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"headTitle": "The California Report | KQED News",
"content": "\u003cp>Memes of a mild-mannered California legislator photoshopped as a \u003ca href=\"https://twitter.com/SaveMarinwood/status/976536870237556736\" target=\"_blank\">Star Trek villain\u003c/a>. A San Francisco supervisor suggesting the city should sue the state, to “\u003ca href=\"http://www.sfexaminer.com/sf-lawmaker-threatens-sue-state-transportation-development-bill-sb-827-passes/\" target=\"_blank\">thunderous applause\u003c/a>.” Wealthy Marin County homeowners and South Los Angeles tenants’ rights groups working as political bedfellows.\u003c/p>\n\u003cp>All of it is inspired by a wonky state housing bill yet to receive a single vote — and faces tough odds of passing the Legislature.\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180SB827\" target=\"_blank\">SB 827\u003c/a>, sponsored by state Sen. Scott Wiener, a Democrat from San Francisco, tries to force cities to build more dense housing around public transit hubs. The bill has received a remarkable level of media attention both within California and nationally, providing fodder for think pieces from Slate, Vox, The Boston Globe, Bloomberg and The New York Times — which \u003ca href=\"https://www.nytimes.com/2018/03/16/business/energy-environment/climate-density.html\" target=\"_blank\">called\u003c/a> it a “bold, divisive plan to wean Californians from cars.”\u003c/p>\n\u003cp>That attention has only amplified a loud and acrimonious debate over how the bill would transform California cities.\u003c/p>\n\u003cp>Proponents see the bill as a radical and necessary step for the state to solve its endemic housing shortage and meet its ambitious climate change goals. Opponents see it as a blunt overreach of state power that would destroy the character of local communities while displacing long-established residents so developers could build more luxury condo towers for rich people.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Here are four things you should know about California’s most controversial housing bill in decades:\u003c/p>\n\u003ch3>This isn’t hype. If it becomes law, the bill could revolutionize California cities.\u003c/h3>\n\u003cp>As currently written, SB 827 would essentially exempt all new housing built within half a mile of a train stop or quarter mile of a frequent bus stop from most local zoning rules.\u003c/p>\n\u003cp>So, if a city had zoned an area for single-family homes, developers could invoke the bill to build multifamily apartment buildings between four and eight stories high. It would also free those projects from parking requirements and other zoning rules frequently abused by cities to impede new development.\u003c/p>\n\u003cp>\u003cimg class=\"aligncenter size-medium wp-image-11657586\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/SFHousingMap-800x1031.jpg\" alt=\"\" width=\"800\" height=\"1031\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/03/SFHousingMap.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/SFHousingMap-160x206.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/SFHousingMap-240x309.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/SFHousingMap-375x483.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/SFHousingMap-520x670.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003cp>How much area in major California cities would fall under the bill? That’s what makes this so radical.\u003c/p>\n\u003cp>\u003ca href=\"http://commissions.sfplanning.org/cpcpackets/SB%20827.pdf\" target=\"_blank\">Preliminary analysis\u003c/a> by the San Francisco Planning Department shows that basically all — yes, all — of San Francisco and huge swaths of Los Angeles would lose their local zoning regulations. Ninety percent of San Francisco’s residential parcels would have a higher height limit for new development under the bill.\u003c/p>\n\u003cp>A more rigorous analysis of just how much developers would take advantage of the bill, and how it would apply to smaller California cities, has not yet been conducted. But the potential is huge.\u003c/p>\n\u003cp>For decades, urbanists across the state have longed for the type of density SB 827 would bring. Despite major pushback from some quarters of his home city that San Francisco would become unrecognizable should the bill become law, Wiener has stressed that such density is good for cities like San Francisco, and the most effective way to combat the region’s astronomical housing prices.\u003c/p>\n\u003ch3>Many environmentalists love this bill\u003c/h3>\n\u003cp>Proponents of SB 827 say it has two primary goals: 1) to increase the supply of housing and thereby lower housing prices, and 2) to reduce greenhouse gas emissions that cause climate change.\u003c/p>\n\u003cp>\u003ca href=\"http://sd11.senate.ca.gov/sites/sd11.senate.ca.gov/files/urban_planning_professor_support_for_sb_827.pdf\" target=\"_blank\">Urban planning academics\u003c/a> and climate change activists argue the state can only meet its climate change goals — a 40 percent reduction in greenhouse gas emissions from 1990 levels by the year 2030 — if it succeeds in getting people out of their cars and onto public transportation closer to where they work. Alternative energy sources and cleaner-burning power plants can only go so far: The leading cause of emissions nationally is the tailpipe. Building tons of housing in major job centers close to good transit seems like a sensible and necessary solution, they argue.\u003c/p>\n\u003cfigure id=\"attachment_11657641\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11657641\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/TrafficJam-800x456.jpg\" alt=\"Traffic backs up east of the San Francisco Bay Bridge toll plaza. One of the goals of SB 827 is to get more people living closer to mass transit.\" width=\"800\" height=\"456\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/03/TrafficJam-800x456.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/TrafficJam-160x91.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/TrafficJam-1020x581.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/TrafficJam.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/TrafficJam-1180x672.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/TrafficJam-960x547.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/TrafficJam-240x137.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/TrafficJam-375x214.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/TrafficJam-520x296.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Traffic backs up east of the San Francisco Bay Bridge toll plaza. One of the goals of SB 827 is to get more people living closer to mass transit. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But at least one prominent environmental group with a tradition of opposing new development has balked at the measure. Angering many climate change activists, California’s Sierra Club has argued the bill would only create more local hostility to future transportation projects and would displace low-income residents.\u003c/p>\n\u003cp>Anti-gentrification groups argue that communities whose residents have lower incomes are much more likely to ride a bus or take a subway to work than commuters who earn more money. If lower-income residents are exiled to the suburbs as a consequence of the bill, its success at cutting carbon emissions will be muted at best.\u003c/p>\n\u003ch3>Anti-gentrification and tenants’ rights groups? Not so much\u003c/h3>\n\u003cp>Advocates for lower-income renters and urban communities of color have greeted SB 827 with a mixture of skepticism and hostility.\u003c/p>\n\u003cp>A group of prominent Los Angeles anti-gentrification and civil rights groups signed onto a \u003ca href=\"http://allianceforcommunitytransit.org/l-a-community-organizations-oppose-sb-827/\" target=\"_blank\">letter\u003c/a> opposing the bill last month on the grounds that it lacked sufficient protections for renters whose apartments could be demolished to make way for newer, bigger, market-rate projects. They also expressed the broader fear that “opening the floodgates” around transit corridors would mean rents around shiny new developments would rise out of reach of current residents.\u003c/p>\n\u003cp>Wiener has addressed some of those concerns by amending the bill to include fairly strict renter protections. Developers who wish to demolish a renter-occupied unit would have to pay for the moving and living expenses of tenants for more than three years, and renters would have the right to move back into the new development at their old rent.\u003c/p>\n\u003cfigure id=\"attachment_11657647\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11657647 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/Wiener-800x533.jpg\" alt=\"State Sen. Scott Wiener, a San Francisco Democrat, is the sponsor of SB 827.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/03/Wiener-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Wiener-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Wiener-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Wiener.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Wiener-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Wiener-960x640.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Wiener-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Wiener-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Wiener-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Scott Wiener, a San Francisco Democrat, is the sponsor of SB 827. \u003ccite>(Michelle Gachet/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But the changes have yet to attract broad support from major housing equity groups, who fear the larger gentrification pressures possibly unleashed from the bill. It also didn’t help that backers of SB 827 waited until after the bill’s announcement to try to court those groups’ endorsement.\u003c/p>\n\u003ch3>The bill faces a very tough road in the Legislature — a road that goes through Marin County\u003c/h3>\n\u003cp>Bills that override local zoning control are rarely popular in the California Legislature. Homeowners in many regions of the state are, by and large, not thrilled with the idea of new apartment complexes going up next door over their objections. Homeowners are also more likely to vote than renters — a fact state legislators are acutely aware of.\u003c/p>\n\u003cp>Cities and counties are stealth power players in Sacramento, and are also not fans of having their zoning power stripped away. Up and down the state, mayors, city council members and county supervisors have come out against the bill, including Los Angeles Mayor Eric Garcetti.\u003c/p>\n\u003cp>Last year, lawmakers passed a handful of laws that encroached on the traditional zoning power of cities. But that housing package took a herculean effort to enact after years of failure, and importantly included new funding sources for subsidized housing, as well as tenants’ protections that attracted support from a wide coalition of housing groups. And the zoning process changes brought by those laws pale in comparison to what SB 827 could do.\u003c/p>\n\u003cp>Nowhere has opposition to state interference in local planning decisions been as fierce as in Marin County, an affluent northern suburb in the Bay Area. If the bill is to receive a full vote of the Legislature, it will first have to clear a committee controlled by Sen. Mike McGuire, a Democrat who represents Marin.\u003c/p>\n\u003cp>McGuire could prevent the bill from moving past his desk and receiving a vote.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003ca href=\"http://calmatters.org/\">\u003cem>CALmatters.org\u003c/em>\u003c/a>\u003cem> is a nonprofit, nonpartisan media venture explaining California policies and politics.\u003c/em>\u003c/p>\n\n",
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"excerpt": "Proponents say it's necessary to solve California’s housing crisis. Opponents worry it would destroy the character of local communities while displacing long-established residents.",
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"title": "What to Know About the Housing Bill That Has People Freaking Out From Marin to Compton | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Memes of a mild-mannered California legislator photoshopped as a \u003ca href=\"https://twitter.com/SaveMarinwood/status/976536870237556736\" target=\"_blank\">Star Trek villain\u003c/a>. A San Francisco supervisor suggesting the city should sue the state, to “\u003ca href=\"http://www.sfexaminer.com/sf-lawmaker-threatens-sue-state-transportation-development-bill-sb-827-passes/\" target=\"_blank\">thunderous applause\u003c/a>.” Wealthy Marin County homeowners and South Los Angeles tenants’ rights groups working as political bedfellows.\u003c/p>\n\u003cp>All of it is inspired by a wonky state housing bill yet to receive a single vote — and faces tough odds of passing the Legislature.\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180SB827\" target=\"_blank\">SB 827\u003c/a>, sponsored by state Sen. Scott Wiener, a Democrat from San Francisco, tries to force cities to build more dense housing around public transit hubs. The bill has received a remarkable level of media attention both within California and nationally, providing fodder for think pieces from Slate, Vox, The Boston Globe, Bloomberg and The New York Times — which \u003ca href=\"https://www.nytimes.com/2018/03/16/business/energy-environment/climate-density.html\" target=\"_blank\">called\u003c/a> it a “bold, divisive plan to wean Californians from cars.”\u003c/p>\n\u003cp>That attention has only amplified a loud and acrimonious debate over how the bill would transform California cities.\u003c/p>\n\u003cp>Proponents see the bill as a radical and necessary step for the state to solve its endemic housing shortage and meet its ambitious climate change goals. Opponents see it as a blunt overreach of state power that would destroy the character of local communities while displacing long-established residents so developers could build more luxury condo towers for rich people.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Here are four things you should know about California’s most controversial housing bill in decades:\u003c/p>\n\u003ch3>This isn’t hype. If it becomes law, the bill could revolutionize California cities.\u003c/h3>\n\u003cp>As currently written, SB 827 would essentially exempt all new housing built within half a mile of a train stop or quarter mile of a frequent bus stop from most local zoning rules.\u003c/p>\n\u003cp>So, if a city had zoned an area for single-family homes, developers could invoke the bill to build multifamily apartment buildings between four and eight stories high. It would also free those projects from parking requirements and other zoning rules frequently abused by cities to impede new development.\u003c/p>\n\u003cp>\u003cimg class=\"aligncenter size-medium wp-image-11657586\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/SFHousingMap-800x1031.jpg\" alt=\"\" width=\"800\" height=\"1031\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/03/SFHousingMap.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/SFHousingMap-160x206.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/SFHousingMap-240x309.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/SFHousingMap-375x483.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/SFHousingMap-520x670.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/p>\n\u003cp>How much area in major California cities would fall under the bill? That’s what makes this so radical.\u003c/p>\n\u003cp>\u003ca href=\"http://commissions.sfplanning.org/cpcpackets/SB%20827.pdf\" target=\"_blank\">Preliminary analysis\u003c/a> by the San Francisco Planning Department shows that basically all — yes, all — of San Francisco and huge swaths of Los Angeles would lose their local zoning regulations. Ninety percent of San Francisco’s residential parcels would have a higher height limit for new development under the bill.\u003c/p>\n\u003cp>A more rigorous analysis of just how much developers would take advantage of the bill, and how it would apply to smaller California cities, has not yet been conducted. But the potential is huge.\u003c/p>\n\u003cp>For decades, urbanists across the state have longed for the type of density SB 827 would bring. Despite major pushback from some quarters of his home city that San Francisco would become unrecognizable should the bill become law, Wiener has stressed that such density is good for cities like San Francisco, and the most effective way to combat the region’s astronomical housing prices.