sort of charge for cars entering the city. Another way to do that could be to charge for every mile that people drive and you could put that kind of tax specifically on Uber or Lyft. Right now individual cities don’t have the authority to do that. In California, authority to regulate these companies is held by the state, and they’re not making moves like that. They’re not under the same kind of pressure of traffic as San Francisco.\u003c/p>\n\u003cp>\u003cstrong>OAP: So is there any hope for our listeners who just want some traffic relief? Is there anything that they can look forward to?\u003c/strong>\u003c/p>\n\u003cp>Well, I hope they have lots of things they can look forward to, but for traffic relief they’re going to have to hold out for a world where people are carpooling more. There is a hopeful case for when driverless cars come along, our whole network is going to be so smart that people are going to be carpooling all the time and there aren’t going to be more cars on the road than there have to be. I’m worried that the reality is going to be the opposite. As driverless cars come in, it costs even less to have a car out on the road than it does now. I wish I had good news for listeners, but I don’t feel like I do.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>San Francisco state Sen. Scott Wiener describes his \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180SB827\" rel=\"noopener\" target=\"_blank\">SB 827\u003c/a> — the lightning-rod legislation that has stirred statewide debate over housing policy with its mandate for intense development near transit — as “a very aggressive bill.” \u003c/p>\n\u003cp>But he has also been consistent in calling the bill, which would override key aspects of local zoning throughout the state and require cities to allow multi-story apartment or condo buildings within a half-mile of train stops and a quarter-mile of busy bus routes, as a work in progress.\u003c/p>\n\u003cp>The latest proof of that: Wiener introduced a second round of extensive amendments as the legislation moves toward a make-or-break committee hearing sometime in the next two weeks. \u003c/p>\n\u003cp>“I’ve said from the beginning … that we welcome constructive feedback, not only from supporters but from critics of the bill,” Wiener said Tuesday. “And over the last few months we’ve gotten some really amazing from people, including my colleagues, advocates, members of the community, local elected officials.”\u003c/p>\n\u003cp>The bill, introduced in early January and sponsored by pro-development “\u003ca href=\"https://cayimby.org/\" rel=\"noopener\" target=\"_blank\">Yes In My Back Yard\u003c/a>” activists backed largely by tech sector money, has aroused intense opposition among city officials and community groups throughout the state. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Supporters frame the measure as an urgent response to California’s growing housing affordability crisis, and one that makes wise use of investment in transit. Opponents criticize it for imposing state control over local planning decisions and as an instrument that could make displacement and gentrification in the state’s major cities worse. \u003c/p>\n\u003cp>Wiener’s first round of amendments, introduced last month, sought to calm displacement concerns by adding language to preserve local protections against evictions and building demolitions. The senator also added provisions requiring a right of return and payment of relocation expenses to tenants forced from their homes by development permitted under the bill. \u003c/p>\n\u003cp>With opposition continuing and the legislative clock ticking — under state Senate rules, the bill must clear the Transportation and Housing Committee by the end of the month — Wiener brought out a second round of amendments late Monday. \u003c/p>\n\u003cp>The revised bill scales back one of the its key density requirements, eliminating a provision that would have required local jurisdictions to permit buildings at least 85 feet tall on major streets near train stations, ferry terminals and along the busiest bus routes. The new height requirement would be 55 feet on those streets. \u003c/p>\n\u003cp>The amendments also add a more detailed description of the commuter bus lines that would define many of the areas that would qualify as “transit-rich” high-density development corridors.\u003c/p>\n\u003cp>The bill would also developers who build “transit-rich” projects permitted under the bill to pay for monthly transit passes to all residents in those new buildings. \u003c/p>\n\u003cp>Last year, Gov. Jerry Brown signed Wiener’s SB 35, an ambitious bill that seeks to streamline the permit approval process for affordable housing in cities that have lagged behind goals set in state law. \u003c/p>\n\u003cp>Wiener says winning passage of SB 827 will be a tougher fight. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“This bill is harder than SB 35, first because we don’t have a whole housing package put together by the (legislative) leadership and the governor this year,” Wiener said. “We’re a little bit more on our own … the bill is not guaranteed to move forward.” \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco state Sen. Scott Wiener describes his \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180SB827\" rel=\"noopener\" target=\"_blank\">SB 827\u003c/a> — the lightning-rod legislation that has stirred statewide debate over housing policy with its mandate for intense development near transit — as “a very aggressive bill.” \u003c/p>\n\u003cp>But he has also been consistent in calling the bill, which would override key aspects of local zoning throughout the state and require cities to allow multi-story apartment or condo buildings within a half-mile of train stops and a quarter-mile of busy bus routes, as a work in progress.\u003c/p>\n\u003cp>The latest proof of that: Wiener introduced a second round of extensive amendments as the legislation moves toward a make-or-break committee hearing sometime in the next two weeks. \u003c/p>\n\u003cp>“I’ve said from the beginning … that we welcome constructive feedback, not only from supporters but from critics of the bill,” Wiener said Tuesday. “And over the last few months we’ve gotten some really amazing from people, including my colleagues, advocates, members of the community, local elected officials.”\u003c/p>\n\u003cp>The bill, introduced in early January and sponsored by pro-development “\u003ca href=\"https://cayimby.org/\" rel=\"noopener\" target=\"_blank\">Yes In My Back Yard\u003c/a>” activists backed largely by tech sector money, has aroused intense opposition among city officials and community groups throughout the state. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Supporters frame the measure as an urgent response to California’s growing housing affordability crisis, and one that makes wise use of investment in transit. Opponents criticize it for imposing state control over local planning decisions and as an instrument that could make displacement and gentrification in the state’s major cities worse. \u003c/p>\n\u003cp>Wiener’s first round of amendments, introduced last month, sought to calm displacement concerns by adding language to preserve local protections against evictions and building demolitions. The senator also added provisions requiring a right of return and payment of relocation expenses to tenants forced from their homes by development permitted under the bill. \u003c/p>\n\u003cp>With opposition continuing and the legislative clock ticking — under state Senate rules, the bill must clear the Transportation and Housing Committee by the end of the month — Wiener brought out a second round of amendments late Monday. \u003c/p>\n\u003cp>The revised bill scales back one of the its key density requirements, eliminating a provision that would have required local jurisdictions to permit buildings at least 85 feet tall on major streets near train stations, ferry terminals and along the busiest bus routes. The new height requirement would be 55 feet on those streets. \u003c/p>\n\u003cp>The amendments also add a more detailed description of the commuter bus lines that would define many of the areas that would qualify as “transit-rich” high-density development corridors.\u003c/p>\n\u003cp>The bill would also developers who build “transit-rich” projects permitted under the bill to pay for monthly transit passes to all residents in those new buildings. \u003c/p>\n\u003cp>Last year, Gov. Jerry Brown signed Wiener’s SB 35, an ambitious bill that seeks to streamline the permit approval process for affordable housing in cities that have lagged behind goals set in state law. \u003c/p>\n\u003cp>Wiener says winning passage of SB 827 will be a tougher fight. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“This bill is harder than SB 35, first because we don’t have a whole housing package put together by the (legislative) leadership and the governor this year,” Wiener said. “We’re a little bit more on our own … the bill is not guaranteed to move forward.” \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>San Francisco officials are weighing steps — including possible legal action — to try to rein in the sudden proliferation of rental electric stand-up scooters on the city’s streets and sidewalks.\u003c/p>\n\u003cp>The scooters began appearing on city streets last month, distributed by a Southern California firm called Bird and two Bay Area dockless bike startups — LimeBike and Spin.