\u003c/p>\n\u003ch3>Many environmentalists love this bill\u003c/h3>\n\u003cp>Proponents of SB 827 say it has two primary goals: 1) to increase the supply of housing and thereby lower housing prices, and 2) to reduce greenhouse gas emissions that cause climate change.\u003c/p>\n\u003cp>\u003ca href=\"http://sd11.senate.ca.gov/sites/sd11.senate.ca.gov/files/urban_planning_professor_support_for_sb_827.pdf\" target=\"_blank\">Urban planning academics\u003c/a> and climate change activists argue the state can only meet its climate change goals — a 40 percent reduction in greenhouse gas emissions from 1990 levels by the year 2030 — if it succeeds in getting people out of their cars and onto public transportation closer to where they work. Alternative energy sources and cleaner-burning power plants can only go so far: The leading cause of emissions nationally is the tailpipe. Building tons of housing in major job centers close to good transit seems like a sensible and necessary solution, they argue.\u003c/p>\n\u003cfigure id=\"attachment_11657641\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11657641\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/TrafficJam-800x456.jpg\" alt=\"Traffic backs up east of the San Francisco Bay Bridge toll plaza. One of the goals of SB 827 is to get more people living closer to mass transit.\" width=\"800\" height=\"456\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/03/TrafficJam-800x456.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/TrafficJam-160x91.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/TrafficJam-1020x581.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/TrafficJam.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/TrafficJam-1180x672.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/TrafficJam-960x547.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/TrafficJam-240x137.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/TrafficJam-375x214.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/TrafficJam-520x296.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Traffic backs up east of the San Francisco Bay Bridge toll plaza. One of the goals of SB 827 is to get more people living closer to mass transit. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But at least one prominent environmental group with a tradition of opposing new development has balked at the measure. Angering many climate change activists, California’s Sierra Club has argued the bill would only create more local hostility to future transportation projects and would displace low-income residents.\u003c/p>\n\u003cp>Anti-gentrification groups argue that communities whose residents have lower incomes are much more likely to ride a bus or take a subway to work than commuters who earn more money. If lower-income residents are exiled to the suburbs as a consequence of the bill, its success at cutting carbon emissions will be muted at best.\u003c/p>\n\u003ch3>Anti-gentrification and tenants’ rights groups? Not so much\u003c/h3>\n\u003cp>Advocates for lower-income renters and urban communities of color have greeted SB 827 with a mixture of skepticism and hostility.\u003c/p>\n\u003cp>A group of prominent Los Angeles anti-gentrification and civil rights groups signed onto a \u003ca href=\"http://allianceforcommunitytransit.org/l-a-community-organizations-oppose-sb-827/\" target=\"_blank\">letter\u003c/a> opposing the bill last month on the grounds that it lacked sufficient protections for renters whose apartments could be demolished to make way for newer, bigger, market-rate projects. They also expressed the broader fear that “opening the floodgates” around transit corridors would mean rents around shiny new developments would rise out of reach of current residents.\u003c/p>\n\u003cp>Wiener has addressed some of those concerns by amending the bill to include fairly strict renter protections. Developers who wish to demolish a renter-occupied unit would have to pay for the moving and living expenses of tenants for more than three years, and renters would have the right to move back into the new development at their old rent.\u003c/p>\n\u003cfigure id=\"attachment_11657647\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"wp-image-11657647 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/Wiener-800x533.jpg\" alt=\"State Sen. Scott Wiener, a San Francisco Democrat, is the sponsor of SB 827.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/03/Wiener-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Wiener-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Wiener-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Wiener.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Wiener-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Wiener-960x640.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Wiener-240x160.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Wiener-375x250.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/Wiener-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Scott Wiener, a San Francisco Democrat, is the sponsor of SB 827. \u003ccite>(Michelle Gachet/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But the changes have yet to attract broad support from major housing equity groups, who fear the larger gentrification pressures possibly unleashed from the bill. It also didn’t help that backers of SB 827 waited until after the bill’s announcement to try to court those groups’ endorsement.\u003c/p>\n\u003ch3>The bill faces a very tough road in the Legislature — a road that goes through Marin County\u003c/h3>\n\u003cp>Bills that override local zoning control are rarely popular in the California Legislature. Homeowners in many regions of the state are, by and large, not thrilled with the idea of new apartment complexes going up next door over their objections. Homeowners are also more likely to vote than renters — a fact state legislators are acutely aware of.\u003c/p>\n\u003cp>Cities and counties are stealth power players in Sacramento, and are also not fans of having their zoning power stripped away. Up and down the state, mayors, city council members and county supervisors have come out against the bill, including Los Angeles Mayor Eric Garcetti.\u003c/p>\n\u003cp>Last year, lawmakers passed a handful of laws that encroached on the traditional zoning power of cities. But that housing package took a herculean effort to enact after years of failure, and importantly included new funding sources for subsidized housing, as well as tenants’ protections that attracted support from a wide coalition of housing groups. And the zoning process changes brought by those laws pale in comparison to what SB 827 could do.\u003c/p>\n\u003cp>Nowhere has opposition to state interference in local planning decisions been as fierce as in Marin County, an affluent northern suburb in the Bay Area. If the bill is to receive a full vote of the Legislature, it will first have to clear a committee controlled by Sen. Mike McGuire, a Democrat who represents Marin.\u003c/p>\n\u003cp>McGuire could prevent the bill from moving past his desk and receiving a vote.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Uber Halts Autonomous Vehicle Testing After Arizona Pedestrian Fatality",
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"content": "\u003cp>\u003cstrong>Update, 11 a.m. Tuesday:\u003c/strong> Developments in the fatal Uber autonomous vehicle crash in Tempe, Arizona:\u003c/p>\n\u003cul>\n\u003cli>Police investigators say the driverless vehicle, a Volvo SUV, was traveling about 40 mph in a 35 mph zone when it struck and killed Elaine Herzberg, 49. Police say Herzberg was pushing a bicycle and was struck immediately after stepping off a curb outside a crosswalk. Investigators say it appears the vehicle did not slow down before hitting Herzberg.\u003c/li>\n\u003cli>The Arizona Republic \u003ca href=\"https://www.azcentral.com/story/news/local/tempe/2018/03/19/operator-self-driving-uber-vehicle-killed-pedestrian-felon/440501002/\">reported Tuesday\u003c/a> that the backup driver in the Uber autonomous vehicle, identified as Rafaela Vasquez, 44, was convicted in the early 2000s of attempted armed robbery and served nearly four years in prison. Uber did not immediately comment on the driver's record.\n\u003cp>The Republic notes:\u003c/p>\n\u003cblockquote>\u003cp>\"The San Francisco-based company recently came under fire for hiring felons. The Colorado Public Utilities Commission company fined Uber's parent company $8.9 million in November 2017 after an investigation determined the ride-hailing service had hired nearly 60 drivers with previous felony convictions.\u003c/p>\n\u003cp>Colorado state law prevents individuals with felony convictions, alcohol or drug-related driving offenses, unlawful sexual offenses and major traffic violations from working for rideshare companies.\u003c/p>\n\u003cp>Uber attributed the unlawful hirings to a \"process area\" inconsistent with Colorado's ridesharing regulations. The company said all drivers must undergo a third-party background screening \"per Uber safety policies and Colorado state regulations.\"\u003c/p>\u003c/blockquote>\n\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>Original post, last updated 2:25 p.m. Monday\u003c/em>\u003c/p>\n\u003cp>Uber says it's suspending its testing of autonomous vehicles after one of its self-driving cars struck and killed a woman crossing a street in the Phoenix suburb of Tempe.\u003c/p>\n\u003cp>The National Transportation Safety Board announced it is sending a four-member team to investigate the crash. \u003c/p>\n\u003cp>California's Consumer Watchdog, which has criticized the state's plan to begin allowing testing of driverless vehicles on public roads beginning next month, called for a nationwide moratorium on the testing of what it called \"robot cars.\" \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Tempe police said Monday that the vehicle was in autonomous mode with an operator behind the wheel late Sunday night when a woman walking outside a crosswalk was hit.\u003c/p>\n\u003cp>The victim, identified in media accounts as 49-year-old Elaine Herzberg of Mesa, was transported to a local hospital where she died.\u003c/p>\n\u003cp>Uber acknowledged the fatality on Twitter, and CEO Dara Khosrowshahi extended condolences to the victim's family and said the company is cooperating with the investigation into the incident. \u003c/p>\n\u003cp>https://twitter.com/dkhos/status/975778435455995905\u003c/p>\n\u003cp>The crash occurred at Mill Avenue and Curry Road, a busy intersection near a Tempe music venue called the Marquee Theater. \u003c/p>\n\u003cp>https://twitter.com/gboeing/status/975789089168355329\u003c/p>\n\u003cp>Uber began testing its autonomous vehicles in San Francisco -- without notifying local or state authorities -- \u003ca href=\"https://www.kqed.org/news/11231526/uber-to-state-weve-pulled-self-driving-cars-from-s-f-streets\" rel=\"noopener\" target=\"_blank\">in December 2016\u003c/a>. The company backed down from operating the driverless SUVs -- one of which rolled through a red light downtown -- only after the California Department of Motor Vehicles moved to revoke the vehicles' registrations.\u003c/p>\n\u003cp>Uber shipped the cars to Arizona after Gov. Doug Ducey invited the company to test them there. It has also been conducting testing in Pittsburgh and Toronto. \u003c/p>\n\u003cp>The Arizona fatality occurred just two weeks before the state of California opens public roads to autonomous vehicles with no driver on board. \u003c/p>\n\u003cp>Earlier this month, the DMV \u003ca href=\"https://www.dmv.ca.gov/portal/dmv/detail/vr/autonomous/auto\" rel=\"noopener\" target=\"_blank\">finalized new regulations\u003c/a> for the operation of driverless vehicles and could begin issuing permits as early as April 2. \u003c/p>\n\u003cp>In a statement, the DMV said agency officials \"are aware of the Uber crash in Arizona, but we have not been briefed on the details of the crash at this time. We plan to follow up with Uber to get more information.\"\u003c/p>\n\u003cp>Consumer Watchdog has said the DMV was wrong to move ahead with its new autonomous vehicle regulations and said the Sunday night incident shows the difficulty the driverless cars have responding safely to pedestrians, cyclists and human-driven vehicles.\u003c/p>\n\u003cp>“There should be a national moratorium on all robot car testing on public roads until the complete details of this tragedy are made public and are analyzed by outside experts so we understand what went so terribly wrong,” John M. Simpson, the group’s privacy and technology project director, said in a statement. \"Arizona has been the wild west of robot car testing with virtually no regulations in place. That’s why Uber and (Alphabet's) Waymo test there. When there’s no sheriff in town, people get killed.”\u003c/p>\n\u003cp>In a brief announcement, the NTSB said its team will investigate the Uber vehicle’s \"interaction with the environment, other vehicles and vulnerable road users such as pedestrians and bicyclists.\" The agency said it was probing the incident in part because it shed light \"on new safety issues.\"\u003c/p>\n\u003cp>The U.S. Department of Transportation is considering other voluntary guidelines that it says will help foster innovation. But Transportation Secretary Elaine Chao also has said technology and automobile companies need to allay public fears of self-driving vehicles, citing a poll showing that 78 percent of people fear riding in autonomous vehicles\u003c/p>\n\u003cp>The number of states considering legislation related to autonomous vehicles gradually has increased each year, according to the National Conference of State Legislatures. In 2017 alone, 33 states introduced legislation.\u003c/p>\n\u003cp>California requires manufacturers to report autonomous vehicle collisions or incidents in which an autonomous driving system must be disengaged to allow intervention by a human to the DMV. As of early March, the agency said it had received 59 such reports.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This post includes reporting from The Associated Press and NPR.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 11 a.m. Tuesday:\u003c/strong> Developments in the fatal Uber autonomous vehicle crash in Tempe, Arizona:\u003c/p>\n\u003cul>\n\u003cli>Police investigators say the driverless vehicle, a Volvo SUV, was traveling about 40 mph in a 35 mph zone when it struck and killed Elaine Herzberg, 49. Police say Herzberg was pushing a bicycle and was struck immediately after stepping off a curb outside a crosswalk. Investigators say it appears the vehicle did not slow down before hitting Herzberg.\u003c/li>\n\u003cli>The Arizona Republic \u003ca href=\"https://www.azcentral.com/story/news/local/tempe/2018/03/19/operator-self-driving-uber-vehicle-killed-pedestrian-felon/440501002/\">reported Tuesday\u003c/a> that the backup driver in the Uber autonomous vehicle, identified as Rafaela Vasquez, 44, was convicted in the early 2000s of attempted armed robbery and served nearly four years in prison. Uber did not immediately comment on the driver's record.\n\u003cp>The Republic notes:\u003c/p>\n\u003cblockquote>\u003cp>\"The San Francisco-based company recently came under fire for hiring felons. The Colorado Public Utilities Commission company fined Uber's parent company $8.9 million in November 2017 after an investigation determined the ride-hailing service had hired nearly 60 drivers with previous felony convictions.\u003c/p>\n\u003cp>Colorado state law prevents individuals with felony convictions, alcohol or drug-related driving offenses, unlawful sexual offenses and major traffic violations from working for rideshare companies.\u003c/p>\n\u003cp>Uber attributed the unlawful hirings to a \"process area\" inconsistent with Colorado's ridesharing regulations. The company said all drivers must undergo a third-party background screening \"per Uber safety policies and Colorado state regulations.\"\u003c/p>\u003c/blockquote>\n\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>Original post, last updated 2:25 p.m. Monday\u003c/em>\u003c/p>\n\u003cp>Uber says it's suspending its testing of autonomous vehicles after one of its self-driving cars struck and killed a woman crossing a street in the Phoenix suburb of Tempe.\u003c/p>\n\u003cp>The National Transportation Safety Board announced it is sending a four-member team to investigate the crash. \u003c/p>\n\u003cp>California's Consumer Watchdog, which has criticized the state's plan to begin allowing testing of driverless vehicles on public roads beginning next month, called for a nationwide moratorium on the testing of what it called \"robot cars.\" \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tempe police said Monday that the vehicle was in autonomous mode with an operator behind the wheel late Sunday night when a woman walking outside a crosswalk was hit.\u003c/p>\n\u003cp>The victim, identified in media accounts as 49-year-old Elaine Herzberg of Mesa, was transported to a local hospital where she died.\u003c/p>\n\u003cp>Uber acknowledged the fatality on Twitter, and CEO Dara Khosrowshahi extended condolences to the victim's family and said the company is cooperating with the investigation into the incident. \u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Uber began testing its autonomous vehicles in San Francisco -- without notifying local or state authorities -- \u003ca href=\"https://www.kqed.org/news/11231526/uber-to-state-weve-pulled-self-driving-cars-from-s-f-streets\" rel=\"noopener\" target=\"_blank\">in December 2016\u003c/a>. The company backed down from operating the driverless SUVs -- one of which rolled through a red light downtown -- only after the California Department of Motor Vehicles moved to revoke the vehicles' registrations.\u003c/p>\n\u003cp>Uber shipped the cars to Arizona after Gov. Doug Ducey invited the company to test them there. It has also been conducting testing in Pittsburgh and Toronto. \u003c/p>\n\u003cp>The Arizona fatality occurred just two weeks before the state of California opens public roads to autonomous vehicles with no driver on board. \u003c/p>\n\u003cp>Earlier this month, the DMV \u003ca href=\"https://www.dmv.ca.gov/portal/dmv/detail/vr/autonomous/auto\" rel=\"noopener\" target=\"_blank\">finalized new regulations\u003c/a> for the operation of driverless vehicles and could begin issuing permits as early as April 2. \u003c/p>\n\u003cp>In a statement, the DMV said agency officials \"are aware of the Uber crash in Arizona, but we have not been briefed on the details of the crash at this time. We plan to follow up with Uber to get more information.\"\u003c/p>\n\u003cp>Consumer Watchdog has said the DMV was wrong to move ahead with its new autonomous vehicle regulations and said the Sunday night incident shows the difficulty the driverless cars have responding safely to pedestrians, cyclists and human-driven vehicles.\u003c/p>\n\u003cp>“There should be a national moratorium on all robot car testing on public roads until the complete details of this tragedy are made public and are analyzed by outside experts so we understand what went so terribly wrong,” John M. Simpson, the group’s privacy and technology project director, said in a statement. \"Arizona has been the wild west of robot car testing with virtually no regulations in place. That’s why Uber and (Alphabet's) Waymo test there. When there’s no sheriff in town, people get killed.”\u003c/p>\n\u003cp>In a brief announcement, the NTSB said its team will investigate the Uber vehicle’s \"interaction with the environment, other vehicles and vulnerable road users such as pedestrians and bicyclists.\" The agency said it was probing the incident in part because it shed light \"on new safety issues.\"\u003c/p>\n\u003cp>The U.S. Department of Transportation is considering other voluntary guidelines that it says will help foster innovation. But Transportation Secretary Elaine Chao also has said technology and automobile companies need to allay public fears of self-driving vehicles, citing a poll showing that 78 percent of people fear riding in autonomous vehicles\u003c/p>\n\u003cp>The number of states considering legislation related to autonomous vehicles gradually has increased each year, according to the National Conference of State Legislatures. In 2017 alone, 33 states introduced legislation.\u003c/p>\n\u003cp>California requires manufacturers to report autonomous vehicle collisions or incidents in which an autonomous driving system must be disengaged to allow intervention by a human to the DMV. As of early March, the agency said it had received 59 such reports.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This post includes reporting from The Associated Press and NPR.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "After a Half-Century of Nearly No Development, North Berkeley Talks Housing",
"title": "After a Half-Century of Nearly No Development, North Berkeley Talks Housing",
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"content": "\u003cp>Victoria Eisen, a transportation planner who lives near the North Berkeley BART station, said she was grateful.\u003c/p>\n\u003cp>Hundreds of her neighbors had come together to talk about the possibility of housing development on the station's huge parking lot. And for the most part, the conversation had proceeded without rancor -- or not much of it, anyway. \u003c/p>\n\u003cp>\"I want to thank everyone for being so nice,\" Eisen said to applause and laughter. \"This is unprecedented that people have been so civil.\" \u003c/p>\n\u003cp>But after the laughter died down at last Thursday’s packed meeting at the Berkeley Adult School, Eisen rapidly summed up a situation that involves both her neighbors but people throughout the city and the entire Bay Area as housing prices soar due to the rapid growth of jobs in the region and the slow pace of new construction. \u003c/p>\n\u003cp>\"My husband and I are part of the problem,\" she said. \"We bought our house 25 years ago. We raised our family. It’s now too big for us, but we want to stay in the neighborhood, and there’s really no choices for where we go. And our kids don’t have a prayer of ever being able to afford to live here. And there’s this parking lot in the middle of everything.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The scores of people who addressed the meeting, organized by Berkeley Councilmember Linda Maio along with Mayor Jesse Arreguin and BART board member Rebecca Saltzman, brought up related concerns. The two issues voiced most often were that high housing prices have forced out many people of color and low-income residents and that failing to build housing has been a major factor in suburban sprawl, which in turn forces many in the region to drive long distances to work and worsens greenhouse gas emissions.\u003c/p>\n\u003cp>Most of the dozens who spoke told city and BART officials they’d support residential development. But opinions diverged on how much housing and how quickly it should be built. The two primary concerns that emerged were that any development be in scale with the rest of the neighborhood, which is almost all single-family homes, and that BART take steps to replace parking spaces removed as a result of any housing development at the station site. \u003c/p>\n\u003cp>Arreguin made a presentation early in the meeting on \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180SB827\" rel=\"noopener noreferrer\" target=\"_blank\">SB 827\u003c/a>, the \"transit-rich\" housing development bill by state Sen. Scott Wiener and cosponsored Berkeley state Sen. Nancy Skinner, that would require the city to permit construction of 55- to 85-foot buildings within half a mile of the station.\u003c/p>\n\u003cp>And BART officials briefed the audience on its guidelines for transit-oriented development, including graphics that showed four- and five-story buildings the agency says are representative of current and planned projects near district stations.\u003c/p>\n\u003cp>\"Some of the examples you showed in the BART presentation were stations alongside freeways and major boulevards,\" station neighbor David Finn said. \"North Berkeley is one of the only stations in the entire system that’s in an R1-R2 residential neighborhood. Right? Zoning has to do with density. And whatever goes there -- housing is fine, but it needs to be appropriate. A 55- or 85-(foot) building in that area, where you've cleared single-family houses, is absurd.\"\u003c/p>\n\u003cp>Finn got loud applause. And so did West Berkeley resident and BART commuter Mike Pavone when he pushed back.\u003c/p>\n\u003cp>\"Someone said earlier that they thought an 85-foot building on this site would be ridiculous,\" Pavone said. \"What I think is ridiculous is a giant service-level parking lot surrounded by single-family homes at a station that’s 26 minutes from the core job centers in San Francisco.\"\u003c/p>\n\u003cp>Alan Tobey, a \"smart growth\" activist who has lived near the station for more than 40 years said before the meeting he’s seen this debate before. Late 1960s plans for large-scale development at and near the North Berkeley station helped spark a neighborhood movement that stopped denser residential construction in most of the city. \u003c/p>\n\u003cp>\"The buildings on Hearst (Avenue) would have been 10 stories in a solid row down the street,\" Tobey said. A proposal for the station site also featured high-rise buildings. \u003c/p>\n\u003cp>\"It was so out of scale for a neighborhood that had not been consulted that the people rose up and in two or three years produced what's called the Neighborhood Preservation Ordinance,\" Tobey said. \"That stopped that development and also the parallel practice of converting single-family homes into eight-plexes anywhere you wanted in the flatlands.\" \u003c/p>\n\u003cp>He said that Thursday's discussion may be a sign that the area's long-time resistance to development may be changing. \u003c/p>\n\u003cp>\"The loss of the first proposal cost us 45 years until BART had the nerve to come back,\" Tobey said. \"I hope we’ve all learned something since then and can all be cooperative about what seems to be much more possible than it was then.\"\u003c/p>\n\u003cp>There's currently no timeline for BART and the city to decide whether they'll proceed with housing at the site. \u003c/p>\n\u003cp>Mayor Arreguin said that if SB 827 does not pass and Berkeley retains the power to set the zoning in the area, the city would work with the community to develop a plan. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"I want to assure everyone that this is the beginning of a conversation where we will definitely engage the immediate neighborhood in a process if we do decide to move ahead with exploring housing on that site,\" Arreguin said. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Victoria Eisen, a transportation planner who lives near the North Berkeley BART station, said she was grateful.\u003c/p>\n\u003cp>Hundreds of her neighbors had come together to talk about the possibility of housing development on the station's huge parking lot. And for the most part, the conversation had proceeded without rancor -- or not much of it, anyway. \u003c/p>\n\u003cp>\"I want to thank everyone for being so nice,\" Eisen said to applause and laughter. \"This is unprecedented that people have been so civil.\" \u003c/p>\n\u003cp>But after the laughter died down at last Thursday’s packed meeting at the Berkeley Adult School, Eisen rapidly summed up a situation that involves both her neighbors but people throughout the city and the entire Bay Area as housing prices soar due to the rapid growth of jobs in the region and the slow pace of new construction. \u003c/p>\n\u003cp>\"My husband and I are part of the problem,\" she said. \"We bought our house 25 years ago. We raised our family. It’s now too big for us, but we want to stay in the neighborhood, and there’s really no choices for where we go. And our kids don’t have a prayer of ever being able to afford to live here. And there’s this parking lot in the middle of everything.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The scores of people who addressed the meeting, organized by Berkeley Councilmember Linda Maio along with Mayor Jesse Arreguin and BART board member Rebecca Saltzman, brought up related concerns. The two issues voiced most often were that high housing prices have forced out many people of color and low-income residents and that failing to build housing has been a major factor in suburban sprawl, which in turn forces many in the region to drive long distances to work and worsens greenhouse gas emissions.\u003c/p>\n\u003cp>Most of the dozens who spoke told city and BART officials they’d support residential development. But opinions diverged on how much housing and how quickly it should be built. The two primary concerns that emerged were that any development be in scale with the rest of the neighborhood, which is almost all single-family homes, and that BART take steps to replace parking spaces removed as a result of any housing development at the station site. \u003c/p>\n\u003cp>Arreguin made a presentation early in the meeting on \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180SB827\" rel=\"noopener noreferrer\" target=\"_blank\">SB 827\u003c/a>, the \"transit-rich\" housing development bill by state Sen. Scott Wiener and cosponsored Berkeley state Sen. Nancy Skinner, that would require the city to permit construction of 55- to 85-foot buildings within half a mile of the station.\u003c/p>\n\u003cp>And BART officials briefed the audience on its guidelines for transit-oriented development, including graphics that showed four- and five-story buildings the agency says are representative of current and planned projects near district stations.\u003c/p>\n\u003cp>\"Some of the examples you showed in the BART presentation were stations alongside freeways and major boulevards,\" station neighbor David Finn said. \"North Berkeley is one of the only stations in the entire system that’s in an R1-R2 residential neighborhood. Right? Zoning has to do with density. And whatever goes there -- housing is fine, but it needs to be appropriate. A 55- or 85-(foot) building in that area, where you've cleared single-family houses, is absurd.\"\u003c/p>\n\u003cp>Finn got loud applause. And so did West Berkeley resident and BART commuter Mike Pavone when he pushed back.\u003c/p>\n\u003cp>\"Someone said earlier that they thought an 85-foot building on this site would be ridiculous,\" Pavone said. \"What I think is ridiculous is a giant service-level parking lot surrounded by single-family homes at a station that’s 26 minutes from the core job centers in San Francisco.\"\u003c/p>\n\u003cp>Alan Tobey, a \"smart growth\" activist who has lived near the station for more than 40 years said before the meeting he’s seen this debate before. Late 1960s plans for large-scale development at and near the North Berkeley station helped spark a neighborhood movement that stopped denser residential construction in most of the city. \u003c/p>\n\u003cp>\"The buildings on Hearst (Avenue) would have been 10 stories in a solid row down the street,\" Tobey said. A proposal for the station site also featured high-rise buildings. \u003c/p>\n\u003cp>\"It was so out of scale for a neighborhood that had not been consulted that the people rose up and in two or three years produced what's called the Neighborhood Preservation Ordinance,\" Tobey said. \"That stopped that development and also the parallel practice of converting single-family homes into eight-plexes anywhere you wanted in the flatlands.\" \u003c/p>\n\u003cp>He said that Thursday's discussion may be a sign that the area's long-time resistance to development may be changing. \u003c/p>\n\u003cp>\"The loss of the first proposal cost us 45 years until BART had the nerve to come back,\" Tobey said. \"I hope we’ve all learned something since then and can all be cooperative about what seems to be much more possible than it was then.\"\u003c/p>\n\u003cp>There's currently no timeline for BART and the city to decide whether they'll proceed with housing at the site. \u003c/p>\n\u003cp>Mayor Arreguin said that if SB 827 does not pass and Berkeley retains the power to set the zoning in the area, the city would work with the community to develop a plan. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"I want to assure everyone that this is the beginning of a conversation where we will definitely engage the immediate neighborhood in a process if we do decide to move ahead with exploring housing on that site,\" Arreguin said. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Sidewalk Work May Have Weakened Trees That Toppled and Knocked Out BART Power",