\u003c/p>\n\u003cp>City officials voiced disapproval because the companies put the scooters on the street without permits. Numerous reports of people riding the mini-vehicles on sidewalks — and dumping them haphazardly when they’re done riding — has heightened that official displeasure.\u003c/p>\n\u003cp>The result: Board of Supervisors’ legislation that would empower the San Francisco Municipal Transportation Agency to develop and enforce regulations for the scooters. The proposal, by Supervisor Aaron Peskin, is scheduled to be heard next week in the board’s Land Use and Transportation Committee.\u003c/p>\n\u003cp>On another front, City Attorney Dennis Herrera said in a statement Monday his office has received “multiple” complaints about the scooters and is exploring what legal remedies might be used to ensure they don’t interfere with pedestrian safety.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The city’s sidewalks “are not dumping grounds for commercial scooters,” Herrera said. “Kids, parents with strollers, seniors or people in wheelchairs shouldn’t be tripping over scooters or forced into traffic to get around them. San Franciscans’ safety and public resources are not commodities for these companies to monetize. San Francisco has had enough of the mantra ‘move fast and break things.’ We are examining all of our legal options to protect the more than one million people who use San Francisco’s sidewalks every day.”\u003c/p>\n\u003cp>Early last year, Herrera’s office was successful in forcing Bluegogo, a now-defunct China-based dockless bike company, to remove its cycles from the streets. The Bluegogo episode prompted an ordinance by Peskin to require dockless bike companies to obtain SFMTA permits.\u003c/p>\n\u003cp>“Of course, we didn’t anticipate stationless scooters” when the dockless bike ordinance was written, Peskin said in an interview Monday. “I actually introduced legislation before Bird and Lime dumped hundreds of these devices on our sidewalks to give the San Francisco Municipal Transportation Agency the ability to permit these and set reasonable permit conditions. … I suspect these companies knew full well that this legislation was forthcoming and decided that they would rather ask forgiveness than permission.”\u003c/p>\n\u003cp>SFMTA spokesman Paul Rose said in an email Monday that the agency is working with Peskin to develop regulations for “motorized scooter sharing in the public right-of-way.”\u003c/p>\n\u003cp>He noted that while the electric stand-up scooters are not explicitly covered under the city’s transportation code, other legal requirements do apply.\u003c/p>\n\u003cp>“It is illegal to place a scooter (or any other object) in a manner that obstructs the sidewalk or other pedestrian paths of travel,” Rose said. “Also, state law prohibits riding motorized scooters on any sidewalk and requires that scooter riders wear helmets.”\u003c/p>\n\u003cp>He also said the city wants “any potential operators of new transportation services to work closely with us prior to launching a new program. While we welcome improved mobility options, we want to carefully consider the potential benefits and impacts of any new private transportation service to ensure that it serves the public interest.”\u003c/p>\n\u003cp>Bird and LimeBike did not respond immediately to requests for comment. However, San Francisco-based Spin maintained that it has been cooperative with the SFMTA and has taken steps to educate customers about the do’s and don’ts of scooter etiquette.\u003c/p>\n\u003cp>“This is the first time we’re hearing about this statement from the city attorney’s office,” Spin spokeswoman Rachel Starr said in an email Monday. “We have a policy that scooters must be ridden only on roads and bike lanes, and that they must be parked on wide sidewalks in the furniture zone — closer to the curb — so as not to impede pedestrian traffic and ensure public safety.”\u003c/p>\n\u003cp>Starr noted that Spin’s scooter app includes pop-ups informing users that riding on sidewalks is prohibited.\u003c/p>\n\u003cp>“Additionally, our in-house customer support team dispatches our crews whenever we receive a report of an improperly parked scooter that may be obstructing the right of way,” she said. “We’re committed to getting San Franciscans out of cars and using environmentally-friendly transportation options to help mitigate congestion and pollution in our city, but we understand the importance of addressing valuable concerns from the community around safety and appropriate usage of scooters. ”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Among the three firms, Bird gained early notoriety last fall when it distributed hundreds of its scooters in Santa Monica without informing the city. The city filed criminal charges, alleging that the company had failed to obtain business licenses and vendor permits. The company \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-bird-scooters-20180215-story.html\" target=\"_blank\" rel=\"noopener\">pleaded no contest\u003c/a> in February and agreed to pay $300,000 and get the required licenses to settle the case.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco officials are weighing steps — including possible legal action — to try to rein in the sudden proliferation of rental electric stand-up scooters on the city’s streets and sidewalks.\u003c/p>\n\u003cp>The scooters began appearing on city streets last month, distributed by a Southern California firm called Bird and two Bay Area dockless bike startups — LimeBike and Spin.\u003c/p>\n\u003cp>City officials voiced disapproval because the companies put the scooters on the street without permits. Numerous reports of people riding the mini-vehicles on sidewalks — and dumping them haphazardly when they’re done riding — has heightened that official displeasure.\u003c/p>\n\u003cp>The result: Board of Supervisors’ legislation that would empower the San Francisco Municipal Transportation Agency to develop and enforce regulations for the scooters. The proposal, by Supervisor Aaron Peskin, is scheduled to be heard next week in the board’s Land Use and Transportation Committee.\u003c/p>\n\u003cp>On another front, City Attorney Dennis Herrera said in a statement Monday his office has received “multiple” complaints about the scooters and is exploring what legal remedies might be used to ensure they don’t interfere with pedestrian safety.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The city’s sidewalks “are not dumping grounds for commercial scooters,” Herrera said. “Kids, parents with strollers, seniors or people in wheelchairs shouldn’t be tripping over scooters or forced into traffic to get around them. San Franciscans’ safety and public resources are not commodities for these companies to monetize. San Francisco has had enough of the mantra ‘move fast and break things.’ We are examining all of our legal options to protect the more than one million people who use San Francisco’s sidewalks every day.”\u003c/p>\n\u003cp>Early last year, Herrera’s office was successful in forcing Bluegogo, a now-defunct China-based dockless bike company, to remove its cycles from the streets. The Bluegogo episode prompted an ordinance by Peskin to require dockless bike companies to obtain SFMTA permits.\u003c/p>\n\u003cp>“Of course, we didn’t anticipate stationless scooters” when the dockless bike ordinance was written, Peskin said in an interview Monday. “I actually introduced legislation before Bird and Lime dumped hundreds of these devices on our sidewalks to give the San Francisco Municipal Transportation Agency the ability to permit these and set reasonable permit conditions. … I suspect these companies knew full well that this legislation was forthcoming and decided that they would rather ask forgiveness than permission.”\u003c/p>\n\u003cp>SFMTA spokesman Paul Rose said in an email Monday that the agency is working with Peskin to develop regulations for “motorized scooter sharing in the public right-of-way.”\u003c/p>\n\u003cp>He noted that while the electric stand-up scooters are not explicitly covered under the city’s transportation code, other legal requirements do apply.\u003c/p>\n\u003cp>“It is illegal to place a scooter (or any other object) in a manner that obstructs the sidewalk or other pedestrian paths of travel,” Rose said. “Also, state law prohibits riding motorized scooters on any sidewalk and requires that scooter riders wear helmets.”\u003c/p>\n\u003cp>He also said the city wants “any potential operators of new transportation services to work closely with us prior to launching a new program. While we welcome improved mobility options, we want to carefully consider the potential benefits and impacts of any new private transportation service to ensure that it serves the public interest.”\u003c/p>\n\u003cp>Bird and LimeBike did not respond immediately to requests for comment. However, San Francisco-based Spin maintained that it has been cooperative with the SFMTA and has taken steps to educate customers about the do’s and don’ts of scooter etiquette.\u003c/p>\n\u003cp>“This is the first time we’re hearing about this statement from the city attorney’s office,” Spin spokeswoman Rachel Starr said in an email Monday. “We have a policy that scooters must be ridden only on roads and bike lanes, and that they must be parked on wide sidewalks in the furniture zone — closer to the curb — so as not to impede pedestrian traffic and ensure public safety.”\u003c/p>\n\u003cp>Starr noted that Spin’s scooter app includes pop-ups informing users that riding on sidewalks is prohibited.\u003c/p>\n\u003cp>“Additionally, our in-house customer support team dispatches our crews whenever we receive a report of an improperly parked scooter that may be obstructing the right of way,” she said. “We’re committed to getting San Franciscans out of cars and using environmentally-friendly transportation options to help mitigate congestion and pollution in our city, but we understand the importance of addressing valuable concerns from the community around safety and appropriate usage of scooters. ”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Among the three firms, Bird gained early notoriety last fall when it distributed hundreds of its scooters in Santa Monica without informing the city. The city filed criminal charges, alleging that the company had failed to obtain business licenses and vendor permits. The company \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-bird-scooters-20180215-story.html\" target=\"_blank\" rel=\"noopener\">pleaded no contest\u003c/a> in February and agreed to pay $300,000 and get the required licenses to settle the case.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART to Early-Morning Riders: Would You Take a Bus During Tube Retrofit?",