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"content": "\u003cp>San Francisco Public Works officials and PG&E are investigating whether recent sidewalk repair work in the city's Mission District weakened the roots of several ficus trees that fell Friday morning, causing a power outage that shut down the 16th and Mission BART Station for hours.\u003c/p>\n\u003cp>The seven trees toppled over on the south side of 16th Street — where Harrison Street and Treat Avenue come together — sometime after 3 a.m., pulling down power lines and poles. That knocked out power to 2,550 customers, PG&E spokeswoman Andrea Menniti said.\u003c/p>\n\u003cp>Most of those customers had their power restored within 45 minutes, Menniti said, but electricity was not restored to the BART station until around 7:15 a.m.\u003c/p>\n\u003cp>The trees fell during a storm that brought gusty winds and brief, heavy downpours to parts of the city overnight.\u003c/p>\n\u003cp>The sidewalk repair work was done within the past month, according to San Francisco Public Works spokeswoman Rachel Gordon.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Ficus trees are more vulnerable to failure,\" Gordon said. \"One factor was the storm that was going through. With the water and high winds, that does make trees that are vulnerable a little more vulnerable.\"\u003c/p>\n\u003cp>City arborists began working to remove the damaged, fallen trees Friday morning, Gordon said.\u003c/p>\n\u003cp>No one was injured and the agency is not aware of any damage caused to private property, she said.\u003c/p>\n\u003cp>The California Public Utilities Commission is looking into the outage.\u003c/p>\n\u003cp>\"We have reached out to PG&E for information on the event,\" said CPUC spokeswoman Terrie Prosper.\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said that the 16th Street Station was not yet open for service when the outage occurred.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Trains did not stop at the station during the outage, and BART brought in two generators: one to power the station's fare gates and lights, the other to power escalators and elevators. Agency crews were still connecting the generators when PG&E restored power.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco Public Works officials and PG&E are investigating whether recent sidewalk repair work in the city's Mission District weakened the roots of several ficus trees that fell Friday morning, causing a power outage that shut down the 16th and Mission BART Station for hours.\u003c/p>\n\u003cp>The seven trees toppled over on the south side of 16th Street — where Harrison Street and Treat Avenue come together — sometime after 3 a.m., pulling down power lines and poles. That knocked out power to 2,550 customers, PG&E spokeswoman Andrea Menniti said.\u003c/p>\n\u003cp>Most of those customers had their power restored within 45 minutes, Menniti said, but electricity was not restored to the BART station until around 7:15 a.m.\u003c/p>\n\u003cp>The trees fell during a storm that brought gusty winds and brief, heavy downpours to parts of the city overnight.\u003c/p>\n\u003cp>The sidewalk repair work was done within the past month, according to San Francisco Public Works spokeswoman Rachel Gordon.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Ficus trees are more vulnerable to failure,\" Gordon said. \"One factor was the storm that was going through. With the water and high winds, that does make trees that are vulnerable a little more vulnerable.\"\u003c/p>\n\u003cp>City arborists began working to remove the damaged, fallen trees Friday morning, Gordon said.\u003c/p>\n\u003cp>No one was injured and the agency is not aware of any damage caused to private property, she said.\u003c/p>\n\u003cp>The California Public Utilities Commission is looking into the outage.\u003c/p>\n\u003cp>\"We have reached out to PG&E for information on the event,\" said CPUC spokeswoman Terrie Prosper.\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said that the 16th Street Station was not yet open for service when the outage occurred.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Trains did not stop at the station during the outage, and BART brought in two generators: one to power the station's fare gates and lights, the other to power escalators and elevators. Agency crews were still connecting the generators when PG&E restored power.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Bullet Train Releases New Plan with Higher Costs and Delayed Opening",
"title": "Bullet Train Releases New Plan with Higher Costs and Delayed Opening",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>The projected cost of California's bullet train has jumped to $77 billion and the opening date has been pushed back four years to 2033, according to a business plan released Friday.\u003c/p>\n\u003cp>Every two years, the California High-Speed Rail Authority releases a snapshot of building timelines, cost estimates and other critical details about the ambitious plan to transport people from Los Angeles to San Francisco in under three hours. This is the first under new chief executive Brian Kelly, who has promised more transparency about the project's challenges after years of cost increases and delays.\u003c/p>\n\u003cp>\"It's going to be bumpy,\" said Kelly. \"What's important to me is you hear that from us.\"\u003c/p>\n\u003caside class=\"alignright\">\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11642373/price-tag-soars-for-central-valley-phase-of-california-bullet-train\">Price Tag Soars for Central Valley Phase of California Bullet Train\u003c/a>\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>While the goal is to connect the two major cities, the new plan focuses primarily on opening track between San Francisco and the Central Valley. That portion of track is now set to be finished by 2029, also marking a four-year delay.\u003c/p>\n\u003cp>However, significant challenges remain. One of them is how to cross through a section of mountains — a critical segment to link Silicon Valley to the Central Valley. Rail officials are still working on how best to do that, Kelly wrote in the plan's introduction.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The $77 billion cost, a 20 percent increase, is a baseline estimate, but Kelly also included high and low ranges in the plan based on potential risks.\u003c/p>\n\u003cp>According to the released plan, 119 miles of track in the Central Valley — the first construction segment — is scheduled to be completed by 2022. That's 14 years after voters approved a $10 billion bond for high-speed rail in November 2008.\u003c/p>\n\u003caside class=\"alignright\">\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11647028/california-lawmakers-seek-bullet-train-audit-as-cost-rises\">California Lawmakers OK Bullet Train Audit as Cost Rises\u003c/a>\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>A summary of the plan reviewed by The Associated Press offers limited details on the portion between the Central Valley and Los Angeles. The agency hopes to complete all necessary environmental reviews for the entire line by 2022. Initial timelines had planned for environmental clearance by 2017 for most parts of the track.\u003c/p>\n\u003cp>How to pay for the entire project remains \"uncertain,\" said Kelly.\u003c/p>\n\u003cp>The state has spent $2.5 billion in federal stimulus money and has an additional $930 million in federal money on the table. That's on top of the $10 billion bond from voters.\u003c/p>\n\u003cp>The rest of the money is set to come from California's cap-and-trade auctions, a system meant to limit carbon emissions by selling credits to pollute, which can be a volatile source of revenue diverted by lawmakers in the future. Predicted private investment for the project has not come through either, although Kelly hopes businesses and other private investors will chip in once part of the train is up and running between Silicon Valley and the Central Valley.\u003c/p>\n\u003cp>Despite the challenges, Democratic Gov. Jerry Brown reaffirmed his commitment to building high-speed rail in his \u003ca href=\"https://ww2.kqed.org/news/2018/01/25/gov-jerry-brown-celebrates-victories-in-final-state-of-the-state-address/\">January State of the State address\u003c/a>. The Legislature, though, recently approved \u003ca href=\"https://www.kqed.org/news/11647028/california-lawmakers-seek-bullet-train-audit-as-cost-rises\">an audit of the project\u003c/a>. The Legislature serves in an oversight role and controls a portion of the money to build rail.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"I'm ready for Mr. Kelly to be honest and straightforward and tell us the good, bad and the ugly,\" said Republican Assemblyman Jim Patterson of Fresno, a chief critic of the project.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The projected cost of California's bullet train has jumped to $77 billion and the opening date has been pushed back four years to 2033, according to a business plan released Friday.\u003c/p>\n\u003cp>Every two years, the California High-Speed Rail Authority releases a snapshot of building timelines, cost estimates and other critical details about the ambitious plan to transport people from Los Angeles to San Francisco in under three hours. This is the first under new chief executive Brian Kelly, who has promised more transparency about the project's challenges after years of cost increases and delays.\u003c/p>\n\u003cp>\"It's going to be bumpy,\" said Kelly. \"What's important to me is you hear that from us.\"\u003c/p>\n\u003caside class=\"alignright\">\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11642373/price-tag-soars-for-central-valley-phase-of-california-bullet-train\">Price Tag Soars for Central Valley Phase of California Bullet Train\u003c/a>\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>While the goal is to connect the two major cities, the new plan focuses primarily on opening track between San Francisco and the Central Valley. That portion of track is now set to be finished by 2029, also marking a four-year delay.\u003c/p>\n\u003cp>However, significant challenges remain. One of them is how to cross through a section of mountains — a critical segment to link Silicon Valley to the Central Valley. Rail officials are still working on how best to do that, Kelly wrote in the plan's introduction.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The $77 billion cost, a 20 percent increase, is a baseline estimate, but Kelly also included high and low ranges in the plan based on potential risks.\u003c/p>\n\u003cp>According to the released plan, 119 miles of track in the Central Valley — the first construction segment — is scheduled to be completed by 2022. That's 14 years after voters approved a $10 billion bond for high-speed rail in November 2008.\u003c/p>\n\u003caside class=\"alignright\">\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/11647028/california-lawmakers-seek-bullet-train-audit-as-cost-rises\">California Lawmakers OK Bullet Train Audit as Cost Rises\u003c/a>\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>A summary of the plan reviewed by The Associated Press offers limited details on the portion between the Central Valley and Los Angeles. The agency hopes to complete all necessary environmental reviews for the entire line by 2022. Initial timelines had planned for environmental clearance by 2017 for most parts of the track.\u003c/p>\n\u003cp>How to pay for the entire project remains \"uncertain,\" said Kelly.\u003c/p>\n\u003cp>The state has spent $2.5 billion in federal stimulus money and has an additional $930 million in federal money on the table. That's on top of the $10 billion bond from voters.\u003c/p>\n\u003cp>The rest of the money is set to come from California's cap-and-trade auctions, a system meant to limit carbon emissions by selling credits to pollute, which can be a volatile source of revenue diverted by lawmakers in the future. Predicted private investment for the project has not come through either, although Kelly hopes businesses and other private investors will chip in once part of the train is up and running between Silicon Valley and the Central Valley.\u003c/p>\n\u003cp>Despite the challenges, Democratic Gov. Jerry Brown reaffirmed his commitment to building high-speed rail in his \u003ca href=\"https://ww2.kqed.org/news/2018/01/25/gov-jerry-brown-celebrates-victories-in-final-state-of-the-state-address/\">January State of the State address\u003c/a>. The Legislature, though, recently approved \u003ca href=\"https://www.kqed.org/news/11647028/california-lawmakers-seek-bullet-train-audit-as-cost-rises\">an audit of the project\u003c/a>. The Legislature serves in an oversight role and controls a portion of the money to build rail.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"I'm ready for Mr. Kelly to be honest and straightforward and tell us the good, bad and the ugly,\" said Republican Assemblyman Jim Patterson of Fresno, a chief critic of the project.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Researcher Says 'Criticism Is Valid,' Will Revise Study Finding Low Uber and Lyft Pay",
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"content": "\u003cp>A researcher at the Massachusetts Institute of Technology says he's revising a \u003ca href=\"https://www.kqed.org/news/11653352/uber-lyft-drivers-earning-a-median-profit-of-3-37-per-hour-study-says\" target=\"_blank\" rel=\"noopener\">study he co-authored\u003c/a> after admitting that \"criticism is valid\" of initial findings that Uber and Lyft drivers are making a median pretax profit of $3.37 an hour and a vast majority are making less than minimum wage.\u003c/p>\n\u003cp>Uber said the working paper had \"a major error in the authors' methodology.\"\u003c/p>\n\u003cp>Using one new method of calculating the median profit that incorporates Uber's criticism, the figure \"rises to $8.55/hour from the $3.37 initially reported,\" lead author \u003ca href=\"https://twitter.com/StephenZoepf/status/970754550968676352\">Stephen Zoepf wrote in a statement\u003c/a> posted to Twitter on Monday. And using another alternate method, the median profit goes up to $10 an hour.\u003c/p>\n\u003cp>In each new calculation method a significant percentage of drivers are still earning less than minimum wage in their state -- 54 percent in the first case or 41 percent in the second case, according to Zoepf. That is down from 74 percent of drivers the researchers originally said were making less than minimum wage.\u003c/p>\n\u003cp>The new results significantly change the percentage of drivers who are losing money by driving. The MIT authors originally said 30 percent of drivers were losing money after taking into account vehicle expenses. Now, Zoepf says that number is either 8 percent or 4 percent.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The MIT study was based on a survey of more than 1,100 drivers who answered questions, including how much money they made and how many miles they drove.\u003c/p>\n\u003cp>Uber Chief Economist Jonathan Hall \u003ca href=\"https://medium.com/uber-under-the-hood/an-analysis-of-ceeprs-paper-on-the-economics-of-ride-hailing-1c8bfbf1081d\">wrote in a blog post\u003c/a> on March 2 that ways the authors interpreted answers to certain questions from the survey have \"inconsistent logic\" pertaining to how income is calculated from driving versus other sources of income.\u003c/p>\n\u003cp>\"This inconsistency leads to flawed methodology that results in hourly earnings numbers that are far, far below what any previous study has found,\" he wrote.\u003c/p>\n\u003cp>Lyft says the study, even after adjustments, \"continues to understate driver earnings.\"\u003c/p>\n\u003cp>[contextly_sidebar id=\"S3gpEV9POnfGXBoEzuy8OcjBmZMWhtgt\"]\u003c/p>\n\u003cp>\"When an academic study changes so dramatically in just a matter of days, that's a real flag,\" Lyft Director of Communications Adrian Durbin says in an email to NPR. \"While the revised results are not as inaccurate as the original findings, driver earnings are still understated. MIT's study has fundamental methodology problems.\"\u003c/p>\n\u003cp>Uber's Hall points to a different paper published in January by \u003ca href=\"https://web.stanford.edu/~diamondr/UberPayGap.pdf\">researchers from Stanford University,\u003c/a> who said hourly gross pay for all drivers in the U.S. averaged $21.07 an hour from January 2015 to March 2017. He also noted a 2017 survey by the website \u003ca href=\"https://therideshareguy.com/rsg-2017-survey-results-driver-earnings-satisfaction-and-demographics/\">The Rideshare Guy,\u003c/a> which said Uber drivers gross an average of $15.68 an hour and Lyft drivers $17.50 per hour.\u003c/p>\n\u003cp>Both the Stanford and Rideshare Guy estimates, however, are before expenses — like gas and vehicle maintenance — are taken into account. Stanford researchers say they also did not account for Uber's service fee. And none of these studies compare earnings by region, even though variations from city to city are significant. (For instance, San Francisco drivers see much higher demand, and therefore higher average hourly rates, than many Midwestern cities.)