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"content": "\u003cp>Early-morning BART riders are going to have some company on the train for a few days.\u003c/p>\n\u003cp>BART staff this week started riding trains at 4 a.m. to get feedback from riders on service changes that will affect them for the next several years.\u003c/p>\n\u003cp>BART is undertaking a $276 million retrofit of the Transbay Tube to protect it from a \"1,000-year earthquake.\" The plan is to install an inner steel lining throughout the tube, as well as a new pumping system, in hopes of slowing and mitigating any leaks that could occur during an earthquake.\u003c/p>\n\u003cp>To make that happen, BART will be pushing its service start time from 4 a.m. to 5 a.m. and single-tracking from 9:30 p.m. to midnight in the tube for the duration of the project. BART says the service changes will save four months and $15 million on the project.\u003c/p>\n\u003cp>But it will also heavily impact the 2,800 people who BART says use its trains weekdays in that first hour of service.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"There are no other transit options at 4 a.m. A lot of bus service doesn't even start at that hour. So these riders are really relying on BART,\" said transit system spokeswoman Alicia Trost.\u003c/p>\n\u003cp>That's why BART is putting its staff on those early-morning trains to see what kind of \u003cem>bus\u003c/em> service would most help riders during the project.\u003c/p>\n\u003cp>https://twitter.com/RadioBWatt/status/981864243849871361\u003c/p>\n\u003cp>BART is asking riders for their opinion on two different options. One would set up new AC Transit routes from the East Bay into San Francisco and enhance already existing early-morning bus service from AC Transit, Muni and SamTrans.\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30307_BART-option-1-qut.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-11660180\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-800x581.jpg\" alt=\"\" width=\"800\" height=\"581\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-800x581.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-160x116.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-1020x741.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-960x698.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-240x174.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-375x273.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-520x378.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut.jpg 1025w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>The second would also establish four new express bus routes from popular East Bay stations into the Salesforce Transit Center in San Francisco.\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30308_BART-option-2-qut.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-11660181\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-800x590.jpg\" alt=\"\" width=\"800\" height=\"590\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-800x590.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-160x118.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-960x707.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-240x177.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-375x276.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-520x383.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut.jpg 1015w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>Trost said setting up the express routes would cost more money, but could actually save riders time and money off their normal BART commute. She also said BART expects to lose riders because of the service change.\u003c/p>\n\u003cp>\"The work has to be done, and it's all about the safety and reliability of the system,\" she said. \"I think everyone agrees when it comes to the Transbay Tube, it's our most vital asset.\"\u003c/p>\n\u003cp>In addition to riding the trains, BART staff will also collect feedback \u003ca href=\"https://www.bart.gov/sites/default/files/docs/03-28-18%20Tube%20flyer_Final.pdf\" target=\"_blank\" rel=\"noopener\">in stations\u003c/a> over the next few weeks and encouraging riders to take the survey online.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Trost says they'll collect rider feedback through May, after which the board will make a final decision this summer. Depending on which option they choose, work on the Transbay Tube is expected to start either in September 2018 or February 2019.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"There are no other transit options at 4 a.m. A lot of bus service doesn't even start at that hour. So these riders are really relying on BART,\" said transit system spokeswoman Alicia Trost.\u003c/p>\n\u003cp>That's why BART is putting its staff on those early-morning trains to see what kind of \u003cem>bus\u003c/em> service would most help riders during the project.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>BART is asking riders for their opinion on two different options. One would set up new AC Transit routes from the East Bay into San Francisco and enhance already existing early-morning bus service from AC Transit, Muni and SamTrans.\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30307_BART-option-1-qut.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-11660180\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-800x581.jpg\" alt=\"\" width=\"800\" height=\"581\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-800x581.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-160x116.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-1020x741.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-960x698.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-240x174.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-375x273.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut-520x378.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30307_BART-option-1-qut.jpg 1025w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>The second would also establish four new express bus routes from popular East Bay stations into the Salesforce Transit Center in San Francisco.\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30308_BART-option-2-qut.jpg\">\u003cimg class=\"aligncenter size-medium wp-image-11660181\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-800x590.jpg\" alt=\"\" width=\"800\" height=\"590\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-800x590.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-160x118.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-960x707.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-240x177.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-375x276.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut-520x383.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2018/04/RS30308_BART-option-2-qut.jpg 1015w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>Trost said setting up the express routes would cost more money, but could actually save riders time and money off their normal BART commute. She also said BART expects to lose riders because of the service change.\u003c/p>\n\u003cp>\"The work has to be done, and it's all about the safety and reliability of the system,\" she said. \"I think everyone agrees when it comes to the Transbay Tube, it's our most vital asset.\"\u003c/p>\n\u003cp>In addition to riding the trains, BART staff will also collect feedback \u003ca href=\"https://www.bart.gov/sites/default/files/docs/03-28-18%20Tube%20flyer_Final.pdf\" target=\"_blank\" rel=\"noopener\">in stations\u003c/a> over the next few weeks and encouraging riders to take the survey online.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Trost says they'll collect rider feedback through May, after which the board will make a final decision this summer. Depending on which option they choose, work on the Transbay Tube is expected to start either in September 2018 or February 2019.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "how-california-car-culture-killed-the-promise-of-a-20-minute-commute",
"title": "How California Car Culture Killed the Promise of a 20-Minute Commute",
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"headTitle": "How California Car Culture Killed the Promise of a 20-Minute Commute | KQED",