\u003c/p>\n\u003cp>[audio src=\"https://www.kqed.org/.stream/anon/radio/tcrmag/2018/03/HarnettUberLyft.mp3\" title=\"The Human Cost of Uber and Lyft: Life in the Dying Taxi Industry\" program=\"The California Report\" image=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2018/02/Mark-1-e1519088151805-1180x885.jpg\"]\u003c/p>\n\u003cp>MIT's study differs from those by attempting to take many expenses into account. It's also the median income — not the average.\u003c/p>\n\u003cp>Zoepf said he made \"an assumption about revenue ... in the absence of public ride-hailing data and a paucity of independent studies outside Uber's own analyses.\" In his statement he asked Uber to \" [h]elp make an open, honest and public assessment of the range of ride-hailing driver profit \u003cem>after\u003c/em> the cost of acquiring, operating and maintaining a vehicle\" and \"[t]ransparently present the difference between actual and tax-reportable expenses used in the business.\"\u003c/p>\n\u003cp>He said he would be \"conducting a thorough revision of the paper,\" which will take \"a few weeks.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>As \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/03/02/590168381/uber-lyft-drivers-earning-a-median-profit-of-3-37-per-hour-study-says\">The Two-Way reported last week,\u003c/a> Uber and Lyft both have high amounts of driver turnover and have fought \"legal battles for years against initiatives to classify their drivers as 'employees' instead of 'independent contractors' — meaning drivers don't receive benefits like health care or sick leave.\"\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Researcher+Says+%27Criticism+Is+Valid%2C%27+Will+Revise+Study+Finding+Low+Uber+And+Lyft+Pay&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A researcher at the Massachusetts Institute of Technology says he's revising a \u003ca href=\"https://www.kqed.org/news/11653352/uber-lyft-drivers-earning-a-median-profit-of-3-37-per-hour-study-says\" target=\"_blank\" rel=\"noopener\">study he co-authored\u003c/a> after admitting that \"criticism is valid\" of initial findings that Uber and Lyft drivers are making a median pretax profit of $3.37 an hour and a vast majority are making less than minimum wage.\u003c/p>\n\u003cp>Uber said the working paper had \"a major error in the authors' methodology.\"\u003c/p>\n\u003cp>Using one new method of calculating the median profit that incorporates Uber's criticism, the figure \"rises to $8.55/hour from the $3.37 initially reported,\" lead author \u003ca href=\"https://twitter.com/StephenZoepf/status/970754550968676352\">Stephen Zoepf wrote in a statement\u003c/a> posted to Twitter on Monday. And using another alternate method, the median profit goes up to $10 an hour.\u003c/p>\n\u003cp>In each new calculation method a significant percentage of drivers are still earning less than minimum wage in their state -- 54 percent in the first case or 41 percent in the second case, according to Zoepf. That is down from 74 percent of drivers the researchers originally said were making less than minimum wage.\u003c/p>\n\u003cp>The new results significantly change the percentage of drivers who are losing money by driving. The MIT authors originally said 30 percent of drivers were losing money after taking into account vehicle expenses. Now, Zoepf says that number is either 8 percent or 4 percent.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The MIT study was based on a survey of more than 1,100 drivers who answered questions, including how much money they made and how many miles they drove.\u003c/p>\n\u003cp>Uber Chief Economist Jonathan Hall \u003ca href=\"https://medium.com/uber-under-the-hood/an-analysis-of-ceeprs-paper-on-the-economics-of-ride-hailing-1c8bfbf1081d\">wrote in a blog post\u003c/a> on March 2 that ways the authors interpreted answers to certain questions from the survey have \"inconsistent logic\" pertaining to how income is calculated from driving versus other sources of income.\u003c/p>\n\u003cp>\"This inconsistency leads to flawed methodology that results in hourly earnings numbers that are far, far below what any previous study has found,\" he wrote.\u003c/p>\n\u003cp>Lyft says the study, even after adjustments, \"continues to understate driver earnings.\"\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\"When an academic study changes so dramatically in just a matter of days, that's a real flag,\" Lyft Director of Communications Adrian Durbin says in an email to NPR. \"While the revised results are not as inaccurate as the original findings, driver earnings are still understated. MIT's study has fundamental methodology problems.\"\u003c/p>\n\u003cp>Uber's Hall points to a different paper published in January by \u003ca href=\"https://web.stanford.edu/~diamondr/UberPayGap.pdf\">researchers from Stanford University,\u003c/a> who said hourly gross pay for all drivers in the U.S. averaged $21.07 an hour from January 2015 to March 2017. He also noted a 2017 survey by the website \u003ca href=\"https://therideshareguy.com/rsg-2017-survey-results-driver-earnings-satisfaction-and-demographics/\">The Rideshare Guy,\u003c/a> which said Uber drivers gross an average of $15.68 an hour and Lyft drivers $17.50 per hour.\u003c/p>\n\u003cp>Both the Stanford and Rideshare Guy estimates, however, are before expenses — like gas and vehicle maintenance — are taken into account. Stanford researchers say they also did not account for Uber's service fee. And none of these studies compare earnings by region, even though variations from city to city are significant. (For instance, San Francisco drivers see much higher demand, and therefore higher average hourly rates, than many Midwestern cities.)\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>MIT's study differs from those by attempting to take many expenses into account. It's also the median income — not the average.\u003c/p>\n\u003cp>Zoepf said he made \"an assumption about revenue ... in the absence of public ride-hailing data and a paucity of independent studies outside Uber's own analyses.\" In his statement he asked Uber to \" [h]elp make an open, honest and public assessment of the range of ride-hailing driver profit \u003cem>after\u003c/em> the cost of acquiring, operating and maintaining a vehicle\" and \"[t]ransparently present the difference between actual and tax-reportable expenses used in the business.\"\u003c/p>\n\u003cp>He said he would be \"conducting a thorough revision of the paper,\" which will take \"a few weeks.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>As \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/03/02/590168381/uber-lyft-drivers-earning-a-median-profit-of-3-37-per-hour-study-says\">The Two-Way reported last week,\u003c/a> Uber and Lyft both have high amounts of driver turnover and have fought \"legal battles for years against initiatives to classify their drivers as 'employees' instead of 'independent contractors' — meaning drivers don't receive benefits like health care or sick leave.\"\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Researcher+Says+%27Criticism+Is+Valid%2C%27+Will+Revise+Study+Finding+Low+Uber+And+Lyft+Pay&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Two Bay Area lawmakers are promoting a bill that aims to spur more housing construction at BART stations -- by essentially putting the BART board of directors in charge of zoning on agency-owned land near the transit district's stations in San Francisco, Alameda and Contra Costa counties.\u003c/p>\n\u003cp>Assembly members David Chiu, D-San Francisco, and Tim Grayson, D-Concord, introduced \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180AB2923\" target=\"_blank\" rel=\"noopener\">AB 2923\u003c/a> last month. It would set new rules for development on BART property -- mostly on parking lots that surround many of the agency's stations.\u003c/p>\n\u003cp>The measure would require the BART board to review the agency's current \"transit-oriented development\" policies, formalize those policies as formal zoning standards and adopt a streamlined approval process for new development.\u003c/p>\n\u003cp>The bill would require local governments to change their zoning laws to conform to BART's guidelines and give BART the power to override local laws that are inconsistent with the agency's development standards. The bill also mandates that 20 percent of units in the BART-centered developments be affordable to moderate, low-income and very-low-income residents for a period of 55 years.\u003c/p>\n\u003cp>\"We have too many BART stations surrounded by parking lots,\" Chiu said in an interview Sunday. \"Acres of asphalt and parked cars. ... Part of our point is it's much more effective to build a couple floors of housing on top of what is an open parking lot than the use that we see today.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Chiu said that although BART has worked for years to encourage transit-oriented development -- often abbreviated as TOD -- some local jurisdictions are very slow to grant construction approvals.\u003c/p>\n\u003cp>\"We're trying to jump-start these conversation in every locality that has a BART station,\" Chiu said. \"... I think building vibrant, affordable, walkable communities on undeveloped land next to BART is the best way to deliver housing without disrupting existing communities.\"\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said in an email that the BART board has taken no position on the bill and will discuss it later this week. San Francisco BART board member Nick Josefowitz is one of the measure's proponents.\u003c/p>\n\u003cp>AB 2923 would apply to BART-owned parcels of at least one-quarter acre and within a half-mile of a BART station entrance. If BART fails to enact new standards for transit-oriented development by April 2019, the bill would use the \u003ca href=\"https://www.bart.gov/sites/default/files/docs/BART_TODGuidelinesFinal2017.pdf\" target=\"_blank\" rel=\"noopener\">zoning guidelines\u003c/a> the agency put in place last year.\u003c/p>\n\u003cp>Those guidelines categorize BART stations as one of three place types: regional center stations, like those in downtown Oakland and San Francisco; urban neighborhood/city center stations, such as Glen Park, North Berkeley and Fruitvale; and neighborhood or town center stations, such as those along the Pittsburg-Bay Point line in Contra Costa County.\u003c/p>\n\u003cp>BART's current guidelines call for developments of at least 12 stories for regional centers; at least seven stories around stations like North Berkeley (pictured above), and at least five stories around the suburban Contra Costa County stations. For future developments, the guidelines call for a minimum of 75 units of housing per acre.\u003c/p>\n\u003cp>BART is already dealing with high demand for parking spots, with long waiting lists for reserved parking at every station. But the agency's TOD guidelines, in line with the view of many urban planners, contemplate a future in which private automobile use is reduced drastically as more housing and offices are built near transit hubs, more people walk or bike to work, and technological breakthroughs such as autonomous vehicles come online.\u003c/p>\n\u003cp>AB 2923 is the latest in a series of high-profile legislative efforts to intensify development near transit corridors as a response to the region's affordable housing crunch. Among them: SB 35, a measure by state Sen. Scott Wiener, D-San Francisco, signed into law last fall that offers a dramatically streamlined permit-approval process for affordable housing; and SB 827, a proposal introduced in January by Wiener that would require local governments to permit much denser housing within a half-mile of transit hubs like BART stations and within a quarter-mile of busy commuter-bus stops.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>\u003cbr>\nKQED's Guy Marzorati contributed to this report. \u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Two Bay Area lawmakers are promoting a bill that aims to spur more housing construction at BART stations -- by essentially putting the BART board of directors in charge of zoning on agency-owned land near the transit district's stations in San Francisco, Alameda and Contra Costa counties.\u003c/p>\n\u003cp>Assembly members David Chiu, D-San Francisco, and Tim Grayson, D-Concord, introduced \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180AB2923\" target=\"_blank\" rel=\"noopener\">AB 2923\u003c/a> last month. It would set new rules for development on BART property -- mostly on parking lots that surround many of the agency's stations.\u003c/p>\n\u003cp>The measure would require the BART board to review the agency's current \"transit-oriented development\" policies, formalize those policies as formal zoning standards and adopt a streamlined approval process for new development.\u003c/p>\n\u003cp>The bill would require local governments to change their zoning laws to conform to BART's guidelines and give BART the power to override local laws that are inconsistent with the agency's development standards. The bill also mandates that 20 percent of units in the BART-centered developments be affordable to moderate, low-income and very-low-income residents for a period of 55 years.\u003c/p>\n\u003cp>\"We have too many BART stations surrounded by parking lots,\" Chiu said in an interview Sunday. \"Acres of asphalt and parked cars. ... Part of our point is it's much more effective to build a couple floors of housing on top of what is an open parking lot than the use that we see today.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Chiu said that although BART has worked for years to encourage transit-oriented development -- often abbreviated as TOD -- some local jurisdictions are very slow to grant construction approvals.\u003c/p>\n\u003cp>\"We're trying to jump-start these conversation in every locality that has a BART station,\" Chiu said. \"... I think building vibrant, affordable, walkable communities on undeveloped land next to BART is the best way to deliver housing without disrupting existing communities.\"\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said in an email that the BART board has taken no position on the bill and will discuss it later this week. San Francisco BART board member Nick Josefowitz is one of the measure's proponents.\u003c/p>\n\u003cp>AB 2923 would apply to BART-owned parcels of at least one-quarter acre and within a half-mile of a BART station entrance. If BART fails to enact new standards for transit-oriented development by April 2019, the bill would use the \u003ca href=\"https://www.bart.gov/sites/default/files/docs/BART_TODGuidelinesFinal2017.pdf\" target=\"_blank\" rel=\"noopener\">zoning guidelines\u003c/a> the agency put in place last year.\u003c/p>\n\u003cp>Those guidelines categorize BART stations as one of three place types: regional center stations, like those in downtown Oakland and San Francisco; urban neighborhood/city center stations, such as Glen Park, North Berkeley and Fruitvale; and neighborhood or town center stations, such as those along the Pittsburg-Bay Point line in Contra Costa County.\u003c/p>\n\u003cp>BART's current guidelines call for developments of at least 12 stories for regional centers; at least seven stories around stations like North Berkeley (pictured above), and at least five stories around the suburban Contra Costa County stations. For future developments, the guidelines call for a minimum of 75 units of housing per acre.\u003c/p>\n\u003cp>BART is already dealing with high demand for parking spots, with long waiting lists for reserved parking at every station. But the agency's TOD guidelines, in line with the view of many urban planners, contemplate a future in which private automobile use is reduced drastically as more housing and offices are built near transit hubs, more people walk or bike to work, and technological breakthroughs such as autonomous vehicles come online.\u003c/p>\n\u003cp>AB 2923 is the latest in a series of high-profile legislative efforts to intensify development near transit corridors as a response to the region's affordable housing crunch. Among them: SB 35, a measure by state Sen. Scott Wiener, D-San Francisco, signed into law last fall that offers a dramatically streamlined permit-approval process for affordable housing; and SB 827, a proposal introduced in January by Wiener that would require local governments to permit much denser housing within a half-mile of transit hubs like BART stations and within a quarter-mile of busy commuter-bus stops.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>\u003cbr>\nKQED's Guy Marzorati contributed to this report. \u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Forget the debate about who is the better basketball player. When it comes to politics, one thing is certain — LeBron James is far more vocal than Michael Jordan. While Jordan notoriously avoided getting involved in anything political during his heyday, James has taken to publicly criticizing President Trump.