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"content": "\u003cp>As an innovator and early adopter of freeways, California became the symbolic capital of car culture. But the ease of movement conferred by the massive postwar freeway building boom was short-lived, turning the dream of car travel into a nightmare of congestion and long commutes.\u003c/p>\n\u003cp>The story of how Californians went from getting around to getting stuck behind the wheel is deeply entwined with the history of the urban freeway, an enterprise that advanced earlier and on a larger scale here than anywhere else in the country.\u003c/p>\n\u003cp>Half a century ago, there was reason for optimism about cars. Los Angeles native Michael Alexander remembers the days when the old saying about getting anywhere in Los Angeles in 20 minutes actually held true.\u003c/p>\n\u003cp>“I trusted it at least in the first decade of driving that I did,” he said.\u003c/p>\n\u003cp>In 1964, Alexander was a newly minted teenage driver, many freeways had just been built and he got a job as a clown in the L.A. City Traveling Circus, performing at city parks from the San Fernando Valley to the port cities.\u003c/p>\n\u003cfigure id=\"attachment_11660158\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11660158\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/KidsFollowTruck.jpg\" alt=\"Children follow a truck as it drives into position at Granada Hills Playground to set up the 1964 Combined Traveling Circus and Kiddie Carnival. Photo dated: July 4, 1964.\" width=\"1024\" height=\"760\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-160x119.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-800x594.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-1020x757.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-960x713.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-240x178.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-375x278.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-520x386.jpg 520w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">Children follow a truck as it drives into position at Granada Hills Playground to set up the 1964 Combined Traveling Circus and Kiddie Carnival. Photo dated: July 4, 1964. \u003ccite>(HERALD-EXAMINER COLLECTION / LOS ANGELES PUBLIC LIBRARY)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We were truly able to ride the speed limit at any time of the day,” he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Today, that 20-minute rule is absurd. His wife, Vicki Kirsch, budgets five to six times that long to drive from their home northeast of downtown to her job teaching music at UCLA about 15 miles away.\u003c/p>\n\u003cp>Traffic data analytics firm \u003ca href=\"http://inrix.com/scorecard/?\">Inrix\u003c/a> ranked L.A. traffic not just the worst in the country, but the worst in the world in 2017, saying drivers spent more than 100 hours a year delayed by congestion.\u003c/p>\n\u003cp>It was not much better in the San Francisco Bay Area, ranked fifth most congested worldwide, where drivers were stuck in traffic almost 80 hours, according to Inrix.\u003c/p>\n\u003cp>The limited-access highways in urban areas were conceived in the 1920s as a way to provide speedier thoroughfares for cars while excluding streetcars, pedestrians and intersections.\u003c/p>\n\u003cp>That history can be traced less than a mile from Alexander and Kirsch’s home on a drive they take nearly every day down the Arroyo Seco Parkway, one of the earliest freeways in the country.\u003c/p>\n\u003cfigure id=\"attachment_11660160\" class=\"wp-caption aligncenter\" style=\"max-width: 953px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11660160\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/ArroyoSeco.jpg\" alt=\"Arroyo Seco Parkway soon after opening, 1940.\" width=\"953\" height=\"724\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco.jpg 953w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-160x122.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-800x608.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-240x182.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-375x285.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-520x395.jpg 520w\" sizes=\"(max-width: 953px) 100vw, 953px\">\u003cfigcaption class=\"wp-caption-text\">Arroyo Seco Parkway soon after opening, 1940. \u003ccite>(AUTOMOBILE CLUB OF SOUTHERN CALIFORNIA ARCHIVES)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Its opening in 1940 was a seminal moment, said Matthew Roth, historian for the Automobile Club of Southern California.\u003c/p>\n\u003cp>“Once you build a piece of freeway, you have determined future actions,” he said. “Once those lines are laid down in concrete, subsequent construction is going to have to connect with them.”\u003c/p>\n\u003cp>In the decades that followed, California did connect them — financing and designing a massive network of freeways that spans more than 50,000 miles across the state, a system that would become a model for the rest of the country.\u003c/p>\n\u003cp>“California was the right place, but it was also the right time,” said Brian Taylor, an urban planning professor who directs UCLA’s Institute of Transportation Studies.\u003c/p>\n\u003cfigure id=\"attachment_11660163\" class=\"wp-caption aligncenter\" style=\"max-width: 1004px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11660163\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/OneWaySigns.jpg\" alt=\"One-way signs that were placed on exit ramps after opening because people did not understand the concept of on-ramps and off-ramps, 1942.\" width=\"1004\" height=\"718\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns.jpg 1004w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-160x114.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-800x572.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-960x687.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-240x172.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-375x268.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-520x372.jpg 520w\" sizes=\"(max-width: 1004px) 100vw, 1004px\">\u003cfigcaption class=\"wp-caption-text\">One-way signs that were placed on exit ramps after opening because people did not understand the concept of on-ramps and off-ramps, 1942. \u003ccite>(AUTOMOBILE CLUB OF SOUTHERN CALIFORNIA ARCHIVES)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The rise of the automobile was happening everywhere, but California was uniquely poised to embrace it, said Taylor, because it coincided with the state’s period of maximum growth. In the two decades after World War II, there was booming industry, plenty of land to develop and the population doubled. Car ownership was growing even faster than the population, with car registrations \u003ca href=\"https://www.dmv.ca.gov/portal/wcm/connect/bc1434a6-66a8-476c-b500-7e159ee9baaf/S7-1.pdf?MOD=AJPERES&CONVERT_TO=url&CACHEID=bc1434a6-66a8-476c-b500-7e159ee9baaf\">increasing by 10 percent\u003c/a> a year between 1946 and 1958, according to the state Department of Motor Vehicles.\u003c/p>\n\u003cp>In 1947, the state began raising the gas tax to fund the freeways with the landmark Collier-Burns Act, setting up a gas tax highway trust fund which would be copied at the federal level a decade later. Previously, most roads had been funded on an ad hoc basis through bonds, tolls or local property taxes.\u003c/p>\n\u003cp>The State Division of Highways, the precursor to Caltrans, built about a hundred miles of new freeway a year between the mid-’50s and mid-’60s, including sections of Highway 101 in Northern and Southern California, and much of Interstate 5, along with interstates 405 and 280.\u003c/p>\n\u003cp>Taylor said these roadways were designed for high speed and high capacity by an agency that had previously been responsible only for rural highways.\u003c/p>\n\u003cp>“We were off to the races building these big super highways that had really been designed to move people at 70 mph between cities rather than 15 mph within cities” he said.\u003c/p>\n\u003cp>What started as a hodge-podge of more modest facilities like Arroyo Seco Parkway, initiated and built at the local level and designed to fit the crowded urban environment, turned into a state-orchestrated effort that transformed urban landscapes with high-capacity speedways cutting through the heart of cities and out to their fringes.\u003c/p>\n\u003cfigure id=\"attachment_11660166\" class=\"wp-caption aligncenter\" style=\"max-width: 1012px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11660166\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed.jpg\" alt=\"Grading the roadbed of the Harbor Freeway, 1958.\" width=\"1012\" height=\"715\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed.jpg 1012w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-160x113.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-800x565.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-960x678.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-240x170.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-375x265.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-520x367.jpg 520w\" sizes=\"(max-width: 1012px) 100vw, 1012px\">\u003cfigcaption class=\"wp-caption-text\">Grading the roadbed of the Harbor Freeway, 1958. \u003ccite>(AUTOMOBILE CLUB OF SOUTHERN CALIFORNIA ARCHIVES)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Yet only about half the freeways that were planned for the state were ever built. By the 1970s cities were revolting against displacement and smog. Taylor’s \u003ca href=\"https://www.accessmagazine.org/fall-1993/why-california-stopped-building-freeways/\">research\u003c/a> shows that state spending on freeways continued to increase, even as the number of miles constructed plummeted because of cost inflation.