\u003c/p>\n\u003cp>James’ latest rebuke came alongside fellow basketball star Kevin Durant in a video co-produced by Uber.\u003c/p>\n\u003cp>This is part of a relatively new advertising campaign that features candid interviews with NBA stars in the backseat of Uber cars. The video is an example of how sports stars and corporations have become more political — the former by choice and the latter, some argue, under pressure from customers.\u003c/p>\n\u003cp>Consumer demand for companies to take a political stance has become especially acute in the battle between Uber and Lyft. (More on that below.)\u003c/p>\n\u003cp>Or just listen! I talked this all over with KQED Radio’s morning host, and North Carolina Tar Heel fan, Brian Watt.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[audio src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/2wayHarnettUberAd.mp3\" Image=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/gettyimages-696041476_wide-75a4b39a28d9972b0ab887150b4a28b5efd56555-e1520010443656.jpg\" Title=\"In the Land of Corporate Virtue Signaling, LeBron James Is King\" program=\"News Fix\"]\u003c/p>\n\u003cp>There has been a shift in the world of sports and business marketing since the era of Jordan. Many thought the NBA star often shied away from politics because he didn’t want to risk \u003ca href=\"https://www.foxsports.com/nba/story/michael-jordan-kareem-abdul-jabbar-commerce-over-conscience-republicans-buy-sneakers-shoes-jordan-brand-110415\" target=\"_blank\" rel=\"noopener\">his multi-million dollar endorsement\u003c/a> deals.\u003c/p>\n\u003cp>Today, companies like Uber are using a heated political moment to provide a platform for sports stars, the most recent being the ad campaign with James and Durant.\u003c/p>\n\u003cp>\u003ca href=\"https://www.vox.com/identities/2017/8/17/16162226/corporations-replacing-churches-americas-conscience\" target=\"_blank\" rel=\"noopener\">Today, customers are increasingly pushing companies\u003c/a> to take a stance, or “virtue signal,” that is, to appear to be on a particular side or represent certain ideals that consumers identify with. James is a particularly powerful signaler. He throws \u003ca href=\"https://twitter.com/kingjames/status/911610455877021697?lang=en\" target=\"_blank\" rel=\"noopener\">jabs at Trump on Twitter.\u003c/a> He publicly endorsed Hillary Clinton for president.\u003c/p>\n\u003cp>Uber tapped into all that when it recently released the ad of LeBron James and Kevin Durant talking candidly about everything from basketball to being black in America. At around the 6-minute mark the pair start talking about President Trump, and what they had to say has garnered a lot of attention.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=HtNWc1AIU20\u003c/p>\n\u003cp>Here’s the backstory on Uber’s marketing move. Last year the company \u003ca href=\"https://www.theatlantic.com/business/archive/2017/01/lyft-and-ubers-immigration-ban/514889/\" target=\"_blank\" rel=\"noopener\">lost a lot of customers\u003c/a> to its smaller competitor Lyft, in part because Uber failed to appear that it was distancing itself from Trump and his administration’s travel ban. In the moment, Lyft donated $1 million to the ACLU, and it launched an ad campaign with the central message “it matters how you get there.”\u003c/p>\n\u003cp>There’s an implication by these companies that the decision of which ride app to take is in part a moral choice. I produced a story about Lyft’s messaging and appeal to liberals, which you can read about \u003ca href=\"https://ww2.kqed.org/news/2018/01/24/lyft-gains-on-uber-by-appealing-to-progressive-political-ideals/\" target=\"_blank\" rel=\"noopener\">here\u003c/a>.\u003c/p>\n\u003cp>One important thing to remember is that Uber and Lyft often operate in cities, where there’s a large population of liberal consumers. In the age of Trump, these companies have to be particularly careful in how they craft their brand, and that crafting requires attention to politics and prominent social issues.\u003c/p>\n\u003cp>Uber has taken lots of steps to try and clean up its image since its disastrous year in 2017. It replaced its much criticized CEO Travis Kalanick with Dara Khosrowshahi,\u003ca href=\"http://money.cnn.com/2017/08/29/technology/business/uber-ceo-trump/index.html\" target=\"_blank\" rel=\"noopener\"> an outspoken critic of Trump\u003c/a>.\u003c/p>\n\u003cp>Last July, Uber hired \u003ca href=\"http://adage.com/article/cmo-strategy/bozoma-uber-chief-brand-officer-bozoma-saint-john-makes-big-mark-nba-themed-national-campaign/311089/\" target=\"_blank\" rel=\"noopener\">Bozoma Saint John\u003c/a> as its first chief brand officer, with the goal of becoming the “official ride of pop culture.” And in October, the company started rolling out the NBA interview ad campaign, the latest of which has become fodder for cable news commentators.\u003c/p>\n\u003cp>Fox host Laura Ingraham said James should just \u003ca href=\"https://www.washingtonpost.com/news/the-fix/wp/2018/02/17/shut-up-and-dribble-fox-news-host-extends-trumps-efforts-to-silence-political-athletes/?utm_term=.30abf0d833c1\" target=\"_blank\" rel=\"noopener\">“shut up and dribble.”\u003c/a> Spurs Coach Gregg Popovich, another vocal critic of the Trump administration, came to LeBron’s defense.\u003c/p>\n\u003cp>All of the media attention brought a lot of eyeballs to the video, many of them liberals who are drawn to the critical remarks these two prominent sports stars have to make about Trump.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In the end, the sports stars get a platform to air their political opinions, and a company like Uber tags along for the ride.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Forget the debate about who is the better basketball player. When it comes to politics, one thing is certain — LeBron James is far more vocal than Michael Jordan. While Jordan notoriously avoided getting involved in anything political during his heyday, James has taken to publicly criticizing President Trump.\u003c/p>\n\u003cp>James’ latest rebuke came alongside fellow basketball star Kevin Durant in a video co-produced by Uber.\u003c/p>\n\u003cp>This is part of a relatively new advertising campaign that features candid interviews with NBA stars in the backseat of Uber cars. The video is an example of how sports stars and corporations have become more political — the former by choice and the latter, some argue, under pressure from customers.\u003c/p>\n\u003cp>Consumer demand for companies to take a political stance has become especially acute in the battle between Uber and Lyft. (More on that below.)\u003c/p>\n\u003cp>Or just listen! I talked this all over with KQED Radio’s morning host, and North Carolina Tar Heel fan, Brian Watt.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>There has been a shift in the world of sports and business marketing since the era of Jordan. Many thought the NBA star often shied away from politics because he didn’t want to risk \u003ca href=\"https://www.foxsports.com/nba/story/michael-jordan-kareem-abdul-jabbar-commerce-over-conscience-republicans-buy-sneakers-shoes-jordan-brand-110415\" target=\"_blank\" rel=\"noopener\">his multi-million dollar endorsement\u003c/a> deals.\u003c/p>\n\u003cp>Today, companies like Uber are using a heated political moment to provide a platform for sports stars, the most recent being the ad campaign with James and Durant.\u003c/p>\n\u003cp>\u003ca href=\"https://www.vox.com/identities/2017/8/17/16162226/corporations-replacing-churches-americas-conscience\" target=\"_blank\" rel=\"noopener\">Today, customers are increasingly pushing companies\u003c/a> to take a stance, or “virtue signal,” that is, to appear to be on a particular side or represent certain ideals that consumers identify with. James is a particularly powerful signaler. He throws \u003ca href=\"https://twitter.com/kingjames/status/911610455877021697?lang=en\" target=\"_blank\" rel=\"noopener\">jabs at Trump on Twitter.\u003c/a> He publicly endorsed Hillary Clinton for president.\u003c/p>\n\u003cp>Uber tapped into all that when it recently released the ad of LeBron James and Kevin Durant talking candidly about everything from basketball to being black in America. At around the 6-minute mark the pair start talking about President Trump, and what they had to say has garnered a lot of attention.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/HtNWc1AIU20'\n title='//www.youtube.com/embed/HtNWc1AIU20'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>Here’s the backstory on Uber’s marketing move. Last year the company \u003ca href=\"https://www.theatlantic.com/business/archive/2017/01/lyft-and-ubers-immigration-ban/514889/\" target=\"_blank\" rel=\"noopener\">lost a lot of customers\u003c/a> to its smaller competitor Lyft, in part because Uber failed to appear that it was distancing itself from Trump and his administration’s travel ban. In the moment, Lyft donated $1 million to the ACLU, and it launched an ad campaign with the central message “it matters how you get there.”\u003c/p>\n\u003cp>There’s an implication by these companies that the decision of which ride app to take is in part a moral choice. I produced a story about Lyft’s messaging and appeal to liberals, which you can read about \u003ca href=\"https://ww2.kqed.org/news/2018/01/24/lyft-gains-on-uber-by-appealing-to-progressive-political-ideals/\" target=\"_blank\" rel=\"noopener\">here\u003c/a>.\u003c/p>\n\u003cp>One important thing to remember is that Uber and Lyft often operate in cities, where there’s a large population of liberal consumers. In the age of Trump, these companies have to be particularly careful in how they craft their brand, and that crafting requires attention to politics and prominent social issues.\u003c/p>\n\u003cp>Uber has taken lots of steps to try and clean up its image since its disastrous year in 2017. It replaced its much criticized CEO Travis Kalanick with Dara Khosrowshahi,\u003ca href=\"http://money.cnn.com/2017/08/29/technology/business/uber-ceo-trump/index.html\" target=\"_blank\" rel=\"noopener\"> an outspoken critic of Trump\u003c/a>.\u003c/p>\n\u003cp>Last July, Uber hired \u003ca href=\"http://adage.com/article/cmo-strategy/bozoma-uber-chief-brand-officer-bozoma-saint-john-makes-big-mark-nba-themed-national-campaign/311089/\" target=\"_blank\" rel=\"noopener\">Bozoma Saint John\u003c/a> as its first chief brand officer, with the goal of becoming the “official ride of pop culture.” And in October, the company started rolling out the NBA interview ad campaign, the latest of which has become fodder for cable news commentators.\u003c/p>\n\u003cp>Fox host Laura Ingraham said James should just \u003ca href=\"https://www.washingtonpost.com/news/the-fix/wp/2018/02/17/shut-up-and-dribble-fox-news-host-extends-trumps-efforts-to-silence-political-athletes/?utm_term=.30abf0d833c1\" target=\"_blank\" rel=\"noopener\">“shut up and dribble.”\u003c/a> Spurs Coach Gregg Popovich, another vocal critic of the Trump administration, came to LeBron’s defense.\u003c/p>\n\u003cp>All of the media attention brought a lot of eyeballs to the video, many of them liberals who are drawn to the critical remarks these two prominent sports stars have to make about Trump.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In the end, the sports stars get a platform to air their political opinions, and a company like Uber tags along for the ride.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Carl Ditlefsen vacuums out his car as the sun sets on the Green Cab taxi lot. He’s the only cab driver here. Next to the lot is a cluttered two-person office and a tarp lean-to. It covers a portable toilet with a sign that reads “Taxi Driver Parking Only.”\u003c/p>\n\u003cp>Ditlefsen just finished a slow 11-hour shift, and he’s had only one good ride all day. His pay will be less than minimum wage, and these days, that’s normal.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘If you keep me busy that’s all I ask.’ \u003ccite>Carl Ditlefsen, Cab driver\u003c/cite>\u003c/aside>\n\u003cp>“I used to work four or five days a week, and you were able to survive,” Ditlefsen said. “You weren’t on easy street by any means, but you were able to survive. If you keep me busy that’s all I ask.”\u003c/p>\n\u003cp>Ditlefsen is wearing a blue hoodie that’s worn and pilled. One of his black sneakers has partially separated from the sole. I asked him if he thought he’d retire anytime soon.\u003c/p>\n\u003cp>“Oh, I don’t think there’s retirement in sight,” Ditlefsen said. “You drive until you die. Whether you like it or not, a lot of us don’t have retirements to fall onto.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[audio src=\"https://www.kqed.org/.stream/anon/radio/tcrmag/2018/03/HarnettUberLyft.mp3\" title=\"The Human Cost of Uber and Lyft: Life in the Dying Taxi Industry\" program=\"The California Report\" image=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/Office-e1519254145353.jpg\"]\u003c/p>\n\u003cp>Taxi drivers like Ditlefsen are being sent to the brink by Uber and Lyft. Over the years, the companies have pushed down the cost of a ride and the earnings for drivers. Cab drivers have tried to fight back, protesting and forming unions. But Uber and Lyft’s footprints continue to expand.\u003c/p>\n\u003cp>Recently, Doug Schifter, a for-hire black-car driver in New York City, went to the steps of City Hall and shot himself to protest the industry’s decimation. Before taking his life, \u003ca href=\"https://www.npr.org/2018/02/10/584757778/taxi-drivers-face-financial-crisis\">Schifter posted on Facebook\u003c/a> about the financial pressure put on drivers like him by services like Uber.\u003c/p>\n\u003cp>The taxi companies themselves are imploding. In San Francisco, \u003ca href=\"http://www.sfexaminer.com/sf-yellow-cab-sold-competitor-810000/\" target=\"_blank\" rel=\"noopener noreferrer\">Yellow Cab went bankrupt in 2016\u003c/a>. Yellow Cab had around 500 medallions, which the city sold for $250,000 apiece. The company ended up selling for around $810,000, a little more than the sticker price for just three medallions.\u003c/p>\n\u003cp>Yellow Cab, Luxor and Citywide have all been consolidated into one company. Green Cab, Ditlefsen’s company used to have 19 members. Now it’s down to six. And they don’t even drive full time.\u003c/p>\n\u003cp>Mark Gruberg is a taxi driver and co-founder of Green Cab, which is driver-owned. Gruberg said many younger drivers have left the industry and those who remain are mostly career drivers. Many of them are stuck with medallions, \u003ca href=\"http://ww2.kqed.org/news/2015/09/24/for-san-francisco-cab-drivers-once-treasured-medallions-now-a-burden/\" target=\"_blank\" rel=\"noopener noreferrer\">which can be a big financial burden\u003c/a>. The upshot of all this is that there are fewer cabs on the road.\u003c/p>\n\u003cfigure id=\"attachment_11651107\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11651107\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/Office-e1519088025430-800x600.jpg\" alt=\"The office for Green Cab, which has been downsized from 19 to six members.\" width=\"800\" height=\"600\">\u003cfigcaption class=\"wp-caption-text\">The office for Green Cab, which has been downsized from 19 to six members. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Gruberg shows me the company’s shift schedule. It used to be filled all the time. Now the schedule is shot through with yellow, the color for unfilled shifts.\u003c/p>\n\u003cp>Gruberg says Uber and Lyft have taken away cab drivers’ biggest paydays: Valentine’s Day, Halloween, St Patrick’s Day, even New Year’s Eve. None of these days bring in the business they used to. Gruberg says drivers have lost between a third and half of their income.\u003c/p>\n\u003cp>At the end of every shift, Deborah Sears, the office manager, adds up what drivers earned.\u003c/p>\n\u003cp>“There’s days when some guy will come in and say, I had three fares today,’ ” Sears said. “It’s like going out there and playing Russian roulette.”\u003c/p>\n\u003cp>Veena Dubal, a professor of law at UC Hastings, recently conducted an ethnographic study, comparing cab drivers with those for Uber and Lyft. Dubal says identity plays a huge role in the lives of these drivers. “The sort of dignity that people got from their work when they were full-time professional drivers is just not possible with Uber and Lyft.”\u003c/p>\n\u003cp>Dubal said ride apps like Uber and Lyft are not only destroying the stable long-term jobs of the taxi industry, but also the sense of community in the industry.