\u003c/p>\n\u003cp>Almost as quickly as it began, the era of freeway building came to an end. But Taylor said its legacy can still be felt, and has only compounded as California cities have grown and densified.\u003c/p>\n\u003cp>“These facilities supported development very far from the city center and created an expectation that it was somehow normal and reasonable to travel very far,” he said.\u003c/p>\n\u003cp>The success of the freeways helped drive commerce, development and population growth across the state. The state’s population nearly tripled in the last half of the 20th century and the once-sparsley populated suburbs began merging with the big city centers.\u003c/p>\n\u003cp>But Taylor said it’s a mistake to view the resulting vehicle traffic as a sign of failure or dysfunction.\u003c/p>\n\u003cp>“Congestion is a problem that arises from all of the activity we have in cities,” he said. “Cities exist because they push lots of activities together in a place. But when you push things together, things get crowded and slowed down.”\u003c/p>\n\u003cp>Congestion, not free movement, is the natural state of thriving cities. So what Michael Alexander experienced in 1964 — the dream of driving across a city in 20 minutes — was an anomaly, a blip brought on by a sudden burst of new capacity.\u003c/p>\n\u003cp>It’s likely the dream of a 20-minute car commute will live on only in the memories of folks like Alexander.\u003c/p>\n\u003cp>“I love the advantages the car culture gave me,” he said. “But I’m the beneficiary of something that might not have been best for society in the long run.”\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"https://www.kqed.org/news/series/californiadream/\" target=\"_blank\" rel=\"noopener\">The California Dream series\u003c/a> is a statewide media collaboration of CALmatters, KPBS, KPCC, KQED and Capital Public Radio with support from the Corporation for Public Broadcasting, the James Irvine Foundation and the College Futures Foundation.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-medium wp-image-11660142\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/CADreamBanner-800x219.jpg\" alt=\"\" width=\"800\" height=\"219\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-800x219.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-160x44.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-1020x280.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-1180x324.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-960x263.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-240x66.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-375x103.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner-520x143.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/CADreamBanner.jpg 1867w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As an innovator and early adopter of freeways, California became the symbolic capital of car culture. But the ease of movement conferred by the massive postwar freeway building boom was short-lived, turning the dream of car travel into a nightmare of congestion and long commutes.\u003c/p>\n\u003cp>The story of how Californians went from getting around to getting stuck behind the wheel is deeply entwined with the history of the urban freeway, an enterprise that advanced earlier and on a larger scale here than anywhere else in the country.\u003c/p>\n\u003cp>Half a century ago, there was reason for optimism about cars. Los Angeles native Michael Alexander remembers the days when the old saying about getting anywhere in Los Angeles in 20 minutes actually held true.\u003c/p>\n\u003cp>“I trusted it at least in the first decade of driving that I did,” he said.\u003c/p>\n\u003cp>In 1964, Alexander was a newly minted teenage driver, many freeways had just been built and he got a job as a clown in the L.A. City Traveling Circus, performing at city parks from the San Fernando Valley to the port cities.\u003c/p>\n\u003cfigure id=\"attachment_11660158\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11660158\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/KidsFollowTruck.jpg\" alt=\"Children follow a truck as it drives into position at Granada Hills Playground to set up the 1964 Combined Traveling Circus and Kiddie Carnival. Photo dated: July 4, 1964.\" width=\"1024\" height=\"760\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-160x119.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-800x594.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-1020x757.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-960x713.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-240x178.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-375x278.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/KidsFollowTruck-520x386.jpg 520w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">Children follow a truck as it drives into position at Granada Hills Playground to set up the 1964 Combined Traveling Circus and Kiddie Carnival. Photo dated: July 4, 1964. \u003ccite>(HERALD-EXAMINER COLLECTION / LOS ANGELES PUBLIC LIBRARY)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We were truly able to ride the speed limit at any time of the day,” he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Today, that 20-minute rule is absurd. His wife, Vicki Kirsch, budgets five to six times that long to drive from their home northeast of downtown to her job teaching music at UCLA about 15 miles away.\u003c/p>\n\u003cp>Traffic data analytics firm \u003ca href=\"http://inrix.com/scorecard/?\">Inrix\u003c/a> ranked L.A. traffic not just the worst in the country, but the worst in the world in 2017, saying drivers spent more than 100 hours a year delayed by congestion.\u003c/p>\n\u003cp>It was not much better in the San Francisco Bay Area, ranked fifth most congested worldwide, where drivers were stuck in traffic almost 80 hours, according to Inrix.\u003c/p>\n\u003cp>The limited-access highways in urban areas were conceived in the 1920s as a way to provide speedier thoroughfares for cars while excluding streetcars, pedestrians and intersections.\u003c/p>\n\u003cp>That history can be traced less than a mile from Alexander and Kirsch’s home on a drive they take nearly every day down the Arroyo Seco Parkway, one of the earliest freeways in the country.\u003c/p>\n\u003cfigure id=\"attachment_11660160\" class=\"wp-caption aligncenter\" style=\"max-width: 953px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11660160\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/ArroyoSeco.jpg\" alt=\"Arroyo Seco Parkway soon after opening, 1940.\" width=\"953\" height=\"724\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco.jpg 953w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-160x122.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-800x608.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-240x182.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-375x285.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/ArroyoSeco-520x395.jpg 520w\" sizes=\"(max-width: 953px) 100vw, 953px\">\u003cfigcaption class=\"wp-caption-text\">Arroyo Seco Parkway soon after opening, 1940. \u003ccite>(AUTOMOBILE CLUB OF SOUTHERN CALIFORNIA ARCHIVES)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Its opening in 1940 was a seminal moment, said Matthew Roth, historian for the Automobile Club of Southern California.\u003c/p>\n\u003cp>“Once you build a piece of freeway, you have determined future actions,” he said. “Once those lines are laid down in concrete, subsequent construction is going to have to connect with them.”\u003c/p>\n\u003cp>In the decades that followed, California did connect them — financing and designing a massive network of freeways that spans more than 50,000 miles across the state, a system that would become a model for the rest of the country.\u003c/p>\n\u003cp>“California was the right place, but it was also the right time,” said Brian Taylor, an urban planning professor who directs UCLA’s Institute of Transportation Studies.\u003c/p>\n\u003cfigure id=\"attachment_11660163\" class=\"wp-caption aligncenter\" style=\"max-width: 1004px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11660163\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/OneWaySigns.jpg\" alt=\"One-way signs that were placed on exit ramps after opening because people did not understand the concept of on-ramps and off-ramps, 1942.\" width=\"1004\" height=\"718\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns.jpg 1004w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-160x114.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-800x572.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-960x687.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-240x172.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-375x268.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/OneWaySigns-520x372.jpg 520w\" sizes=\"(max-width: 1004px) 100vw, 1004px\">\u003cfigcaption class=\"wp-caption-text\">One-way signs that were placed on exit ramps after opening because people did not understand the concept of on-ramps and off-ramps, 1942. \u003ccite>(AUTOMOBILE CLUB OF SOUTHERN CALIFORNIA ARCHIVES)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The rise of the automobile was happening everywhere, but California was uniquely poised to embrace it, said Taylor, because it coincided with the state’s period of maximum growth. In the two decades after World War II, there was booming industry, plenty of land to develop and the population doubled. Car ownership was growing even faster than the population, with car registrations \u003ca href=\"https://www.dmv.ca.gov/portal/wcm/connect/bc1434a6-66a8-476c-b500-7e159ee9baaf/S7-1.pdf?MOD=AJPERES&CONVERT_TO=url&CACHEID=bc1434a6-66a8-476c-b500-7e159ee9baaf\">increasing by 10 percent\u003c/a> a year between 1946 and 1958, according to the state Department of Motor Vehicles.