\u003c/p>\n\u003cp>“Because of how low the fares are they have to drive and drive and drive and drive for an inordinate amount of time in order to eke out a living,” Dubal said. “So there isn’t an opportunity to build community in the same way that there was in the taxi industry.”\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘Consumers who use these ride services are absolutely complicit.’ \u003ccite>Veena Dubal, Lawyer at UC Hastings\u003c/cite>\u003c/aside>\n\u003cp>Dubal says the “app drivers” are way more atomized, isolated. There’s no taxi lot, less of a sense of community. They just flip on the app and drive, feeding customer demand for cheap, convenient rides. Dubal said “consumers who use these ride services are absolutely complicit” in the destruction of the taxi industry.\u003c/p>\n\u003cp>Joe Disalvo just arrived at the Green Cab office for his shift. He has a bright, bushy, white mustache and bifocal lenses.\u003c/p>\n\u003cp>“I’ve heard drivers say things like, ‘If I don’t die of old age soon, I’m going to go crazy,’ ” Disalvo said.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘I’ve heard drivers say things like, ‘If I don’t die of old age soon, I’m going to go crazy.’ ” \u003ccite>Joe Disalvo\u003cbr>\nTaxi driver\u003c/cite>\u003c/aside>\n\u003cp>Disalvo has been driving since 1984. He’s one of the career drivers who is locked into the job.\u003c/p>\n\u003cp>“I’m 74, and if I was younger I’d just leave,” Disalvo said. “I’d get a second job or go do something else, but my time has passed for that. I have to do what I am doing for as long as I can and make it work somehow.”\u003c/p>\n\u003cp>Disalvo is also stuck financially. He took out a loan to buy a medallion. For Disalvo and many others, it was the de facto taxi retirement plan. Now Disalvo says a medallion is pretty much a worthless piece of tin and a huge financial burden.\u003c/p>\n\u003cp>“There are drivers who are applying for food stamps and welfare,” Disalvo said, “I haven’t done it, I haven’t had to, but this is the first year I’ve been underwater.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Disalvo finishes the tiny paper cup of water he’s drinking, crunches it and drops it in the trash. He thanks me for letting him vent. That, he said, will at least keep him going for a little while longer.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Carl Ditlefsen vacuums out his car as the sun sets on the Green Cab taxi lot. He’s the only cab driver here. Next to the lot is a cluttered two-person office and a tarp lean-to. It covers a portable toilet with a sign that reads “Taxi Driver Parking Only.”\u003c/p>\n\u003cp>Ditlefsen just finished a slow 11-hour shift, and he’s had only one good ride all day. His pay will be less than minimum wage, and these days, that’s normal.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘If you keep me busy that’s all I ask.’ \u003ccite>Carl Ditlefsen, Cab driver\u003c/cite>\u003c/aside>\n\u003cp>“I used to work four or five days a week, and you were able to survive,” Ditlefsen said. “You weren’t on easy street by any means, but you were able to survive. If you keep me busy that’s all I ask.”\u003c/p>\n\u003cp>Ditlefsen is wearing a blue hoodie that’s worn and pilled. One of his black sneakers has partially separated from the sole. I asked him if he thought he’d retire anytime soon.\u003c/p>\n\u003cp>“Oh, I don’t think there’s retirement in sight,” Ditlefsen said. “You drive until you die. Whether you like it or not, a lot of us don’t have retirements to fall onto.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Taxi drivers like Ditlefsen are being sent to the brink by Uber and Lyft. Over the years, the companies have pushed down the cost of a ride and the earnings for drivers. Cab drivers have tried to fight back, protesting and forming unions. But Uber and Lyft’s footprints continue to expand.\u003c/p>\n\u003cp>Recently, Doug Schifter, a for-hire black-car driver in New York City, went to the steps of City Hall and shot himself to protest the industry’s decimation. Before taking his life, \u003ca href=\"https://www.npr.org/2018/02/10/584757778/taxi-drivers-face-financial-crisis\">Schifter posted on Facebook\u003c/a> about the financial pressure put on drivers like him by services like Uber.\u003c/p>\n\u003cp>The taxi companies themselves are imploding. In San Francisco, \u003ca href=\"http://www.sfexaminer.com/sf-yellow-cab-sold-competitor-810000/\" target=\"_blank\" rel=\"noopener noreferrer\">Yellow Cab went bankrupt in 2016\u003c/a>. Yellow Cab had around 500 medallions, which the city sold for $250,000 apiece. The company ended up selling for around $810,000, a little more than the sticker price for just three medallions.\u003c/p>\n\u003cp>Yellow Cab, Luxor and Citywide have all been consolidated into one company. Green Cab, Ditlefsen’s company used to have 19 members. Now it’s down to six. And they don’t even drive full time.\u003c/p>\n\u003cp>Mark Gruberg is a taxi driver and co-founder of Green Cab, which is driver-owned. Gruberg said many younger drivers have left the industry and those who remain are mostly career drivers. Many of them are stuck with medallions, \u003ca href=\"http://ww2.kqed.org/news/2015/09/24/for-san-francisco-cab-drivers-once-treasured-medallions-now-a-burden/\" target=\"_blank\" rel=\"noopener noreferrer\">which can be a big financial burden\u003c/a>. The upshot of all this is that there are fewer cabs on the road.\u003c/p>\n\u003cfigure id=\"attachment_11651107\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11651107\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/02/Office-e1519088025430-800x600.jpg\" alt=\"The office for Green Cab, which has been downsized from 19 to six members.\" width=\"800\" height=\"600\">\u003cfigcaption class=\"wp-caption-text\">The office for Green Cab, which has been downsized from 19 to six members. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Gruberg shows me the company’s shift schedule. It used to be filled all the time. Now the schedule is shot through with yellow, the color for unfilled shifts.\u003c/p>\n\u003cp>Gruberg says Uber and Lyft have taken away cab drivers’ biggest paydays: Valentine’s Day, Halloween, St Patrick’s Day, even New Year’s Eve. None of these days bring in the business they used to. Gruberg says drivers have lost between a third and half of their income.\u003c/p>\n\u003cp>At the end of every shift, Deborah Sears, the office manager, adds up what drivers earned.\u003c/p>\n\u003cp>“There’s days when some guy will come in and say, I had three fares today,’ ” Sears said. “It’s like going out there and playing Russian roulette.”\u003c/p>\n\u003cp>Veena Dubal, a professor of law at UC Hastings, recently conducted an ethnographic study, comparing cab drivers with those for Uber and Lyft. Dubal says identity plays a huge role in the lives of these drivers. “The sort of dignity that people got from their work when they were full-time professional drivers is just not possible with Uber and Lyft.”\u003c/p>\n\u003cp>Dubal said ride apps like Uber and Lyft are not only destroying the stable long-term jobs of the taxi industry, but also the sense of community in the industry.\u003c/p>\n\u003cp>“Because of how low the fares are they have to drive and drive and drive and drive for an inordinate amount of time in order to eke out a living,” Dubal said. “So there isn’t an opportunity to build community in the same way that there was in the taxi industry.”\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘Consumers who use these ride services are absolutely complicit.’ \u003ccite>Veena Dubal, Lawyer at UC Hastings\u003c/cite>\u003c/aside>\n\u003cp>Dubal says the “app drivers” are way more atomized, isolated. There’s no taxi lot, less of a sense of community. They just flip on the app and drive, feeding customer demand for cheap, convenient rides. Dubal said “consumers who use these ride services are absolutely complicit” in the destruction of the taxi industry.\u003c/p>\n\u003cp>Joe Disalvo just arrived at the Green Cab office for his shift. He has a bright, bushy, white mustache and bifocal lenses.\u003c/p>\n\u003cp>“I’ve heard drivers say things like, ‘If I don’t die of old age soon, I’m going to go crazy,’ ” Disalvo said.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘I’ve heard drivers say things like, ‘If I don’t die of old age soon, I’m going to go crazy.’ ” \u003ccite>Joe Disalvo\u003cbr>\nTaxi driver\u003c/cite>\u003c/aside>\n\u003cp>Disalvo has been driving since 1984. He’s one of the career drivers who is locked into the job.\u003c/p>\n\u003cp>“I’m 74, and if I was younger I’d just leave,” Disalvo said. “I’d get a second job or go do something else, but my time has passed for that. I have to do what I am doing for as long as I can and make it work somehow.”\u003c/p>\n\u003cp>Disalvo is also stuck financially. He took out a loan to buy a medallion. For Disalvo and many others, it was the de facto taxi retirement plan. Now Disalvo says a medallion is pretty much a worthless piece of tin and a huge financial burden.\u003c/p>\n\u003cp>“There are drivers who are applying for food stamps and welfare,” Disalvo said, “I haven’t done it, I haven’t had to, but this is the first year I’ve been underwater.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The vast majority of Uber and Lyft drivers are earning less than minimum wage and almost a third of them are actually losing money by driving, according to researchers at the Massachusetts Institute of Technology.\u003c/p>\n\u003cp>\u003ca href=\"http://ceepr.mit.edu/files/papers/2018-005-Brief.pdf\" target=\"_blank\">A working paper\u003c/a> by Stephen M. Zoepf, Stella Chen, Paa Adu and Gonzalo Pozo at MIT's Center for Energy and Environmental Policy Research says the median pretax profit earned from driving is $3.37 per hour after taking expenses into account. Seventy-four percent of drivers earn less than their state's minimum wage, the researchers say.\u003c/p>\n\u003cp>Thirty percent of drivers \"are actually losing money once vehicle expenses are included,\" the authors found.\u003c/p>\n\u003cp>The conclusions are based on surveys of more than 1,100 drivers who told researchers about their revenue, how many miles they drove and what type of car they used. The study's authors then combined that with typical costs associated with a certain car's insurance, maintenance, gas and depreciation, which was gathered in data from Edmunds, Kelley Blue Book and the Environmental Protection Agency.\u003c/p>\n\u003cp>Drivers earning the median amount of revenue are getting $0.59 per mile driven, researchers say, but expenses work out to $0.30 per mile, meaning a driver makes a median profit of $0.29 for each mile.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>An Uber spokesperson responded to the finding in a \u003ca href=\"https://www.theguardian.com/technology/2018/mar/01/uber-lyft-driver-wages-median-report\" target=\"_blank\">statement to The Guardian:\u003c/a>\u003c/p>\n\u003cblockquote>\n\u003cp>\"While the paper is certainly attention grabbing, its methodology and findings are deeply flawed. We've reached out to the paper's authors to share our concerns and suggest ways we might work together to refine their approach.\"\u003c/p>\n\u003c/blockquote>\n\u003cp>The newspaper also noted, \"Other \u003ca href=\"https://web.stanford.edu/~diamondr/UberPayGap.pdf\" target=\"_blank\">studies\u003c/a> and \u003ca href=\"https://therideshareguy.com/2018-uber-and-lyft-driver-survey-results-the-rideshare-guy/\" target=\"_blank\">surveys\u003c/a> have found higher hourly earnings for Uber drivers, in part because there are numerous ways to report income and to calculate costs and time and miles spent on the job.\"\u003c/p>\n\u003cp>MIT authors also calculated that it's possible for billions of dollars in driver profits to be untaxed because \"nearly half of drivers can declare a loss on their taxes.\" Drivers are able to use the IRS standard mileage rate deduction to write off some of the costs of using a car for business. In 2016, that number was \u003ca href=\"https://www.irs.gov/tax-professionals/standard-mileage-rates\" target=\"_blank\">$0.54 per mile.\u003c/a> \"Because of this deduction, most ride-hailing drivers are able to declare profits that are substantially lower,\" researchers write.\u003c/p>\n\u003cp>\"If drivers are fully able to capitalize on these losses for tax purposes, 73.5% of an estimated U.S. market $4.8B in annual ride-hailing driver profit is untaxed,\" they add.\u003c/p>\n\u003cp>According to MIT researchers, 80 percent of drivers said they work less than 40 hours per week. An NPR/Marist poll in January found that 1 in 5 jobs in the U.S. is \u003ca href=\"https://www.npr.org/series/579833363/the-rise-of-the-contract-workers\" target=\"_blank\">held by a contract worker;\u003c/a> contractors often juggle multiple part-time jobs.\u003c/p>\n\u003cp>Uber and Lyft both have \u003ca href=\"https://www.npr.org/2017/12/11/569462645/in-effort-to-court-drivers-lyft-offering-education-discounts\" target=\"_blank\">\"notoriously high\"\u003c/a> turnover rates among drivers. A report last year said just \u003ca href=\"https://www.cnbc.com/2017/04/20/only-4-percent-of-uber-drivers-remain-after-a-year-says-report.html\">4 percent\u003c/a> of Uber drivers work for the company for at least a year.\u003c/p>\n\u003cp>NPR's \u003ca href=\"https://www.npr.org/2017/12/11/569462645/in-effort-to-court-drivers-lyft-offering-education-discounts\" target=\"_blank\">Aarti Shahani reported\u003c/a> in December that Lyft began a program to give drivers \"access to discounted GED and college courses online\" in a recruiting effort.\u003c/p>\n\u003cp>It was only last year that Uber introduced the option to tip drivers into its app for customers. \u003ca href=\"https://www.recode.net/2017/10/7/16363448/uber-lyft-driver-features-app\" target=\"_blank\">Recode listed\u003c/a> the initiatives Uber rolled out in 2017 in order to appeal to drivers, including 24-hour phone support, paid wait time and paying drivers if customers cancel after a certain amount of time.\u003c/p>\n\u003cp>Both Uber and Lyft have been fighting legal battles for years against initiatives to classify their drivers as \"employees\" instead of \"independent contractors\" — meaning drivers don't receive benefits like health care or sick leave.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The vast majority of Uber and Lyft drivers are earning less than minimum wage and almost a third of them are actually losing money by driving, according to researchers at the Massachusetts Institute of Technology.\u003c/p>\n\u003cp>\u003ca href=\"http://ceepr.mit.edu/files/papers/2018-005-Brief.pdf\" target=\"_blank\">A working paper\u003c/a> by Stephen M. Zoepf, Stella Chen, Paa Adu and Gonzalo Pozo at MIT's Center for Energy and Environmental Policy Research says the median pretax profit earned from driving is $3.37 per hour after taking expenses into account. Seventy-four percent of drivers earn less than their state's minimum wage, the researchers say.\u003c/p>\n\u003cp>Thirty percent of drivers \"are actually losing money once vehicle expenses are included,\" the authors found.\u003c/p>\n\u003cp>The conclusions are based on surveys of more than 1,100 drivers who told researchers about their revenue, how many miles they drove and what type of car they used. The study's authors then combined that with typical costs associated with a certain car's insurance, maintenance, gas and depreciation, which was gathered in data from Edmunds, Kelley Blue Book and the Environmental Protection Agency.\u003c/p>\n\u003cp>Drivers earning the median amount of revenue are getting $0.59 per mile driven, researchers say, but expenses work out to $0.30 per mile, meaning a driver makes a median profit of $0.29 for each mile.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>An Uber spokesperson responded to the finding in a \u003ca href=\"https://www.theguardian.com/technology/2018/mar/01/uber-lyft-driver-wages-median-report\" target=\"_blank\">statement to The Guardian:\u003c/a>\u003c/p>\n\u003cblockquote>\n\u003cp>\"While the paper is certainly attention grabbing, its methodology and findings are deeply flawed. We've reached out to the paper's authors to share our concerns and suggest ways we might work together to refine their approach.\"\u003c/p>\n\u003c/blockquote>\n\u003cp>The newspaper also noted, \"Other \u003ca href=\"https://web.stanford.edu/~diamondr/UberPayGap.pdf\" target=\"_blank\">studies\u003c/a> and \u003ca href=\"https://therideshareguy.com/2018-uber-and-lyft-driver-survey-results-the-rideshare-guy/\" target=\"_blank\">surveys\u003c/a> have found higher hourly earnings for Uber drivers, in part because there are numerous ways to report income and to calculate costs and time and miles spent on the job.