\u003c/p>\n\u003cp>In 1947, the state began raising the gas tax to fund the freeways with the landmark Collier-Burns Act, setting up a gas tax highway trust fund which would be copied at the federal level a decade later. Previously, most roads had been funded on an ad hoc basis through bonds, tolls or local property taxes.\u003c/p>\n\u003cp>The State Division of Highways, the precursor to Caltrans, built about a hundred miles of new freeway a year between the mid-’50s and mid-’60s, including sections of Highway 101 in Northern and Southern California, and much of Interstate 5, along with interstates 405 and 280.\u003c/p>\n\u003cp>Taylor said these roadways were designed for high speed and high capacity by an agency that had previously been responsible only for rural highways.\u003c/p>\n\u003cp>“We were off to the races building these big super highways that had really been designed to move people at 70 mph between cities rather than 15 mph within cities” he said.\u003c/p>\n\u003cp>What started as a hodge-podge of more modest facilities like Arroyo Seco Parkway, initiated and built at the local level and designed to fit the crowded urban environment, turned into a state-orchestrated effort that transformed urban landscapes with high-capacity speedways cutting through the heart of cities and out to their fringes.\u003c/p>\n\u003cfigure id=\"attachment_11660166\" class=\"wp-caption aligncenter\" style=\"max-width: 1012px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11660166\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed.jpg\" alt=\"Grading the roadbed of the Harbor Freeway, 1958.\" width=\"1012\" height=\"715\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed.jpg 1012w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-160x113.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-800x565.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-960x678.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-240x170.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-375x265.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/04/GradingtheRoadbed-520x367.jpg 520w\" sizes=\"(max-width: 1012px) 100vw, 1012px\">\u003cfigcaption class=\"wp-caption-text\">Grading the roadbed of the Harbor Freeway, 1958. \u003ccite>(AUTOMOBILE CLUB OF SOUTHERN CALIFORNIA ARCHIVES)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Yet only about half the freeways that were planned for the state were ever built. By the 1970s cities were revolting against displacement and smog. Taylor’s \u003ca href=\"https://www.accessmagazine.org/fall-1993/why-california-stopped-building-freeways/\">research\u003c/a> shows that state spending on freeways continued to increase, even as the number of miles constructed plummeted because of cost inflation.\u003c/p>\n\u003cp>Almost as quickly as it began, the era of freeway building came to an end. But Taylor said its legacy can still be felt, and has only compounded as California cities have grown and densified.\u003c/p>\n\u003cp>“These facilities supported development very far from the city center and created an expectation that it was somehow normal and reasonable to travel very far,” he said.\u003c/p>\n\u003cp>The success of the freeways helped drive commerce, development and population growth across the state. The state’s population nearly tripled in the last half of the 20th century and the once-sparsley populated suburbs began merging with the big city centers.\u003c/p>\n\u003cp>But Taylor said it’s a mistake to view the resulting vehicle traffic as a sign of failure or dysfunction.\u003c/p>\n\u003cp>“Congestion is a problem that arises from all of the activity we have in cities,” he said. “Cities exist because they push lots of activities together in a place. But when you push things together, things get crowded and slowed down.”\u003c/p>\n\u003cp>Congestion, not free movement, is the natural state of thriving cities. So what Michael Alexander experienced in 1964 — the dream of driving across a city in 20 minutes — was an anomaly, a blip brought on by a sudden burst of new capacity.\u003c/p>\n\u003cp>It’s likely the dream of a 20-minute car commute will live on only in the memories of folks like Alexander.\u003c/p>\n\u003cp>“I love the advantages the car culture gave me,” he said. “But I’m the beneficiary of something that might not have been best for society in the long run.”\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"https://www.kqed.org/news/series/californiadream/\" target=\"_blank\" rel=\"noopener\">The California Dream series\u003c/a> is a statewide media collaboration of CALmatters, KPBS, KPCC, KQED and Capital Public Radio with support from the Corporation for Public Broadcasting, the James Irvine Foundation and the College Futures Foundation.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The U.S. Environmental Protection Agency \u003ca href=\"http://bit.ly/fioreepafuel\">rejected Obama-era fuel efficiency standards\u003c/a> and set the stage for a battle with California clean air regulators.\u003c/p>\n\u003cp>In a reference to the \u003ca href=\"https://www.kqed.org/science/1922025/feds-target-unique-waiver-that-allows-california-to-set-emissions-limits\" rel=\"noopener\" target=\"_blank\">special exemption that allows California to set tougher emissions standards\u003c/a> than the federal government does, EPA Administrator Scott Pruitt said, “cooperative federalism doesn’t mean that one state can dictate standards for the rest of the country.”\u003c/p>\n\u003cp>https://twitter.com/EPAScottPruitt/status/980886931524521984\u003c/p>\n\u003cp>Twelve other states join California in adopting tougher emissions standards, leading automakers to adopt the more stringent requirements rather than make cars for two different standards.\u003c/p>\n\u003cp>California Air Resources Board Chair Mary Nichols issued a statement saying, “this decision takes the U.S. auto industry backward.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>It looks like the Trump administration and California are speeding towards another court battle, this time over emissions standards.\u003c/p>\n\n",
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"content": "\u003cp>Tesla is under fire again over labor practices after the National Labor Relations Board (NLRB) tacked on additional charges to an existing complaint, including claims that Tesla fired an employee over efforts to unionize with the United Auto Workers at its Fremont plant. Tesla and the NLRB will go to trial in June.\u003c/p>\n\u003cp>The NLRB is an independent government agency that protects workers’ rights to unionize.\u003c/p>\n\u003cp>The latest allegations have been added to a \u003ca href=\"https://www.kqed.org/news/11615246/federal-labor-board-claims-tesla-intimidated-workers-trying-to-unionize\" target=\"_blank\" rel=\"noopener\">larger complaint\u003c/a> that three workers filed against the automaker.\u003c/p>\n\u003cp>In August, the three workers claimed the company illegally intimidated them when they wore UAW T-shirts. One worker said he was restrained by a security guard when he participated in union activities like passing out flyers and pamphlets with UAW information.\u003c/p>\n\u003cp>In the newly amended complaint, one employee last fall sent screen shots of workers’ photographs and job titles to another Tesla employee to post in a private employee Facebook page called “Fremont Tesla Employees for UAW Representation,” where workers can legally post comments regarding wages and working conditions.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Afterward, a Tesla employee-relations investigator interrogated the two workers about their activity. One worker was fired on Oct. 18 and then, a day later, the other worker received a disciplinary warning.\u003c/p>\n\u003cp>The NLRB says Tesla’s actions discourage employees from engaging in legal unionizing efforts and that the two employees were targeted for their UAW affiliation.\u003c/p>\n\u003cp>Around the same time the two workers were investigated, Tesla fired about 700 employees because of bad performance reviews, according to the automaker. But UAW alleges the firings were because workers were trying to unionize.\u003c/p>\n\u003cp>Labor rights experts aren’t surprised by the latest amendment from the NLRB. Bill Sokol, a labor lawyer and lecturer at San Francisco State University, said, “It’s very possible that there will be more amendments, depending on the NLRB’s investigation of new charges, because we know that 700 workers were terminated.”\u003c/p>\n\u003cp>Michael Sanchez, a Tesla factory worker and part of the complaint because he says he was intimidated for handing out union leaflets. He said he’s happy with this amended complaint because it’s a move in the right direction.\u003c/p>\n\u003cp>“It’s a step forward, you know, to just speak the truth,” Sanchez said. “We aren’t here to have a good job. We’re here to have a great career.”\u003c/p>\n\u003cp>Tesla workers like Sanchez have been actively trying to unionize since the beginning of 2017. They have claimed unsafe working conditions as well as low pay.\u003c/p>\n\u003cp>In a statement to KQED regarding the latest complaint, a Tesla spokesperson denies the additional charges:\u003c/p>\n\u003cblockquote>\u003cp>“We have over 37,000 individuals working towards a mission to accelerate the world’s transition to sustainable energy, and we care about creating a great culture and future for our employees. These allegations from the UAW are nothing new. The only thing that’s changed since the UAW filed these charges is that many of the allegations have been outright dismissed or are not being pursued by the NLRB. There’s no merit to any of them. We will continue to fight for what is right.”\u003c/p>\u003c/blockquote>\n\u003cp>Tesla must respond to the newest allegations by April 13, 2018. A trial before an administrative judge is set for June 11, 2018.\u003c/p>\n\u003cp>The electric car company seems to be having a tough time right now. \u003ca href=\"https://www.kqed.org/news/11658404\" target=\"_blank\" rel=\"noopener\">Tesla is under investigation\u003c/a> by the National Transportation Safety Board after a man died when he crashed his SUV Model X into a highway barrier on US-101 near Mountain View. Tesla admitted the car was in its \u003ca href=\"https://www.kqed.org/news/11659115\" target=\"_blank\" rel=\"noopener\">semiautonomous “Autopilot” mode\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>After this story was published, Tesla said that the company fired the employee listed in the amended NLRB complaint because he had lied about why he shared the photos during the internal investigation. The employee later admitted to lying, Tesla said, so the company terminated him.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Tesla is under fire again over labor practices after the National Labor Relations Board (NLRB) tacked on additional charges to an existing complaint, including claims that Tesla fired an employee over efforts to unionize with the United Auto Workers at its Fremont plant. Tesla and the NLRB will go to trial in June.\u003c/p>\n\u003cp>The NLRB is an independent government agency that protects workers’ rights to unionize.\u003c/p>\n\u003cp>The latest allegations have been added to a \u003ca href=\"https://www.kqed.org/news/11615246/federal-labor-board-claims-tesla-intimidated-workers-trying-to-unionize\" target=\"_blank\" rel=\"noopener\">larger complaint\u003c/a> that three workers filed against the automaker.\u003c/p>\n\u003cp>In August, the three workers claimed the company illegally intimidated them when they wore UAW T-shirts. One worker said he was restrained by a security guard when he participated in union activities like passing out flyers and pamphlets with UAW information.\u003c/p>\n\u003cp>In the newly amended complaint, one employee last fall sent screen shots of workers’ photographs and job titles to another Tesla employee to post in a private employee Facebook page called “Fremont Tesla Employees for UAW Representation,” where workers can legally post comments regarding wages and working conditions.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Afterward, a Tesla employee-relations investigator interrogated the two workers about their activity. One worker was fired on Oct. 18 and then, a day later, the other worker received a disciplinary warning.\u003c/p>\n\u003cp>The NLRB says Tesla’s actions discourage employees from engaging in legal unionizing efforts and that the two employees were targeted for their UAW affiliation.\u003c/p>\n\u003cp>Around the same time the two workers were investigated, Tesla fired about 700 employees because of bad performance reviews, according to the automaker. But UAW alleges the firings were because workers were trying to unionize.\u003c/p>\n\u003cp>Labor rights experts aren’t surprised by the latest amendment from the NLRB. Bill Sokol, a labor lawyer and lecturer at San Francisco State University, said, “It’s very possible that there will be more amendments, depending on the NLRB’s investigation of new charges, because we know that 700 workers were terminated.”\u003c/p>\n\u003cp>Michael Sanchez, a Tesla factory worker and part of the complaint because he says he was intimidated for handing out union leaflets. He said he’s happy with this amended complaint because it’s a move in the right direction.\u003c/p>\n\u003cp>“It’s a step forward, you know, to just speak the truth,” Sanchez said. “We aren’t here to have a good job. We’re here to have a great career.”\u003c/p>\n\u003cp>Tesla workers like Sanchez have been actively trying to unionize since the beginning of 2017. They have claimed unsafe working conditions as well as low pay.\u003c/p>\n\u003cp>In a statement to KQED regarding the latest complaint, a Tesla spokesperson denies the additional charges:\u003c/p>\n\u003cblockquote>\u003cp>“We have over 37,000 individuals working towards a mission to accelerate the world’s transition to sustainable energy, and we care about creating a great culture and future for our employees. These allegations from the UAW are nothing new. The only thing that’s changed since the UAW filed these charges is that many of the allegations have been outright dismissed or are not being pursued by the NLRB. There’s no merit to any of them. We will continue to fight for what is right.”\u003c/p>\u003c/blockquote>\n\u003cp>Tesla must respond to the newest allegations by April 13, 2018. A trial before an administrative judge is set for June 11, 2018.\u003c/p>\n\u003cp>The electric car company seems to be having a tough time right now. \u003ca href=\"https://www.kqed.org/news/11658404\" target=\"_blank\" rel=\"noopener\">Tesla is under investigation\u003c/a> by the National Transportation Safety Board after a man died when he crashed his SUV Model X into a highway barrier on US-101 near Mountain View. Tesla admitted the car was in its \u003ca href=\"https://www.kqed.org/news/11659115\" target=\"_blank\" rel=\"noopener\">semiautonomous “Autopilot” mode\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>After this story was published, Tesla said that the company fired the employee listed in the amended NLRB complaint because he had lied about why he shared the photos during the internal investigation. The employee later admitted to lying, Tesla said, so the company terminated him.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>In 2010, San Francisco started selling taxi medallions to cab drivers. The city made millions of dollars. Today, the market for these taxi permits is in a shambles — the drivers who bought them are stuck with toxic assets, and the credit union that the city asked to finance loans for the medallions is suing for its losses.\u003c/p>\n\u003cp>A medallion is a permit to operate a taxi, and for years it was a surefire investment. Medallions were free and were awarded to taxi drivers based on seniority. Drivers would often wait over a decade to get one. And once they had a medallion, they could rent it out to make passive income when they weren’t driving. This was the de facto retirement plan for a cab driver, but it all started to change eight years ago.\u003c/p>\n\u003cp>In 2010, San Francisco was struggling to balance its budget. To make extra revenue, then-Mayor Gavin Newsom took a page from New York City’s playbook. \u003ca href=\"http://sanfrancisco.cbslocal.com/2017/12/18/san-francisco-taxi-medallions-center-financial-meltdown/\">He “monetized” the city’s medallions\u003c/a>. Newsom had the city start selling them for a fixed price of $250,000 apiece. \u003ca href=\"http://sfbgarchive.48hills.org/sfbgarchive/2009/01/16/newsoms-flip-flop-taxis/\">All this went back on a promise Newsom had made to keep the existing taxi medallion system in place.\u003c/a>\u003c/p>\n\u003cp>And $250,000 is a steep price for a cab driver. The city needed a lender to offer loans to drivers who wanted to purchase a medallion. But drivers are often immigrants with no credit history. Major banks weren’t interested in such high-risk lending. So, the city turned to its credit unions.\u003c/p>\n\u003cp>Jonathan Oliver is CEO of the San Francisco Federal Credit Union, one of three credit unions in the city. These credit unions fill a vital niche for the area.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“A lot of the programs we do in the city are things traditional banks won’t do,” Oliver said.\u003c/p>\n\u003cp>The San Francisco Federal Credit Union does things like finance small businesses and affordable housing projects. It also provides banking for minors. The credit union partnered with the city to offer medallion loans to drivers at a much-reduced interest rate: just 5 percent.\u003c/p>\n\u003cp>Oliver said the credit union should have been charging somewhere around 18 percent for these loans. But this was a program sanctioned by the city and intended to help local drivers. Oliver said city officials committed to San Francisco doing anything it could to ensure the medallion market, and by extension the taxi industry, remained viable. Oliver said that is the reason the credit union issued such low-rate loans.\u003c/p>\n\u003cp>At first the medallion market hummed along. The city sold approximately 700, and it made millions. But then San Francisco allowed Lyft and Uber to come operate in the city without medallions.\u003c/p>\n\u003cp>Medallions limit how many cabs can be on the road at one time. Because they weren’t made to abide by the permitting regulations, Lyft and Uber were able to flood the city’s streets with cars. They used their venture capital money to undercut taxi rates and \u003ca href=\"https://www.kqed.org/news/11651798\" target=\"_blank\" rel=\"noopener noreferrer\">eviscerate the industry\u003c/a>.