\"\u003c/p>\n\u003cp>MIT authors also calculated that it's possible for billions of dollars in driver profits to be untaxed because \"nearly half of drivers can declare a loss on their taxes.\" Drivers are able to use the IRS standard mileage rate deduction to write off some of the costs of using a car for business. In 2016, that number was \u003ca href=\"https://www.irs.gov/tax-professionals/standard-mileage-rates\" target=\"_blank\">$0.54 per mile.\u003c/a> \"Because of this deduction, most ride-hailing drivers are able to declare profits that are substantially lower,\" researchers write.\u003c/p>\n\u003cp>\"If drivers are fully able to capitalize on these losses for tax purposes, 73.5% of an estimated U.S. market $4.8B in annual ride-hailing driver profit is untaxed,\" they add.\u003c/p>\n\u003cp>According to MIT researchers, 80 percent of drivers said they work less than 40 hours per week. An NPR/Marist poll in January found that 1 in 5 jobs in the U.S. is \u003ca href=\"https://www.npr.org/series/579833363/the-rise-of-the-contract-workers\" target=\"_blank\">held by a contract worker;\u003c/a> contractors often juggle multiple part-time jobs.\u003c/p>\n\u003cp>Uber and Lyft both have \u003ca href=\"https://www.npr.org/2017/12/11/569462645/in-effort-to-court-drivers-lyft-offering-education-discounts\" target=\"_blank\">\"notoriously high\"\u003c/a> turnover rates among drivers. A report last year said just \u003ca href=\"https://www.cnbc.com/2017/04/20/only-4-percent-of-uber-drivers-remain-after-a-year-says-report.html\">4 percent\u003c/a> of Uber drivers work for the company for at least a year.\u003c/p>\n\u003cp>NPR's \u003ca href=\"https://www.npr.org/2017/12/11/569462645/in-effort-to-court-drivers-lyft-offering-education-discounts\" target=\"_blank\">Aarti Shahani reported\u003c/a> in December that Lyft began a program to give drivers \"access to discounted GED and college courses online\" in a recruiting effort.\u003c/p>\n\u003cp>It was only last year that Uber introduced the option to tip drivers into its app for customers. \u003ca href=\"https://www.recode.net/2017/10/7/16363448/uber-lyft-driver-features-app\" target=\"_blank\">Recode listed\u003c/a> the initiatives Uber rolled out in 2017 in order to appeal to drivers, including 24-hour phone support, paid wait time and paying drivers if customers cancel after a certain amount of time.\u003c/p>\n\u003cp>Both Uber and Lyft have been fighting legal battles for years against initiatives to classify their drivers as \"employees\" instead of \"independent contractors\" — meaning drivers don't receive benefits like health care or sick leave.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Ticket Inspectors to Start Citing Fare Cheaters",
"title": "BART Ticket Inspectors to Start Citing Fare Cheaters",
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"content": "\u003cp>It might be a little hard to believe, but it could be we're near the beginning of the end of the Virtually Unchecked Fare Evasion Era at BART.\u003c/p>\n\u003cp>After a hiccup or two involving new electronic fare readers, a small squad of BART fare inspectors will be roving the system and, starting Friday, issuing citations to those who can't show they've paid their fares.\u003c/p>\n\u003cp>BART invited the media to the Powell Street Station in downtown San Francisco to see how the new fare enforcement system is supposed to work.\u003c/p>\n\u003cp>The inspectors, with reporters carrying cameras, mobile phones and microphones to record the proceedings, gathered at the foot of one of the escalators leading down to the station platform.\u003c/p>\n\u003cp>Amid sparse late-morning ridership, passengers descended one or two at a time, encountering the blue-uniformed inspectors waiting below.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"I need to see a ticket or Clipper card, please, sir,\" inspector Carlos Escobar told one passenger. The patron complied and Escobar's Clipper card reader emitted a cheerful chime, indicating the passenger was all paid up.\u003c/p>\n\u003cp>Justin Groom, 22, of Hercules, was one of the first to undergo proof-of-payment scrutiny in full view of the media contingent.\u003c/p>\n\u003cp>\"It's a little bit excessive,\" he said. \"I feel like there are probably other ways we could do it better. ... Maybe just have people stationed here all the time whose job it is to wait outside and catch people.\"\u003c/p>\n\u003cp>Groom, who says he's been riding the system for three years, says he sees people entering and leaving stations without paying \"every day -- constantly. It's really, really easy for them to do it, too, so they get away with it.\"\u003c/p>\n\u003cfigure id=\"attachment_11653294\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/bart180301a.jpg\">\u003cimg class=\"wp-image-11653294 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/bart180301a-800x570.jpg\" alt=\"\" width=\"800\" height=\"570\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/03/bart180301a-800x570.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/bart180301a-160x114.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/bart180301a-1020x727.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/bart180301a.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/bart180301a-1180x841.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/bart180301a-960x684.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/bart180301a-240x171.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/bart180301a-375x267.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/bart180301a-520x371.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART Deputy Police Chief Lance Haight demonstrates one of the agency's new electronic fare readers during a media availability Thursday at Powell Street Station. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The inspection system on display at Powell Street Thursday is the result of a fare evasion ordinance that BART's board of directors approved last fall in an attempt to recoup some of the cash the agency misses out on every year because of fare cheaters.\u003c/p>\n\u003cp>How much revenue is lost? BART's ballpark estimate is $15 million to $25 million a year, the equivalent of 15,000 to 20,000 people pushing into stations without paying every weekday.\u003c/p>\n\u003cp>The enforcement effort relies on the six new fare inspectors, who are tasked with checking patrons' Clipper cards or paper tickets. The inspectors, community service officers hired by the BART Police Department, carry hand-held fare readers that can tell whether tickets are valid. \u003c/p>\n\u003cp>Their marching orders are to proceed from passenger to passenger throughout a car or on station platforms -- a measure to avoid targeting people based on their appearance -- and they wear body cameras to record their interactions with customers. \u003c/p>\n\u003cp>There was one glitch in the launch. Although the proof-of-payment ordinance took effect Jan. 1 and BART said inspectors would issue warnings for the first month of the new regime before issuing citations, the fare-reading devices didn't always work as expected.\u003c/p>\n\u003cp>So the inspectors were limited to issuing warnings. BART Police Deputy Chief Lance Haight said the inspection team handed out 1,300 courtesy notices or formal warnings in January and February.\u003c/p>\n\u003cp>BART's regular sworn officers also enforce the new proof-of- payment ordinance -- as well as the existing state law governing fare evasion. The agency says BART police issued 3,634 fare evasion citations in 2017, more than doubling the number handed out the previous year.\u003c/p>\n\u003cp>How effective will a single team of fare inspectors be on a system that spans 110 miles with something like 420,000 people going in and out of its 46 stations every day?\u003c/p>\n\u003cp>Haight said the team is designed for deterrence.\u003c/p>\n\u003cp>\"The intent is that people, knowing that at any point along their ride they could be stopped and asked to show their ticket, this should be a discouragement for those who might otherwise fare evade,\" he said.\u003c/p>\n\u003cp>What will happen if you can’t prove you’ve paid to get on a train?\u003c/p>\n\u003cp>The first two offenses in any 12-month period will result in a non-criminal citation and fine of $75 for adults and $55 for minors. Adults who rack up a third offense in that 12-month period will face a possible criminal citation and a fine of as much as $250. Minors, who under state law may not be given a criminal citation for fare evasion, would face continued lower-level fines.\u003c/p>\n\u003cp>The district’s fare-evasion ordinance also allows all minors and low-income adults to perform community service in lieu of paying the fines.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>BART's also trying other measures, like raising barriers around the paid areas of stations and improving video monitoring of fare gates. The agency says it hopes that by spending about $1.8 million on such measures it can recover $8 million to $11 million in fare revenue.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It might be a little hard to believe, but it could be we're near the beginning of the end of the Virtually Unchecked Fare Evasion Era at BART.\u003c/p>\n\u003cp>After a hiccup or two involving new electronic fare readers, a small squad of BART fare inspectors will be roving the system and, starting Friday, issuing citations to those who can't show they've paid their fares.\u003c/p>\n\u003cp>BART invited the media to the Powell Street Station in downtown San Francisco to see how the new fare enforcement system is supposed to work.\u003c/p>\n\u003cp>The inspectors, with reporters carrying cameras, mobile phones and microphones to record the proceedings, gathered at the foot of one of the escalators leading down to the station platform.\u003c/p>\n\u003cp>Amid sparse late-morning ridership, passengers descended one or two at a time, encountering the blue-uniformed inspectors waiting below.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"I need to see a ticket or Clipper card, please, sir,\" inspector Carlos Escobar told one passenger. The patron complied and Escobar's Clipper card reader emitted a cheerful chime, indicating the passenger was all paid up.\u003c/p>\n\u003cp>Justin Groom, 22, of Hercules, was one of the first to undergo proof-of-payment scrutiny in full view of the media contingent.\u003c/p>\n\u003cp>\"It's a little bit excessive,\" he said. \"I feel like there are probably other ways we could do it better. ... Maybe just have people stationed here all the time whose job it is to wait outside and catch people.\"\u003c/p>\n\u003cp>Groom, who says he's been riding the system for three years, says he sees people entering and leaving stations without paying \"every day -- constantly. It's really, really easy for them to do it, too, so they get away with it.\"\u003c/p>\n\u003cfigure id=\"attachment_11653294\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/bart180301a.jpg\">\u003cimg class=\"wp-image-11653294 size-medium\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/03/bart180301a-800x570.jpg\" alt=\"\" width=\"800\" height=\"570\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2018/03/bart180301a-800x570.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/bart180301a-160x114.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/bart180301a-1020x727.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/bart180301a.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/bart180301a-1180x841.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/bart180301a-960x684.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/bart180301a-240x171.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/bart180301a-375x267.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2018/03/bart180301a-520x371.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART Deputy Police Chief Lance Haight demonstrates one of the agency's new electronic fare readers during a media availability Thursday at Powell Street Station. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The inspection system on display at Powell Street Thursday is the result of a fare evasion ordinance that BART's board of directors approved last fall in an attempt to recoup some of the cash the agency misses out on every year because of fare cheaters.\u003c/p>\n\u003cp>How much revenue is lost? BART's ballpark estimate is $15 million to $25 million a year, the equivalent of 15,000 to 20,000 people pushing into stations without paying every weekday.\u003c/p>\n\u003cp>The enforcement effort relies on the six new fare inspectors, who are tasked with checking patrons' Clipper cards or paper tickets. The inspectors, community service officers hired by the BART Police Department, carry hand-held fare readers that can tell whether tickets are valid. \u003c/p>\n\u003cp>Their marching orders are to proceed from passenger to passenger throughout a car or on station platforms -- a measure to avoid targeting people based on their appearance -- and they wear body cameras to record their interactions with customers. \u003c/p>\n\u003cp>There was one glitch in the launch. Although the proof-of-payment ordinance took effect Jan. 1 and BART said inspectors would issue warnings for the first month of the new regime before issuing citations, the fare-reading devices didn't always work as expected.\u003c/p>\n\u003cp>So the inspectors were limited to issuing warnings. BART Police Deputy Chief Lance Haight said the inspection team handed out 1,300 courtesy notices or formal warnings in January and February.\u003c/p>\n\u003cp>BART's regular sworn officers also enforce the new proof-of- payment ordinance -- as well as the existing state law governing fare evasion. The agency says BART police issued 3,634 fare evasion citations in 2017, more than doubling the number handed out the previous year.\u003c/p>\n\u003cp>How effective will a single team of fare inspectors be on a system that spans 110 miles with something like 420,000 people going in and out of its 46 stations every day?\u003c/p>\n\u003cp>Haight said the team is designed for deterrence.\u003c/p>\n\u003cp>\"The intent is that people, knowing that at any point along their ride they could be stopped and asked to show their ticket, this should be a discouragement for those who might otherwise fare evade,\" he said.\u003c/p>\n\u003cp>What will happen if you can’t prove you’ve paid to get on a train?\u003c/p>\n\u003cp>The first two offenses in any 12-month period will result in a non-criminal citation and fine of $75 for adults and $55 for minors. Adults who rack up a third offense in that 12-month period will face a possible criminal citation and a fine of as much as $250. Minors, who under state law may not be given a criminal citation for fare evasion, would face continued lower-level fines.\u003c/p>\n\u003cp>The district’s fare-evasion ordinance also allows all minors and low-income adults to perform community service in lieu of paying the fines.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>BART's also trying other measures, like raising barriers around the paid areas of stations and improving video monitoring of fare gates. The agency says it hopes that by spending about $1.8 million on such measures it can recover $8 million to $11 million in fare revenue.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"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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"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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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"radiolab": {
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},
"rightnowish": {
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"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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"info": "The Snap Judgment radio show and podcast mixes real stories with killer beats to produce cinematic, dramatic radio. Snap's musical brand of storytelling dares listeners to see the world through the eyes of another. This is storytelling... with a BEAT!! Snap first aired on public radio stations nationwide in July 2010. Today, Snap Judgment airs on over 450 public radio stations and is brought to the airwaves by KQED & PRX.",
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"soldout": {
"id": "soldout",
"title": "SOLD OUT: Rethinking Housing in America",
"tagline": "A new future for housing",
"info": "Sold Out: Rethinking Housing in America",
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