\u003c/p>\n\u003cp>Taxi earnings plunged. Drivers started struggling just to make their loan payments. Around 100 taxi drivers have now defaulted, and the medallion market is totally frozen. Not a single one has sold in almost two years.\u003c/p>\n\u003cp>Oliver said the city has done virtually nothing to keep its promise.\u003c/p>\n\u003cp>“They’ve kinda put their head in the sand and said, ‘OK, well this situation is maybe going to fix itself or is just going to disappear,’ ” Oliver said.\u003c/p>\n\u003cp>So, the credit union is suing.\u003c/p>\n\u003cp>Oliver estimates the credit union’s losses from medallion loan defaults to be $28 million. City officials have told KQED that state law constrained how it could regulate Lyft and Uber. Both the credit union and drivers said the city could have done much more to prevent the taxi industry from being unfairly undercut, and the medallion market from being rapidly destroyed.\u003c/p>\n\u003cp>The drivers who bought medallions are now shackled with these toxic assets — worthless pieces of tin, as many drivers now refer to them. No one is buying the medallions. Even after all the changes in the industry, they are still fixed at $250,000, and drivers are on the hook for the loans.\u003c/p>\n\u003cp>Many of the drivers were counting on these medallions for their retirement. Now they’re driving to make the minimum payments on the loans. Some have taken on additional jobs just to keep from defaulting.\u003c/p>\n\u003cp>It is unclear what will happen for the drivers and their debt as this lawsuit unfolds. Oliver said he hopes that taking legal action will spur a conversation with the city on how to untangle this mess.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The San Francisco City Attorney’s Office won’t comment directly on the details of the lawsuit, but says it’s currently reviewing it.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In 2010, San Francisco started selling taxi medallions to cab drivers. The city made millions of dollars. Today, the market for these taxi permits is in a shambles — the drivers who bought them are stuck with toxic assets, and the credit union that the city asked to finance loans for the medallions is suing for its losses.\u003c/p>\n\u003cp>A medallion is a permit to operate a taxi, and for years it was a surefire investment. Medallions were free and were awarded to taxi drivers based on seniority. Drivers would often wait over a decade to get one. And once they had a medallion, they could rent it out to make passive income when they weren’t driving. This was the de facto retirement plan for a cab driver, but it all started to change eight years ago.\u003c/p>\n\u003cp>In 2010, San Francisco was struggling to balance its budget. To make extra revenue, then-Mayor Gavin Newsom took a page from New York City’s playbook. \u003ca href=\"http://sanfrancisco.cbslocal.com/2017/12/18/san-francisco-taxi-medallions-center-financial-meltdown/\">He “monetized” the city’s medallions\u003c/a>. Newsom had the city start selling them for a fixed price of $250,000 apiece. \u003ca href=\"http://sfbgarchive.48hills.org/sfbgarchive/2009/01/16/newsoms-flip-flop-taxis/\">All this went back on a promise Newsom had made to keep the existing taxi medallion system in place.\u003c/a>\u003c/p>\n\u003cp>And $250,000 is a steep price for a cab driver. The city needed a lender to offer loans to drivers who wanted to purchase a medallion. But drivers are often immigrants with no credit history. Major banks weren’t interested in such high-risk lending. So, the city turned to its credit unions.\u003c/p>\n\u003cp>Jonathan Oliver is CEO of the San Francisco Federal Credit Union, one of three credit unions in the city. These credit unions fill a vital niche for the area.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“A lot of the programs we do in the city are things traditional banks won’t do,” Oliver said.\u003c/p>\n\u003cp>The San Francisco Federal Credit Union does things like finance small businesses and affordable housing projects. It also provides banking for minors. The credit union partnered with the city to offer medallion loans to drivers at a much-reduced interest rate: just 5 percent.\u003c/p>\n\u003cp>Oliver said the credit union should have been charging somewhere around 18 percent for these loans. But this was a program sanctioned by the city and intended to help local drivers. Oliver said city officials committed to San Francisco doing anything it could to ensure the medallion market, and by extension the taxi industry, remained viable. Oliver said that is the reason the credit union issued such low-rate loans.\u003c/p>\n\u003cp>At first the medallion market hummed along. The city sold approximately 700, and it made millions. But then San Francisco allowed Lyft and Uber to come operate in the city without medallions.\u003c/p>\n\u003cp>Medallions limit how many cabs can be on the road at one time. Because they weren’t made to abide by the permitting regulations, Lyft and Uber were able to flood the city’s streets with cars. They used their venture capital money to undercut taxi rates and \u003ca href=\"https://www.kqed.org/news/11651798\" target=\"_blank\" rel=\"noopener noreferrer\">eviscerate the industry\u003c/a>.\u003c/p>\n\u003cp>Taxi earnings plunged. Drivers started struggling just to make their loan payments. Around 100 taxi drivers have now defaulted, and the medallion market is totally frozen. Not a single one has sold in almost two years.\u003c/p>\n\u003cp>Oliver said the city has done virtually nothing to keep its promise.\u003c/p>\n\u003cp>“They’ve kinda put their head in the sand and said, ‘OK, well this situation is maybe going to fix itself or is just going to disappear,’ ” Oliver said.\u003c/p>\n\u003cp>So, the credit union is suing.\u003c/p>\n\u003cp>Oliver estimates the credit union’s losses from medallion loan defaults to be $28 million. City officials have told KQED that state law constrained how it could regulate Lyft and Uber. Both the credit union and drivers said the city could have done much more to prevent the taxi industry from being unfairly undercut, and the medallion market from being rapidly destroyed.\u003c/p>\n\u003cp>The drivers who bought medallions are now shackled with these toxic assets — worthless pieces of tin, as many drivers now refer to them. No one is buying the medallions. Even after all the changes in the industry, they are still fixed at $250,000, and drivers are on the hook for the loans.\u003c/p>\n\u003cp>Many of the drivers were counting on these medallions for their retirement. Now they’re driving to make the minimum payments on the loans. Some have taken on additional jobs just to keep from defaulting.\u003c/p>\n\u003cp>It is unclear what will happen for the drivers and their debt as this lawsuit unfolds. Oliver said he hopes that taking legal action will spur a conversation with the city on how to untangle this mess.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The San Francisco City Attorney’s Office won’t comment directly on the details of the lawsuit, but says it’s currently reviewing it.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "Gentrification is changing cities across America, forcing people from neighborhoods they have long called home. Call them the displaced. Now those priced out of the Bay Area are looking for a better life in an unlikely place. American Suburb follows this migration to one California town along the Delta, 45 miles from San Francisco. But is this once sleepy suburb ready for them?",
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},
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"id": "baycurious",
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"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
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},
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},
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"order": 8
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"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"order": 1
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"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
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"order": 9
},
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"meta": {
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"source": "WNYC"
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
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"source": "NPR"
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"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"hyphenacion": {
"id": "hyphenacion",
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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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"jerrybrown": {
"id": "jerrybrown",
"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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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"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",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"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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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
"site": "radio",
"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"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>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
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